My team “Maillot 24Tokyo” ride of AR Nihonbashi Flèche 2021

I survived my second Flèche ride from Toyohashi in Aichi prefecture back to Tokyo (on Strava) and my third Flèche overall.



Although we officially did not finish again, I rode 401 km altogether from Saturday morning to Sunday afternoon, including the entire 368 km route as planned, just not within the set hours. A Flèche is a randonneuring event where teams of 3 to 5 machines (tandems only count once) ride at least 360 km in 24 hours towards a central location / meeting point. At least 25 km have to be covered after hour 22 of the 24 hour ride. It was organised by AR Nihonbashi.

We used almost the same course again as last year, only the part close to Tokyo was different. The biggest difference overall was that it didn’t rain all day on Saturday as it had last year. Therefore I rode the whole day in shorts instead of in rain gear and the temperature was much more pleasant too.

To get to the start, I drove to Aichi by car the day before (I can’t rinko my Elephant Bikes NFE). I was joined by my wife and my son. Together we visited Cape Irago (Iragomisaki) on the Atsumi peninsula of southern Aichi. After dropping me off they drove back to Tokyo. The peninsula is beautiful. I was impressed by the natural forests that are a sprinkle of different colors, unlike around Tokyo where much of the current forests are regrown mono-cultures planted after post war clearcutting.

I had dinner with two other team members, then went to bed at 21:00.

The alarm went off at 05:15 and we assembled at 06:00 to get the bikes ready.

It was a 20 minute ride to the official start at a 7-11 on the outskirts, where we set off at 07:00. We head a very pleasant tailwind on our ride through farm country out to Iragomisaki, where we uploaded a group picture in front of a road sign to prove passage.

The view from the road next to the Irako View Hotel (伊良湖ビューホテル) was breathtaking. You could see the coast of Mie prefecture on the other side of the entrance to Ise Bay and various islands in the sea. I took in the view but we didn’t stop for a picture. Here’s a picture from Wikipedia (By Bariston – Own work, CC BY-SA 4.0):

We headed into the headwind that would be blowing in our faces for the next 120 km. Sometimes we took turns leading the ride. Many of the farmhouses had a storehouse between it and the coastal side, probably to block the wind.

There were also many greenhouses. Regardless of shape and size, glass or plastic they all seemed to have fuel oil tanks with the JA logo (Japan Agricultural Cooperatives), so it’s a safe bet that JA sells most of the fuel oil consumed to help grow crops in the cold season. Lots of signs advertising melons which are currently out of season but we came across many kei trucks loaded with cabbages.

There were many wind turbines in Aichi and also Shizuoka, as well as many photovoltaic installations. Their ubiquity there highlighted for me how few of them we have in Tokyo and Kanagawa. Perhaps Chubu Power is easier to deal with for feed ins than Tepco is, especially for wind power.

At noon we stopped for lunch at a ramen and gyoza place about halfway between Cape Irago and Omaezaki.

As we passed the former Hamaoka nuclear power station (it is permanently shut down) we were passed by a group of three cyclists on mamachari. Actually, one was a hybrid bike with flat bars while the other two were bona-fide mamachari. It was team ”マチャリはロング向き!” (“Mamachari is suitable for long rides!”) running in the AR Nihonbashi event and they were steaming ahead of us.

We got to Omaezaki a little after 16:00. By then it was a Century ride (160.9 km / 100 mi), but not even half of what we had set out to do.

As the course turned north here, the headwind ceased and became more of a tailwind again. It got dark near Shizuoka City.

I had felt a bit sleepy after lunch but then felt OK again. Over the next couple of hours others became sleepy as we were riding through the dark and it became more and more of a problem.

I wasn’t able to see Mt Fuji on the drive on Tomei expressway on Friday because of low clouds and now I couldn’t see it because it was night time. After crossing Fuji city and Numazu we started our climb in Izu towards Atami toge. When we finally got to the top, we had to take another power nap break at the tunnel entrance. We put on all our extra clothes for the steep descent down to Atami (13 percent). After that my rear disk brake, which recently had been very noisy and not very effective (maybe due to oil contamination from the chain) has been working perfectly again, as the heat and wear effectively decontaminated it.

Dawn approached as we headed from Atami to Yugawara and Manazuru.

We had burnt up most of our time buffer for the sleep break planned at the 22 hour stop by then, but the sleepiness in the team only got worse. So after another long break at Manazuru we sent in our DNF-notification to the event organiser. We headed to Odawara and had breakfast at the station.

After that, my friends rinko’ed their bikes for the train home while I continued on the planned route to Yamato, then another 26 km to my home. I also needed a few naps to get me home safely.

With this ride, I now have 104 contiguous months of Century a Month.

I may join a 400 km brevet later this spring and a 200 km brevet or two again after the summer.

As for the Flèche that we DNF’ed twice now, let’s see what we can come up with next year. We may just try it again a third time 🙂

One Hundred Months of Centuries

One hundred consecutive months of at least one Century (i.e. a bike ride of 160.9+ km) a month complete! I started doing long distance bike rides in March 2012 and from September of that year started doing at least one Century per calendar month.

This latest ride in Izu covered 172.5 km (on Strava) and also added 24 VeloViewer tiles.

A ride in west Izu in December is almost like a personal tradition for me. As the weather turns drier in the winter there are so many nice Fuji views to be had and you can ride around the entire peninsula without climbing a single hill higher than 300 m.

Well, that’s the theory. But it actually rained for the first two hours and the return route through the center of the peninsula that I took to get back to Mishima had a climb to 650 m elevation and only 7 C in the dark. I had about 1,000 m of elevation gain on the way down to near Iwachi Onsen (south of Matsuzaki), but another 1,200 by replacing the hilly coastal road that I had come on with Rt15 and Amagi toge/Rt414 on the way back.

