Long Distance Competition/Ultracycling, Randonneuring and Endurance Cycling - What to Expect on Your First Brevet

The Octopus is a new RUSA RBA (Central Florida, taking over for Tim Bol, who is retiring after years of dedicated service). I'm redesigning our website and one of the things I'd like to include on it is a resource on What to Expect on Your First Brevet. The intended audience is riders who are experienced cyclists. Perhaps they've done club rides and organized centuries, but their first forray into randonneuring is going to be one of my rides. I don't want to get into the rules in this document. I've got another piece that addresses the rules. The feel for this resource isn't "here's what the rules are," it's more along the lines of, "here's how some of the randonneuring rules will affect your riding experience, compared to what you're probably already used to."

Below is a first draft of a short article aimed at these new, soon-to-be randonneurs. I've seen (and, thank you, borrowed from similar pieces that are on the PA Randonneurs, Santa Cruz Randonneurs, and Alabama Randonneurs websites). I'd love your feedback and comments on this. Thanks! Paul

P.S. -- You'll glean from the piece how our rides are run here: riders will have access to the cue sheets in advance of the rides; we don't provide GPS files of the routes or maps; there is no day-of-ride registration; and there is no on-route SAG or support (I know other randonneuring clubs provide some or all of these things).

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What to Expect on Your First Brevet

Brevets (or randonnées, as they’re sometimes known) are different from organized club rides or centuries. The following will help you understand what to expect on your first brevet and provide some tips to help make your ride safe, enjoyable, and successful.


Before the Brevet

Familiarize yourself with the rules for brevets. You can find the RUSA Rules for Riders here [link] and additional rules that apply to Central Florida Randonners on this website. Read them before registering for a brevet. If you have questions, contact the RBA.

Brevet routes are not marked with arrows. You will need to know how to read and follow a bicycle cue sheet. Time invested familiarizing yourself with the cue sheet is time well-spent. This is especially true if you are programming the route into a GPS. Many a randonneur has been led astray by autorouting or errors in inputting the route into a GPS.

You may want to reformat the cue sheet to suit your individual preferences. Some riders prefer a larger typeface, a different font, or highlight turns or controls to make them stand out. Some riders laminate the cue sheet to protect it from moisture.

There is an excellent article on what to carry on a brevet by Miles Stoneman in the February 2012 AMERICAN RANDONNEUR along with Bill Bryant’s recommended brevet “packing list” (both are found here [link]).

The best approach to most mechanical problems is to avoid them in the first place. Make sure your bicycle is in sound condition before you start. When was the last time you replaced your tires, changed your cables, or checked that your spokes are properly tensioned?

You should be in sound condition, too. You can find articles on training and nutrition for completing long rides on this website and elsewhere. Prepare yourself physically and mentally for the challenges of a long ride.


At the Start

Brevets start on time. An 0800 start means you will depart at exactly 0800. Arrive in plenty of time to check-in and get yourself and your bicycle organized. The ride will start on time without you if you are not ready. The starting control will remain open for one hour but none of the subsequent control closing times will be adjusted for those departing late.

At check-in, you will sign-in, sign the liability waiver, and receive your brevet card. Your bicycle may be inspected to ensure compliance with the RUSA Rules for Riders, especially the lighting and reflective clothing requirements for events longer than 200km.

Five minutes before the scheduled ride start, there will be a brief rider meeting. At the end of the meeting, the ride begins and riders depart as a group.


Riding the Brevet

On a brevet, you must prove your passage through controls, or checkpoints, along the route. Each control has an opening and closing time and the rider must present him- or herself at the control during the time that it is “open.” Failure to do so results in disqualification, so pace yourself and follow the route exactly to avoid time-consuming “bonus miles.” Remember, the clock is always ticking, even when you are stopped.

There are several kinds of controls you might encounter on a brevet. A control could be staffed by a volunteer, who will sign and stamp your brevet card. At others, you will obtain a receipt from a convenience store or other business. At information controls, you obtain a certain piece of information and note it on your brevet card. If there is a post card control, you will be given an addressed and stamped postcard and instructions for mailing it. Secret controls ensure that riders follow the route exactly and are not listed on your cue sheet or brevet card.

As randonneurs are self-sufficient, make sure you have or can obtain what you need to make it from one control to the next. Remember that there is no SAG on brevets and that non-neutral support outside the controls is forbidden.