We met up at 8:00 at Mishima station. It had been raining on my drive on Tomei from Tokyo, but seemed to almost have stopped by the time we set off, so I left my rain gear in the small backpack I was wearing. The rain picked up again, bringing back memories of my rainy Fleche ride from Aizu to Tokyo in mid-October. Our first stop was at a 7-11 on the Izu north coast, before we headed out to the NW corner.

The Honshu coast was completely obscured by rain clouds, no views of Mt Fuji. However, gradually the sky brightened and the rain stopped. We bought some mikan from an unattended roadside stall (9 mikan for 300 yen) which we shared at a viewpoint overlooking Ida village.

First we could make out the side of the mountain, with snow visible at the top of the visible portion, just below the clouds. In Heda we visited the sandspit with the shrine. In clear weather you can view Mt Fuji behind the entrance to the local bay with the tori of the shrine in the woods on the sandspit from a small pier the locals use for fishing. The water there is crystal clear.

Then we climbed the biggest hill on the way to Toi, where we had Chinese lunch (because it was quick and December daylight is short). After that Jochem headed over the mountains to the center of the peninsula to catch a train back while Colin and I continued to Matsuzaki as fast as I could.

The rain had washed off all the chain lube and it was squeaking. I had to re-lube from my little container, which fixed it.

From Matsuzaki, Colin headed inland on Rt15 to get to Shimoda while I continued towards Iwachi onsen / Kumomi onsen. On a hill overlooking the Matsuzaki coast I took pictures when three Japanese road cyclists came up. We started to chat. In the end it turned out one lived in my neighbourhood (within half a km) and I had met with one of the others at a Half-Fast meeting a couple of years ago! The world is such a small place 🙂

Since I was running out of daylight, I headed back north and took the same route Colin had taken. From north of Shimoda I headed towards Amagi toge. My feet were wet the whole day from the rain, even though I had bought a simple pair of socks at a convenience store to change, because the shoes were still wet. My fleece trousers were also moist from not wearing the rain pants in the morning. So I wasn’t very comfortable, despite wearing the rain jacket as an extra layer. Dry feet are crucial for comfort and I resolved I will finally do something about keeping my shoes dry in the rain.

In one place the road passes a corkscrew-like ramp. The whole climb is very steady, mostly 5-7%, so not difficult but just long. It’s about as much climbing as Yabitsu pass, but less steep. The road is kind of remote, with no houses around and I could hear many deer whistling in the forest, but cars were passing quite regularly. North of the tunnel at the top of Amagi pass it was a loooong descent (more than 20 km of coasting). Once that leveled off I could follow the river and main roads back to Mishima, with no significant climbs.

I got back home around 01:00 in the morning, showered and went to bed. It felt good to have done the big ride for the month and extended the streak into the triple digits, which was my aim for the whole year.

Izu is always well worth a visit.

I don’t know how many more Centuries I’ll manage in December but I plan to continue in January 🙂

My team “Maillot 24Tokyo” ride of AR Nihonbashi Flèche 2020

The Fleche Nihonbashi 2020 (フレッシュ日本橋2020) will remain my longest ride of the year, I am sure. I rode 403 km from the hotel in Aichi where we set off on Saturday at 06:30 to my home in Tokyo on Sunday (on Strava). During that time I slept 3 1/2 hours and experienced 18 hours of rain.

In a Fleche, teams of 3-5 bicycles have 24 hours to ride a distance of at least 360 km towards a central meeting point. I had successfully participated in a Fleche in 2019. Two members of the 5 person team this year were different from last year. Like last year, only 4 of them actually rode.

Our event team name was “Maillot 24 Tokyo”, a pun on the fact that we were going to ride 24 hours (“ni shi”) to Tokyo in our new AJ NishiTokyo jerseys. The 2020 run was originally scheduled for April but due to Covid-19 it got pushed to October 17-18. Because virtually no randonneuring events have taken place from April to September, many randonneurs’ fitness has suffered and DNS (“did not start”) is more common than usual.

I had been watching the weather forecast closely. Our start was in Toyohashi, Aichi prefecture and the planned goal in Totsuka, Kanagawa. Normally, the prevailing wind conditions would give you something of a tailwind along this relatively flat course. We had only about 1000 m of elevation gain in the first 2/3 (240 km) of the ride. However, as the date of the ride came closer the forecast became rainier by the day. Ultimately it rained on Saturday from before the start to when we decided to officially DNF (did not finish) in Okitsu, Shizuoka after midnight. The north-easterly headwind that we had for most of Saturday more than made up for the relatively flat course. That and three punctures by one team member meant we could not finish within the time limit. We did finish the ride on Sunday after just a few hours of sleep at a Kenkoland hotel and public bath, riding back to Kanagawa and Tokyo together.

I made my way to Toyohashi by car on Friday. Everybody else took the shinkansen. I drove to Lake Hamana (Hamanako) halfway between Hamamatsu and Toyohashi. There I unloaded the bike after which my wife and daughter headed back in our car for a separate adventure. After 26 km I arrived at the hotel a little after noon. Since I couldn’t get into my room until 15:00 I first had lunch at a convenience store on us tax payers (1000 yen Go To Travel coupon) and then explored the city by bike. Toyohashi has a castle museum, which is free to visit, in what is now the city park (formerly the castle grounds). After I checked into my room the other participants arrived, minus one who chose to DNS due to the weather forecast. What a sensible person! 🙂

While preparing the bike in the morning I decided that I was going to be too warm in my full rain gear, even with 11 C. I wore my rain jacket on top of my base layer and team jersey, but not the rain trousers — just my regular uniqlo shorts (65% / 35% polyester / cotton). Only on the last convenience store stop before sunset did I finally put on the rain trousers, as well as a windbreaker under the rain jacket. That was perfect temperature-wise.

The weather was very gloomy all day, with a steady drizzle and wind. There were no other cyclists around as we headed out 45 km to Cape Irago, the westernmost point of our ride. 7 km later we did our first convenience store stop for a 15 minute break. Then we headed east along the coastal road. After about 105 km we stopped for lunch (ramen and gyoza). It was only 11 C for most of the morning. I think the warmest we saw was 16 C around Shizuoka-shi.