If you abandon the ride, you must call the organizer, whose phone number is on the cue sheet. We want to know that you’re ok and you don’t want us to awaken your emergency contact needlessly in the middle of the night asking for your whereabouts.

You must arrange for your transportation back to the ride start, whether by bicycle or other means, if you abandon. Central Florida Randonneurs does not have the volunteer or financial resources to transport abandoned riders back to the start.

Brevets are not races. Finishers are listed alphabetically with no recognition of finishing order or time. Pace yourself. Better to finish slowly but within time than to go out fast and end up too exhausted to complete the ride.


After the Brevet

At the finish, obtain the final control stamp, sign the brevet card, and return the completed, signed card as directed in the pre-ride instructions. Your brevet card will be validated and mailed to you at the end of the year. Results will be posted on the Central Florida Randonneurs website and, for RUSA members, on the RUSA website.

If you are not already a member of RUSA, consider joining. As a RUSA member, you’ll receive the RUSA Handbook which contains a wealth of information on randonneuring and the quarterly AMERICAN RANDONNEUR magazine. RUSA membership entitles you to certain distance and other achievement awards. You’ll also be supporting your local and national randonneuring community.

Bon route!


Revised 25 April 2012 with thanks to Alabama Randonneurs, PA Randonneurs, and Santa Cruz Randonneurs

Mr. O,
Congratulations on your new "job!" It's thanks to people like you that this sport is thriving (in its niche-y little way).

I think your article is excellent. The only suggestion I'll offer is that you may want to say something in the Before the Ride section about bike mechanical skills. You say the best approach is to have your bike in sound condition which is great advice, but even with a perfectly maintained bike, stuff happens. So it's good to have a few basic mechanical skills like being able to fix a flat, boot a cut tire, adjust a derailleur, adjust a rubbing brake, etc.

LS

Seattle International Randonneurs (SIR) has 14 articles on their website, covering this general area:
http://www.seattlerandonneur.org/index.php?option=com_content&view=category&id=7&Itemid=25

Many of the articles repeat information contained in others. I think the idea is to keep the bites small and assume that most people won't read them all. Some of the information is particular to SIR, but most is not.

I think the article is great!

Maybe expand a bit about 'self sufficiency'. I find that many new riders show up and kind of expect some guidance or help...and then end up riding in a pack of experienced randos that will either drop them, or get separated at a control or something. One guy I remember had a flat, and was sort of shocked when we all asked him if he had a spare, and then smiled and waved.

This experience tends to be unnerving I think. The local club has been talking about providing 'mentors' on the shorter rides, who would sort of shepherd the new riders along a bit.

The Octopus is a new RUSA RBA (Central Florida, taking over for Tim Bol, who is retiring after years of dedicated service).

Awww, Tim's a great guy! I look forward to meeting you next time I head down for a brevet.

Did I miss the link to your blog somewhere? I'd like to click on the links.

BTW, it's "bonne route", since "la route" is feminine ("bon" is used with masculine nouns).

Congrats! :thumb:

The Octopus is a new RUSA RBA ...

Hey, congratulations! The write-up looks good. Besides the things some others have mentioned, one thing I would expand/clarify slightly is where you say that "non-neutral" support is not allowed between controls -- that might be confusing to a newbie. Maybe just say that support is generally allowed only at controls except in special circumstances and leave the nature of the special circumstances to the "advanced rando" writeup.

You don't mention whether membership in your club is required and whether you have to pre-register for rides or can sign up on the day of the event. That all may be obvious from other stuff on the website, but could be worth mentioning in the "what to expect".

FWIW, we have a big section on "Rando Info" on our website at dcrand.org.

Tailwinds,

Nick

Suggestions for what to add:
-You need some way to hold the cue sheet and protect it from rain- map holder or baggie and clips.
-If the ride includes any time after dark, you need some way to see the cue sheet in the dark.
-Check the cue sheet ahead of time for distance between supply points to see how much fluid you need to be carrying.
-Let riders know if you generally travel all as one group, or all scattered out- the local club does one, I've read of other clubs that do the other, and it would help to know.

Thanks OP . . . I am still working on my speed and miles . . . Has anyone thought of a 10 minute video for youtube that document a typical start ,control, flat repair and a few visual examples no's and goes of riding Rando's ?

Hi OP,
I live in Titusville and am really interested in this.