These are two of the 5 bridges running side by side on the southern end of Lake Hamana, where it drains towards the Pacific.

Hamamatsu in Shizuoka is home to both Kawai and Yamaha pianos. You can actually tour the factories by appointment (or at least you could before Covid, not that we would have had time for that). Both Aichi and Shizuoka have a lot of Japanese-Brazilian immigrant workers, so Portuguese tends to be a common second language on signage, like Russian in parts of Hokkaido and English in the rest of Japan:

The Hamaoka Nuclear Power Station in Shizuoka is one of the most tsunami-exposed plants in Japan and mostly upwind from Tokyo. It sits directly above a fault line where two tectonic plates meet in a subduction zone (the most dangerous type of fault line – 9 of 10 of the biggest earthquakes in the last 100 years happened at subduction zones). All 5 units at Hamaoka were shut down in 2011 and a planned sixth unit was cancelled.

After 166 km we passed Omaezaki, another cape. The Shizuoka coastline turns north there. From there we were heading up Suruga bay, with the west coast of Izu across the sea. You could have admired the west Izu coast and Mt Fuji if the weather had been good, which of course it wasn’t. 2 km after we took checkpoint pictures at the cape we stopped at another convenience store. I completed my rain wear and thermal layering as it would soon get dark.

At one point we lost two riders at the back and turned around to find them fixing a front wheel puncture in the dark. Later in the ride the same bike punctured at the rear wheel, twice. Eventually we used up all 700C spare tubes we had (two of us ride 650B and rely strictly on our own tubes).

By then it was getting clear that we could not stick to the time plan and that we wouldn’t make it in time. The headwind and rain were too much of an obstacle to that and the punctures didn’t help. We stopped for dinner at a Cocos restaurant. Our ride leader suggested taking a break for the night at Kenkoland Suruga in Okitsu, where he had rested at brevets before. I was very reluctant to do that as it would effectively have cut my biggest ride of the year in two. For me, technically one ride ends once I sleep in a bed. Ultimately I am very glad though that I finally went along with the change of plan. I would have missed the best part, even if that 403 km ride sort of is two rides now.

Close to 1:00 we parked our bikes in the car park of the Kenkoland. Fortunately rooms were still available and Go To Travel discounted the room rate with breakfast. I set the alarm for 05:30 and was out like a match after my head touched the pillow. When I looked out of the window in the morning the rain had stopped. On the very left I could make out one side of Mt Fuji with fresh snow on top, then many smokestacks of chemical plants near Fuji City, with the Izu coastline to the right. I was very happy about the change in weather. Breakfast started at 06:00 and we were out and on the road again around 07:00.

Within minutes we got great views of Mt Fuji. Our course joined the Old Tokaido road, on which people had travelled on foot between Kyoto and Edo back in the old days.

About 260 km from the start we crossed the bridge over the Fuji river, which is a big turning point in the 300 and 400 km brevet courses of AJ NishiTokyo. Here the ride joined up with rides from Tokyo that I had done before. It’s crazy when you feel like you’re almost home but actually still have to cycle another 140 km! 🙂 Somewhere on the way to Numazu we switched from the road to a bicycle path on top of the tsunami barrier at the beach, which continued for many km. The views from there were fantastic and we took time for pictures, now that we didn’t have an arrival time to beat.

After Numazu and Mishima the road climbed into the mountains south of Hakone to Atami pass. I had crossed Izu only at Hakone or further south between Shuzenji and Ito. More Fuji views in the mountains. On about 10 km we did one fifth of the total climbing of the 400+ km ride. We passed the MOA, an art museum near Atami. The descent to Atami was very steep and treacherous (one minor crash but the rider could continue). I was glad I had disk brakes and wide tires for traction.

Once we got closer to Odawara,traffic got quite bad, as it usually does on a Sunday there, especially as this was a day with decent weather immediately after a rainy day.

As we had officially called in our DNF already, we were all free to go any way that would work for us. The ride leader and another member headed to Odawara station to have a meal together before using their rinko bags for the train ride home. Another member and and I cycled back another 73 km to Tokyo via Rt135 and then Rt246 which again was very busy. But we got home safely about 36 hours after we had started.

A few things I took home from this ride:

Preparation for an event like that is really important. I had all the clothes I needed, all the cables and other electronic gear, no issues whatsoever and I also didn’t really carry anything bulky or heavy that was unneeded on this ride. Recent rides in cooler and partially wet weather had helped me figure what clothes to bring.

Physically I was well prepared due to my recent long rides. It was my 10th ride of 150+ km since the beginning of August. One of them was another brevet (i.e. with time limits), others were rides with faster friends (Thanks, Peter!).

I was very happy with the new GPS. The Wahoo Elemnt Bolt performed flawlessly. I rode the last 160 km without recharging, but on Saturday I could also charge it on the handlebar in the rain without issues. I loved the way it announced turns from the RWGPS cue sheet. The maps on the unit aren’t great but workable until you zoom out too far.

Sleep planning also worked well. I got sufficient sleep the week before. The day before the ride I got up early, which made it easy to go to bed early and fall asleep easily the night before the ride. The short night at the Kenkoland worked out pretty well too.

Two major changes I would make:

I need mud flaps for the mudguards to keep spray off the shoes, especially going through puddles on the road. That would also prevent lubrication issues on the chain. I had to relube with donated chain lubricant on the second morning (I had some in the bottom of the bag but my friends saved me from having to search for it) as the splashing water had washed off too much oil.

And I want some shoe covers for the rain, to definitely make sure my socks will stay dry when it’s wet out there. I had brought a second pair of dry socks which I used on day 2, but I could have done better with proper shoe covers.

I am glad I didn’t stubbornly continue the ride on my own without a hotel stop in the early hours of Sunday. Day Two was much more enjoyable with my friends and safer too.

I would join another Fleche ride in a heart beat. With a good team it’s one of the most enjoyable formats of randonneuring.

See also:

My First Flèche Ride (366 km in 24 hours as a team)


On Saturday/Sunday April 20/21, 2019 I rode the Flèche ride I had signed up for in December. This will probably remain my biggest ride for the year.

The objective in a Flèche is to cover as much distance as possible in 24 hours as a team, with a minimum of 360 km. You can not stop at any place for more than 2 hours and you have to cover at least 25 km in the final two hours of the ride. Teams consist of 3-5 members, with tandems counting as one member. At least three members who have ridden the entire route together have to reach the goal. Traditionally Flèche rides are held on the Easter weekend in France. In other countries dates may differ because of the climate, but the Audax-Randonneur Nihonbashi Flèche did coincide with Easter. I was part of Team NishiTokyo and the ride started from Machida.

There were supposed to be 5 of us, but one person did not make it to start, so only the 4 of us took off at 07:00 on Saturday. The three others were seasoned randonneurs. Ride leader Mr O. participated in Paris-Brest-Paris in 2015. In fact he was wearing the hi-viz vest from that event. I had first met him at a 600 km brevet. Last year Mrs N. won the Audax Japan “Randonneur of the Year” award: She completed a 2400 km brevet around the coast of Hokkaido, i.e. twice the distance of PBP. Mr D. organises brevets for AJ NishiTokyo.

I had little doubt that I was going to be the weakest rider in the team but it was going to be a team effort in which we would always ride within sight of each other, not even WATT on climbs but climbing together.

I rode to Machida the evening before to spend the night at a cheap hotel (Toyoko Inn Fuchinobe, under 5,000 yen per night). Trying to minimize luggage this time and with no rain forecast, I opted for shorts, a short sleeve jersey, a light wind breaker and a t-shirt to wear as a base layer for when it was colder. I wasn’t sure if that was going to be enough. I was the only one in bare knees and my ride mates wore long sleeve jerseys, but it worked out temperature-wise and I never felt too cold while we were in motion. At the Nishi Izu brevet on March 30 I was also the lightest dressed participant.

Mr D. had prepared a cue sheet with average speeds between all the turns and major landmarks. Besides the PCs (points de controle) for which we needed to collect receipts to document that we passed there, he had also picked three Japanese restaurants for 30 minute meal stops. Normally on long distance rides and brevets I only eat food I buy at convenience stores or dried fruit I buy before, as it saves time. So I knew we would have to be riding considerably faster in between the stops. We also cut out all photo stops. All pictures I took we either stopped for a different reason (PCs, traffic lights, etc) or I took shots while in motion. We didn’t even stop at Yamanaka-ko for a group picture with Mt Fuji.

Mr O. had only slept for a few hours before the ride, but he led the group for almost the entire ride. His speed was very consistent. Mr D. was in second place, then me, with the rear covered by Mrs N. who made sure we stayed together. Sometimes she would suggest for me to speed up “if possible” to close a gap with Mr D.

After we crossed from Kanagawa into Yamanashi on Doshi-michi (Rt413), Mr D. started having problems with his knee. He had already abandoned a 300 km brevet the weekend before because of knee problems, which he didn’t want to exacerbate. We traded places, me moving up to Mr O. and him being followed by Mrs N. Even if he had to drop out of the Flèche we could have completed as a team because we still had three people, but I was also worried about Mr. O.’ s lack of pre-ride sleep.

At Michi-no-eki Doshi we had a short break. Like on my training ride to Yamanaka-ko two weeks earlier there were lots of motorcycles about. There were fewer bicycles than I expected. A new cycling base shop had opened not far from the road station, no doubt trying to capitalise on the increasing interest in Doshi road from the 2020 Olympic road race course.

We made it to the Doshi-michi Yamabushi-toge tunnel 10 minutes ahead of schedule, about 60 km from the start and at 1130 m elevation. I expected we’d be OK time-wise if we made it there on time since that first 1/6 of the course had almost half of the elevation gain. The legs got a short respite on the descent to Yamanaka-ko. the cherries were in bloom along the lake but we kept our pace towards PC1, where we only stopped briefly to collect receipts. A few km after that we pulled into the parking lot of a noodle shop. The food was served quickly. We used the toilet after ordering to minimize time.

Along Kawaguchi-ko Fuji was not as clearly visible as before and we picked up a head wind. Via Saiko we climbed to the main road and then Rt71 through the Aokigahara forest. We didn’t stop for the view of Motosu-ko at the pass but headed for the descent towards Shibakawa on the Fuji river. On the west side is was colder and Fuji was totally obscured by haze or clouds. I did put on my wind breaker for the 30+ km descent. We made it to the Familiymart at PC3 almost an hour ahead of schedule. It was now the middle of the afternoon.

We turned east at the Fuji river bridge towards Numazu. First there were a lot of traffic lights but then there were longer stretches in this urban area where we could just keep on going. Everybody had a story to tell where someone had slept by the roadside around here on some brevet or other. For the first time Mr O. slowed down a bit as he was getting sleepy. We turned south into Izu and 35 km after PC3, stopped for another restaurant. While we waited for the food, everyone was sending out pictures from Yamanaka-ko, to let others know we were OK.

Evening approached as we headed into the center of Izu, past Shuzenji and up into the mountains. Mr D.’s knee problems became worse and he had to call for a break. Mr O. probed his leg muscles with his fingers and it seemed to help. We climbed to the pass in the dark, now considerably slower to help out Mr D. but it also made it a lot easier for me. At the top I put on my wind breaker again for the descent towards Ito. We had used up some of our time savings but still reached PC4 ahead of schedule.