As someone who has never done a Brevet before I would like to know some more general information.

What tools I should bring?
Do people generally need spare spokes?
How many spare tubes should I have?
What type of equipment is allowed? ( Fenders, bike racks, panniers, tri launchers, aero bars ect. )
Is there any route information available / what is the groups website?

I'm really happy that I saw this post, I was about to start asking if there was a long distance events in central FL.

Thanks for the post,
--Phil

A brevet is just a predefined ride, and as for what tools and equipment to bring, that's where the self sufficiency aspect comes into play. You could use a fully loaded touring rig or a stripped down race bike. Just don't expect a sag wagon to provide road side service between controls. What MUST you have, front and rear lights. All the rest is personal choice.

What tools I should bring? (Whatever you think you might need, definitely flat-fixing stuff, the rest is optional at your discretion)
Do people generally need spare spokes? (Not often, some people will carry the fiberflex spokes. My Sojourn came with spare spokes on the frame, but it'd take a chain whip and other tools to put one on the back. If you've been breaking spokes, carry spares, but preferably get wheels where you don't break spokes in the first place.)
How many spare tubes should I have? (That's entirely in your judgment. I carry one or two tubes + a patch kit. I've carried a spare tire on a few rides, but not often.)
What type of equipment is allowed? ( Fenders, bike racks, panniers, tri launchers, aero bars ect. ) (All of that stuff is allowed. Your bike has to be human-propelled, should have a chain, otherwise, it's pretty open. Recumbents, time-trial bikes, fairings/ HPV's, 3-wheelers, tandems, triple-tandems, etc. are okay. PBP in France doesn't allow aerobars, but they're okay on US rides, may or may not be prudent.)
Is there any route information available / what is the groups website? (Go to www.rusa.org (http://www.rusa.org), find the link for local rando clubs there. See his comments about the cue sheet being available ahead of time above. Also, find the rules there.)

Hi OP,
I live in Titusville and am really interested in this.

As someone who has never done a Brevet before I would like to know some more general information.

What tools I should bring?
Do people generally need spare spokes?
How many spare tubes should I have?
What type of equipment is allowed? ( Fenders, bike racks, panniers, tri launchers, aero bars ect. )
Is there any route information available / what is the groups website?

I'm really happy that I saw this post, I was about to start asking if there was a long distance events in central FL.

Thanks for the post,
--Phil
I take a multi-tool, a little pair of pliers with wire cutter, some zip-ties and electrician's tape and duct tape, some extra chain quick-links, and an extra M-5 bolt, and M-6 bolt, and cleat bolt. Either one or two Fiberfix spokes (two if the ride is 600km or longer). Two inner tubes + patches + tire boots. Sometimes I carry a spare tire.

The various websites referred to in this thread have lots of useful info. Join RUSA and they'll send their Handbook, which is also very good.

Nick

Since it's getting to be that time of year again in most randonneuring places, and I know we have a lot of new(er) folks here... thought this thread might be helpful.

Current version of this is here (http://floridarandonneurs.com/wordpress/?page_id=18), and as others point out above, there are several excellent discussions on this subject on other randonneuring club websites.

Great article very informative and well written. Wish I'd had something like this back when I rode my first brevet ('82) but we didn't have the internet then. Well, most people didn't.

I remember it was pretty much learn as you go, but thankfully eveyone was very friendly and happy to share information. So much has changed since then, obviously, but the adventure of the brevet has remained.

Rick / OCRR

Hey Octopus, did you ever do a write up on your 1200k in Uzbekistan? I would like to know how it went?

Hey Octopus, did you ever do a write up on your 1200k in Uzbekistan? I would like to know how it went?
He did. It is somewhere on this forum. And also in the lastest issue of "American Randonneur".

What missing is some comment about the route conditions, advisory. I did one out of town, booked a motel, etc. I had time to drive the route the afternoon before and was stunned that it was the most dangerous cycling I could of imagine; single lane, blind curves, no shoulder, and plenty of yahoos flying round the curves in dualies. The was also a long 15% winding grade that surprisingly omitted from the route description, as were all the ruts and potholes in that road. I dumped the ride and did my own.


If there had been an accurate description of the route I could have saved some gas, time and lodging,

that's a really good application of google street view. I "pre-rode" last year's ToC 1200k on google street view. At least I looked at every intersection. Was really useful to get used to the unique cue sheet format and make notes too.