We saw fireworks light up above the Izu east coast. Between Toi and Odawara there were 4 climbs of various sizes, the biggest one at Manazuru, where we used prefectural road 740 high above the main road. The pace was relatively slow there as most of us were getting sleepy. Before Odawara we rejoined the main road and the course became mostly flat. 264 km from the start we stopped at a Denny’s restaurant for a meal and a turbo-nap. It was hard to believe we still had another 100 km to go.

Meanwhile the BRM421 300 km Fuji brevet by AJ NishiTokyo had started in Machida at 22:00. I was wondering if or where we would meet participants heading towards Odawara from Enoshima, for their clockwise loop around Mt Fuji. Indeed we came across the staff car parked by the side of the road, waiting for the fastest rider of that event to pass through and to take pictures. The staff members welcomed us with big cheers, took our pictures and we actually witnessed the first rider coming through soon after. As we rode east towards Enoshima we passed all the participants of BRM421 and shouted out encouragement towards them across the highway.

The nap at the restaurant seemed to have helped Mr O. and the flat route was better for Mr. D.’s knee. It became harder again for me to maintain the pace, but that was a good thing because it meant we could finish it as a team. We blazed down the west coast of Miura past Enoshima, Kamakura, Zushi and Hayama. Then we turned away from the coast towards Miura-Kaigan station for PC5, a 7-11.

The first birds could already be heard in the night as the morning approached. A mere 8 km from PC5 we collected another receipt at PC6, a Familymart in Yokosuka, to document we didn’t take any shortcuts. The more important next destination was a Jonathan restaurant in Yokosuka at km 337 where we arrived before 04:00. This was our designated 22 hour spot. We would eat and rest here until 05:00, 2 hours before the ride closing time, before our last ride segment of at least 25 km. The designated minimum goal was the Familymart at Yamashita-koen in Yokohama, just south of Minato Mirai, which was 26 km, for a total distance of 362.4 km.

We had just over an hour at the Jonathan restaurant. After having some food we all took a nap, until awoken by the alarm clock set for 04:50. We paid individually at 05:00, took our receipts and set off for the goal. We had almost 2 hours left to cover 26 km. There were traffic lights but not that much traffic. In between traffic lights Mr O. pulled us again at 28-30 km/h. As we got closer and closer we had an ever increasing margin against bad luck, such as a last minute puncture that could have screwed everything up. When we got close to Yamashita-koen, Mrs N. suggested not stopping there to collect receipts to prove we covered the minimum distance but continuing on towards Tokyo since the spirit of the Flèche is to ride as far as possible in those 24 hours. So we continued on past Minato Mirai and on to Rt15 as the clock moved towards 07:00. We would only get credit for the shortest distance from the last PC (Jonathan) to the 24 hour point, so not all the distance we rode counted towards the result. We all had coffee at a conbini on Rt15, where the 24 hours expired.

After that we collected and sorted our receipts and filled in the PC times on the brevet cards. Then we got back on our bikes again and rode another 27 km to Hibiya-koen in Tokyo, now without any clock ticking but still not much slower. We handed in our brevet cards with receipts for checking at the reception desk. There were teams that had cycled here from Sendai, Niigata or Nagoya. I met several randonneurs I knew from other events. The chairman of Audax Japan was also there. All the teams were called up on stage one by one, to briefly introduce themselves, with the team’s route projected on a screen behind them.

And there we were, all four of us, with a certified distance of 366 km in 24 hours (and over 3,000 m of elevation gain):

The ride home alone from the event seemed like the hardest part. All the adrenaline must have dissipated and the smallest climbs seemed painful. At home I went to bed and slept for 4 hours until dinner.

On Monday the legs were still complaining on the shallowest of grades. The next day they felt almost normal. The third day I felt fine again.

Dekopon, Cherry Blossoms and Some Rain: BRM330 200 Km in West Izu

The dekopon season will be coming to an end soon, but to compensate the shorts-and-short-sleeves season has started! I enjoyed both on Saturday, buying local dekopon (4 big juicy ones for 300 yen) in West Izu. The roadside stand worked on the honour principle: I dropped my coins into the collection box and took one bag of fruits.

I was the only rider in shorts at the start of the 2019BRM330 200 km brevet in Mishima, out of 13 who had shown up, out of 30 who had signed up, the others having been put off by a weather forecast that predicted a high chance of rain in the evening.

I drove to Mishima on Friday night with the Elephant Bikes NFE in the back of my Prius and parked the car in a coin parking lot (700 yen for 24h). I stayed at the Toyoko Inn, which was also going to be the goal of the 203 km ride which started at Mishima station. There were 2 courses, the hilly Matsuzaki course and the insanely hilly Darumayama course. I had tried and DNFed the latter in 2017, so it was Matsuzaki again for me.

Before the 08:00 start I loaded up the course on my GPS unit, but hit an unexpected snag when it reported a file system error that required a factory reset of the unit, meaning I’d lose my stored breadcrumb trail for navigation that I normally use. So I had little alternative but using my phone and the paper cue sheets for navigation. However, I had not brought my usual plastic cover for the phone to protect it on the handle bars in case of rain, nor had I weather proofed the cue sheets. The map bag of my front bag is not totally waterproof.

I used RWGPS to load the course and map and it gave me verbal directions in English throughout the ride. I kept the phone connected to a 10,000 mAh USB battery in my front bag until the goal. I have two USB batteries and two phones. There’s always a plan B and sometimes a plan C! 🙂

When the rain started to come down on the way back near Toi, I covered the phone with a plastic shower cap from a hotel stay which I secured it with rubber bands. I always keep one shower cap in the front bag as an emergency cover for the leather saddle or whatever. When my wet fingers made the touch screen difficult to operate, I used spare dry socks that I also kept in the same bag to wipe the screen dry again.

During a brevet on February 10, 2019 organized by Audax Kinki, a participant was sadly hit from behind and killed by a car in a tunnel. Brevet participants are required to wear reflective vests throughout the ride, but sometimes they wear a backpack which could partly obscure the reflective vest. Thus we were asked to wear the vest on top of any backpack. I actually brought two reflective vests, one to wear and one for my light string backpack (for spare clothes) to “wear”, which made getting changed quicker. I had bought the second at a brevet reception when I had forgotten the original one at home.

Most of the starter group did not spread out much until we turned the NW corner of Izu and the bigger climbs started. I took some pictures of the others and the scenery, but it was too hazy to see anything of Mt Fuji or even much of the mainland coast of Shizuoka on the other side of the bay. Mt Fuji remained totally hidden for the entire day.

As it got warmer towards noon I started fading a bit. I would have been really uncomfortable in long pants and thermal jacket. I was now riding on my own but comfortable in the knowledge that I was 50 minutes ahead of minimum pace at that point, which should normally ensure that I would complete the ride under the time limit.

There were a fair number of cherry trees, but most of them weren’t in full bloom yet, many quite sparse at the top still, so I didn’t take too many pictures of them.

There were only two timed controls on this course between the start and the goal, with 161 km in between. Near the southernmost point of the ride there was a photo check: We had to take a picture of a viewing platform on a mountain road together with our brevet card to prove we passed there. I climbed the mountain road together with a young couple. They had already suffered a puncture in NW Izu that had cost them time, while I frequently stopped for pictures.

From there I enjoyed a long descent to Kumomi Onsen. I had visited there in December and then climbed Mt Eboshi, which offers a breathtaking scenery of the coast. We passed Iwachi Onsen, where I had often visited by car when our children were still little.

I was trying to make it to near Heda village by sunset, where a staff member was taking pictures of all of us as we passed, but my own pictures took priority. At the last conbini in Toi before the wilderness it started raining and I put on my rain gear. On the descents I had to be a lot more careful. The wet asphalt soaked up all the light.

The rain became quite intense and I couldn’t help thinking of the 17 non-starters who had listened to the weather forecast… but with my time buffer I expected I’d still make it in time, unless I had bad navigation problems in the last 20 km. The phone became difficult to use when its touch screen got wet. Once, the RWGPS app somehow ended up back on the route selection and I had to restart the Navigation, which seemed to have cost me my downloaded maps 🙁 Now I could only use the turn by turn instructions to follow the course, but no map view. Fortunately, those turn by turn instructions worked flawlessly, even if the sound volume wasn’t always high enough to be clearly audible. Worst case I had to check the screen. Twice I went off-course but it soon let me know and it recovered when I backtracked to the wrong turn.

After more than 3 hours of riding in the dark I finally got close to Mishima station. When I stopped at the traffic light across from the Toyoko Inn, a staff member waved at me and handed me a note with the finishing time after I crossed. It was 21:19, only 11 minutes under the cut-off time. At the goal reception I presented my brevet card, the receipts from PC1 and PC2 (both 7-11 stores) and showed a photograph of the viewing platform. I had successfully completed! The young couple also made it. They arrived a mere 2 minutes before closing time. Another cyclist who had punctured on the last part of the ride in the rain was over the time limit.

On the drive back to Tokyo I stopped twice at Tomei expressway service areas for some rest, as I was too sleepy. When I got home I unloaded the car, took a shower and went to bed at 02:00. Two more weekends before the 360+ km Fleche ride for which I’m preparing.

Twenty-Seven Centuries in one Year

By the end of this year I will have cycled just over 8,000 km, slightly less than in the last couple of years (I cycled about 9,000 km in 2013, 2014 and 2016 and topped 10,000 km in 2015).

At the same time, the number of century rides (rides of at least 160.9 km aka 100 miles in one day) has actually gone up. In 2012, my first season of century rides, I completed 11 of them. Both in 2013 and 2014 I rode 21. The next two years I managed 22 each. This year, with one week left to the end of the year, the total came to 27 centuries.

The biggest difference has been that I didn’t participate in any 400 or 600 km brevets this year due to my business travel schedule. Both in 2015 and 2016 I had signed up for one 400 km brevet (which I finished) and one 600 km (which I DNF’ed). Both years I also pre-rode the 400 km route on a personal long distance ride. So I missed some distance overall, but most months I managed to ride 2 or 3 centuries. It’s all about being consistent.

With my December rides I have extended my “A Century A Month” streak to 5 years and 4 months. To ensure that I can keep this up, I usually do a long ride on the first weekend of each calendar month. That way, if anything comes up later in the month, such as a typhoon hitting Japan or me having to travel abroad, I won’t have an issue.

One of the most important factors no doubt is to avoid injury. Many of my friends have been involved in road accidents. A broken collarbone or other severe injury could put you out of action for weeks or months. Any kind of road sport has risks, but I try to limit my exposure. I am not a very ambitious descender because with anything that happens at high speed, the negative effects will be magnified. I am not ambitious when cycling in a city either. Where I work hardest is on climbs, because I need to 🙂

I have been very pleased with my Elephant Bikes National Forest Explorer. Last year I converted it to 11 speed with a Sugino “compact plus” double crank and hydraulic brakes. It has been fun to ride and extremely reliable. The ride comfort from the 42 mm Compass tires is terrific and I have been without puncture for 20 months now. I still ride my Bike Friday Pocket Rocket as well and had its rear converted to a disc brake a couple of months ago.

The main attraction of long rides to me is the views I come across, at all times of day, in all kinds of weather and in all four seasons. I ride to see things, by myself or with friends.

Here are some pictures from one year of cycling:

January: BRM107 by Audax Japan Kanagawa – Zushi-Izukogen-Zushi 200 km

January: Doshi village on my Bike Friday

February: Boso Peninsula via Kurihama Ferry across Tokyo Bay (cycling to and from Miura peninsula)

March: Mt Dodaira in Saitama, visiting the observatory

March: BRM318 in West Izu, the hardest 200 km brevet I ever rode

April: BRM408 in Yamanashi, the 3rd 200 km brevet this year

May: Ome Temple Loop, a very mountainous course in Saitama that I normally only do once a year. I did it twice this year 🙂

May: BRM520 around Mt Fuji — my fastest ever finishing time on this 300 km brevet

June: Doshi village for coffee and cresson cake.