What missing is some comment about the route conditions, advisory. ...I don't understand that to which you are referring?

I don't understand that to which you are referring?

If this is general advice about brevets, I would suggest to any prospective rider that they demand a route map, cue sheet and elevation chart before commiting to the ride..and have some opportunity to inquire about road considions. Perhaps the routes contemplated here are all well known, safe and not death marches, but putting your life it the hands of some "enthusiast" that thinks any paved road anywhere is worth riding - that's asking for trouble. Perahps it sounds like I'm going over the top, but I was imagining my son rding that brevet I signed up for, and I was fuming.

What missing is some comment about the route conditions, advisory. I did one out of town, booked a motel, etc. I had time to drive the route the afternoon before and was stunned that it was the most dangerous cycling I could of imagine; single lane, blind curves, no shoulder, and plenty of yahoos flying round the curves in dualies. The was also a long 15% winding grade that surprisingly omitted from the route description, as were all the ruts and potholes in that road. I dumped the ride and did my own.


If there had been an accurate description of the route I could have saved some gas, time and lodging,

One thing I will point out is that the perception of "safety" varies considerably. Generally, here in the Dallas area, the best rando roads are FM roads that are far enough out of the DFW area to have light traffic. They are two-lane (ie, single lane each way), they have no shoulder, and what little traffic you see is likely to be dualies. We don't have have many (any?) 15 grades around here, but grades are not indicated on the cue sheet either. We try to avoid rough roads, but do on occasion have stretches of less-than-desirable pavement, and chip-seal is quite common. If you have smooth wide roads, no dualies or other traffic, no curves, no grades, no high-speed traffic, no potholes, , well, maybe it's just better to ride there. Although I do recall reading of a randonneur killed out on a 600k in California, while riding on the shoulder.

In some cases, the time of day is taken into account in planning these routes, so afternoon traffic and early morning traffic may be two different things.

..., and what little traffic you see is likely to be dualies. ... .Stephen, what are "dualies?"

Pickups with dual wheels on the back.

To be honest, I'm more concerned about horse trailers and such than dualies. Just because the drivers sometimes forget they are pulling a trailer and they are often wider than their trucks.

If you get a route profile and a map I'd consider that a bonus. I don't expect such things. I certainly wouldn't supply them if I was an RBA.

I think the map and profile have to go to RUSA/ACP, so why not provide it? But the cue sheet and a mapping site in combination with google street view are important to me in evaluating routes. I was just scouting my fleche route via google street view. Doesn't answer every question, but it sure helps a lot.

I think the map and profile have to go to RUSA/ACP, so why not provide it? ...

Is this something new? They never used to have to provide a elevation profile. I've gotten maps occasionally in the past but only route profiles on 1200k's.

no, you are right about elevation. But most RBA's use a software package that provides an elevation map.

ok, If an RBA has it I don't see why they couldn't share it. I think part of the fun is the discovery out on the ride. :)

It is my understanding that the 8-limb-ed one was drafting a general piece primarily having to do with rules, guidelines, protocol, etiquette -- things that would apply to every brevet he would offer as RBA for central (?) Florida.

Specifics regarding the types of roads, road conditions, potential or likely traffic, a cue sheet, a map, elevation profiles, etc. would almost certainly be covered in another piece intended for the specific brevet.


I haven't ridden around the country, but I've "lurked" at quite a few RBA websites: it seems to me that most RBA's will note if there is a lot of climbing or dirt roads or bad road conditions on a particular route. As for climbing: a "hill" is defined in the eye of the beholder -- what's nearly a mountain in one area barely counts as a bump in another -- also, familiarity makes particular climbs easier (except on the days when they aren't).

If you're concerned about possible conditions: contact the RBA well ahead of time. However, it may be more useful to ask your local friends for a contact other than the RBA in the area where the brevet is located.

In 2010, locally, there were not links to maps in/on the RBA's website -- just the cue sheets and estimated climbing. There are now links to maps (which are likely to be switched from Trimble to RWGPS in the coming weeks) -- "lurking" around, it seems there are a lot of on-line maps.

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I agree with Stephen in that "safe" is in the eye of the beholder, and dependent on local conditions. In Texas (and possibly other western states), many rando miles are ridden on the shoulders of interstates. Here in North Carolina, as in my natal state of Illinois, that would be unlawful.