July: Some hydrangea blossoms at a mountain ride in Hinohara with friends.

July: Tokyo/sea level – Mt Fuji 5th stage/2300 m – Odawara/sea level (first time in 4 years that I rode this course again)

August: First ride on Arima Toge in Saitama

September: First ride on Nokogiri Toge

October: A hunting falcon at Lake Okutama

November: Annual Chichibu Foliage Ride

December: West Izu Century (view from Kumomi Onsen towards Mt Fuji, 72 km away)

The Joy of Six Hundred (revisited)

The Elephant NFE at the start

I’m back from my longest ride of the year, BRM604, a 600 km randonneuring event from Machida to Lake Suwa (Suwako) in Nagano and back. Had I successfully completed it under the 40 hour time limit I would have made Super Randonneur (SR), the feat of completing brevet distances of 200, 300, 400 and 600 km in one season. As it were I dropped out after the halfway point and cycled back to Tokyo at my own pace. The total came to 580 km with 4561 m of elevation gain. This makes June my 46th month in a row with at least one ride of 160 km or more.

In 2013 AJ NishiTokyo organized a trial run for a new 600 km brevet course (2013BRMpre921) which I joined. You can read the report I wrote about it here. Not even having successfully completed a 400 km brevet at the time, it was not entirely surprising that I DNF’ed (Did Not Finish) that ride. The experience did not discourage me from trying again in 2014 (2014BRM621) and 2015 (2015BRM530).

I did complete 400 km rides in both 2015 and 2016, the latter on my new Elephant NFE randonneur bike. With more experience I planned better this year, but in many ways the outcome was remarkably similar to that very first attempt.

On my first attempt my biggest problem was the huge spread in temperatures between daytime in Shizuoka and night time in Nagano. In 2014 I cycled a lot of the distance in the rain.

This year I prepared by wearing or carrying clothes for hot, cold and wet weather including shorts and trousers, short and long underwear, a wind breaker, a rain jacket and full fingered gloves.

I also addressed the sleep deprivation by getting as much sleep as possible upfront. I avoided staying up late several days before the event. On Friday I checked into a hotel in Sagamihara at 19:00, with lights out by 20:00 to get up at 03:00 for the 05:00 start from Machida. With all the extra clothes I found my bike quite heavy on the Onekansen climbs to Machida. My legs did not feel in shape. I finished my early convenience store dinner in my hotel room and went to bed as early as I could.

At the ride reception

Takeru Daijo's bike

There were 38 people at the start. A couple more had signed up but chose not to start, perhaps due to the weather forecast, which included a high chance of rain on the second day. This is already the tsuyu season (rainy season), with hydrangeas in full bloom everywhere.

Hydrangeas in bloom

On the way to Enoshima, most participants already passed me. I was the last but one participant to get his brevet card signed at the untimed check point in Enoshima. I reasoned that at a 600 km brevet perhaps the mix is biased more towards the stronger sort of rider than it is at shorter distances.

Enoshima manned check

Unlike at the 300 km Mt Fuji brevet in March that takes the same route as far as Odawara I had very little chance of drafting anyone on the flattish first part. Still, I was over an hour ahead of schedule by then, based on the 15 km/h average used for checkpoint closing times. I took very few pictures and did not even stop for gorgeous Fuji views all the way from Enoshima to Odawara, as I wanted to put as much time as possible into the “time bank”. I knew I would need it for the big climbs and for having any chance at sleep later in the ride.

Atami castle

The weather started out as clear and sunny, getting pretty warm early on. Not until the afternoon did it get overcast and a bit cooler. I ended up drinking plenty of water throughout the ride, both when it was hot and later when temperatures dropped.

Once the coastal road started getting hilly as we crossed into Izu I could not really extend my time savings much, but at least the heat did not wear me out and I felt better than on the ride out to Machida the night before. I enjoyed the fast descent towards Shuzenji after the pass on Rt12 from the coast at Ito. Descending was definitely a strength for the Elephant NFE, as its wide 650B tyres float over uneven roads. At PC1, a Lawson conbini 141 km from the start I was about 1:15 ahead of the cutoff time, which is not a great amount, but not terrible either.

Near Shuzenji, Izu

From here to PC2, a Ministop conbini in Fujikawa 184 km from the start, the road was mostly flat so I was hoping to increase my time buffer. From Mishima to Fuji city the road is urban. The sky had become overcast and Mt Fuji was fully obscured by dense clouds. I was counting down distance to the river crossing, where the route turns away from the coast and becomes rural again. By PC2 my time buffer had only increased to about 1:20.

Railway bridge under construction

The next check point was 74 km after that was PC3, a Lawson in Minami Alps. The route became hilly, following the Minobu railway line before joining Rt52 and other flat roads again. It was more or less the same as the 400 km brevet, except clockwise around Mt Fuji instead of counterclockwise.

Evening approached in Yamanashi and with it a slow drizzle started. I put on my wind breaker and continued.

Between Izu and PC3 I only came across two other cyclists still on the same part of the course, meeting or leapfrogging each other at conbini stops.

When I rolled up to PC3 after 22:00, I was down to a single hour spare before cutoff time. The summit near Fujimi before Suwako was about 40 km away, almost all of it uphill.

Standing outside the Lawson in the rain, I made a phone call to the organiser, Mr H. at PC4 at Suwako. I told him where I was and how little time buffer I had left. I figured I might not make it to PC4 by the cut-off time and did not want to keep him waiting there, but he reassured me he would wait until the closing time and I should go for it.