SoCal cyclists (for example) do a lot of riding on shoulders of very wide, multi-lane roads. In NC, there are almost no shoulders on any road that I'd want to ride; wide shoulders tend to be on US-routes (and some NC-highways) as the roads approach population centers; those shoulders tend to be filled with nails, broken glass, rocks, screws, remnants of tires and all the detritus that collects along the side of bigger roads -- cycling those shoulders requires a slalom-like approach to avoid all the crap. Also, the drunks are driving 70-mph or more instead of 50-mph or so; and there is usually too much traffic to hear individual vehicles coming from behind.

I'll take a NC tertiary road every time; others may not agree. (http://irregularveloadventures.blogspot.com/ -- see the header photo) Several additional examples (or is it just one example): http://irregularveloadventures.blogspot.com/search?q=touring+company. Some additional pics of some desirable roads: http://irregularveloadventures.blogspot.com/search?q=Mt.+Tirzah. Some pics of actual brevet roads included here: http://ncrandonneur.blogspot.com/search?q=Seagrove.

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Can't recall any dualies on any of my rides here in NC, rando or otherwise. Wide trailers are a problem -- drivers NEVER seem to understand how long and/or how wide those trailers are. "Blind" drivers are an occasional issue; I especially like the ones that wait for you to get almost into the intersection before pulling out. However, those are issues related to cycling in general -- not randonneuring only or of the specific course to be ridden.

I'm not aware of any rando rides in Texas that use the shoulders of interstates. There are some that use the service roads of freeways, usually for fairly short distances.

The dualies aren't necessarily a problem, just means you're farther out of town, which is a good thing.

Roads around here:
Freeways- avoided altogether
Freeway service roads- sometimes used for short distances
State highways- usually have shoulders that are rideable, and the desirability is highly dependent on the amount of traffic. Also, sometimes, the shoulder exists, but is not smooth, either.
FM Roads- probably account for 75% or more of our rando rides- usually rural, 2-lane, no shoulder. The busier ones are avoided, the less-busy ones are good riding.
County roads- highly varying smoothness, and may or may not be paved. The biggest issue is that they tend not to continue in the same direction for miles, so using them in a route wil usually involve making a turn every mile or two. They are also oftentimes poorly marked.
& City streets.

the truth is that if you are riding a long distance, there are some less-safe roads that you have to take to get between two points in order to ride on better roads. I appreciate this fact, but sometimes it's hard to scout things like that. For example, there is one road on a route I have ridden many times that is a nightmare at 11 am on Saturdays, but it's fine before 10am. It's really hard to take this sort of thing into consideration

I'm scouting my fleche route this weekend to see if there is a problem with one section, but I really don't want to wait until 5 on Saturday to do it. Not sure if that defeats the purpose of the scouting trip or not.

I'm not aware of any rando rides in Texas that use the shoulders of interstates. There are some that use the service roads of freeways, usually for fairly short distances.

... .I relied on a description, by my friend Ricochet Robert, of an Austin-400 from 2011 (he DNF'd) -- I'm pretty sure it was an Austin-400, but the on-line results include no DNF's(?). If that route did not include long-miles on an interstate, it wouldn't surprise me. After all, Robert can barely remember and can barely describe a particular local Permanent that he's ridden at least 24 times. (I wouldn't "pick-on" Robert if he wasn't a friend.)


There was also an Austin-600 on the date in question (2011/04/30). Easy to remember the date -- as it was the same as the local Raleigh-400.

Robert indicated that he met and rode with Sharon & GaryG. Sharon got credit for the 400, Gary for the 600. There are 3 DNF's indicated for the 600, but none for the 400. Strange.

Robert was trying to get a proper ACP SR to qualify for PBP, and he needed only a 400, but got called out of NC just before the local 400 ... and the Austin-400 was the same date. He ended up qualifying for PBP two weeks later with a 200, 300, 600, 600.

Not so sure about that. I've only done two rides in Austin, I think. One of them included some distance on Loop 360, which is a busy highway (and undesirable as a route), but not a freeway, and I would guess it was that. Or could have been been one of their routes I haven't done.

Edit: Had to check, but that's the same route I rode last spring. It's got a stretch on Loop 360 and a shorter stretch on the I-35 service road. Looks like the 400k is just Day 1 of the 600k route, so they cover the same ground.