I changed into my long underwear, winter trousers and rain jacket and headed towards Suwako. With the minimal time buffer, even if I made the next PC, I wouldn’t have much time to sleep before the next PCs. I figured I needed to be at PC6 at least 2 hours before closing time. From there it was a 30 km climb to a pass above Lake Motosu (Motosuko), which was the part I least liked about the 300 km AJ NishiTokyo brevet. Without that time buffer I couldn’t make it to PC7 at Yamanakako. So realistically, there was no chance I would complete the 600 and make SR this year. But I could still go for it and do better near Suwako than I had done the first time, to avenge my defeat by the cold temperatures then.

By this time the roads were pretty deserted, except for the occasional truck roaring past. The rain was pretty steady. The temperature was down to 13° C. Getting closer to Fujimi, I came across cyclists heading the other way, already past the halfway point and we waved or shouted encouragement at each other.

I arrived at PC4 with half an hour spare. Mr H. was sitting outside with one other cyclist. I bought food and drinks and got my receipt, then sat with them and talked. I said I was going to head on to PC5, which I had never made it to before. After the rest, Mr H. started packing up his chairs while the other cyclist and I headed back on the road.

It was now over 23 hours since I had got up and the need to get some sleep was starting to catch up with me. I did better sleep-wise than at any previous attempt, but once I climbed to Fujimi toge it became pretty clear I needed a nap. I couldn’t find any conbini with a cafe corner with chairs inside, so I stretched out right in front of another one in the parking lot, still sheltered by the roof of the building, with my spare clothes bag as a pillow. When I woke up again I felt better and headed on.

I then decided to give up PC5 and head back to Tokyo the same way I had done in 2013. Without a train option, my return would extend into Monday morning anyway, so it made sense to keep the route as direct as possible.

Passing a whisky distillery

From Fujimi to Minami Alps the route was almost exclusively downhill. My TRP Spyre disk brakes with sintered pads were effective in the rain but boy, are they noisy when wet! I hope I didn’t wake up any sleeping locals.

Anticipating the longest/fastest/most expensive underground (subway) in the world - the Chuo Maglev train

For the first time on any of my rides that passed through Minami Alps city I could not see Mt Fuji from the Yamanashi side — it was too cloudy.

As I headed south on Rt52 (Minobu michi) the views were very atmospheric: Low clouds on the mountains and steam rising from the forests.

I crossed the Fujikawa bridge for Rt9. The road heads up a rural valley, then climbs to a tunnel over to the adjacent valley to join Rt300 (Motosu michi).

The rain appeared to stop and I swapped my rain jacket for the wind breaker, but it soon resumed again.

By then sitting on the saddle got painful, as my bottom felt pretty sore now. Throughout the ride I had stood up as much as possible to give it some relief, but it didn’t help much.

Motosu climb

I also got sleepy again. Not quite halfway up the 650 m elevation gain from the base of the climb I decided to take another nap. I picked a small spot only about a meter from the road, where the guard rails formed an angle away from the road. A car would basically have to be crashing through them to hit me here. Again the spare clothes bag formed an excellent pillow.

The view from Motosu michi

The higher I climbed, the better the views got and the rain did eventually stop. I made a lot less progress than I had anticipated, especially with the nap, but I felt much better for it. Without any time limits I could take my time for pictures and to enjoy the views. I had enough bananas and water. If it wasn’t for my difficulty of sitting, it would have been great.

The 1000 yen shot

Finally I got to the tunnel that took me over to the lake shore. As I exited it, a stunning view of almost cloudless, almost snow free Mt Fuji behind Motosuko awaited me. I stopped for pictures. This is the scenic view depicted on the 1000 yen banknote, except that by June Mt Fuji has less snow on it than on that image.

An Elephant at Motosko

The road along the lake shore took me back to the main road to Kawaguchiko and Fujiyoshida, Rt139. On the climb I had already noted some difficulties cleating in with my right shoe. Not long after I got on Rt139 I encountered the opposite problem: I couldn’t disengage the foot from the SPD pedal. In the end I had to slip out of the shoe and then stood by the road side in my sock, inspecting the pedal mechanism. It turned out that one of the two bolts attaching the cleat to the sole of the shoe had come undone. Consequently the cleat stayed locked to the pedal even when the shoe was twisted sideways to disengage it. Fortunately the loose bold had not dropped out yet, as the cleat mechanism of the pedal still held it in place. I got out my Allen keys, undid the other bolt and checked out all the parts. Then I put both bolts in place again, carefully matching the layout on my left shoe, whose bolt tension I also checked. After that I could ride on without problems.

Near Kawaguchiko I met Sebastian, a cyclotourist from Chile who had been riding from Fukuoka in Kyushu towards Tokyo. He greatly enjoyed his cycling experience in Japan. He was going to stay at a camp site near Mt Fuji for the night before heading on towards Tokyo the next day. We discussed routes and cycling in general in Japan.

Sebastian from Chile

The major roads around Kawaguchiko are in a notoriously bad state, but to my surprise I found that one major section heading into town had recently been renovated with smooth new asphalt. Hopefully the other direction and other parts will follow soon.

Maybe it was due to the rain in the morning, but instead of the bad traffic jams around Rt139 that I’m used to, the roads were virtually empty — unheard of on a Sunday afternoon. I think traffic was the most quiet of any of my trips around the Fuji Five Lakes area. It was really enjoyable. Oh, and those Mt Fuji views! It only got better 🙂

After the climb from Fujiyoshida towards Yamanakako I could coast downhill a bit. At the traffic light on the lake shore I crossed over to the cycling path that runs around the east side of the lake. The sky was blue, Mt Fuji sat there in the evening light like on a picture postcard, the air was fresh and I had the cycling path virtually to myself. It was like the heavens were trying to make up for soaking us with rain the night before and the morning.

Mt Fuji sunset

I cycled to the convenience store next to the turnoff for Rt413 (Doshi michi) and took a break there. I enjoyed some coffee and warm food, then changed into warmer clothes again for the night ride on Doshi michi. The pass to Doshi was actually at the highest elevation of the entire course.

The climb from the lake to the pass felt steep as I got closer to the top, but it’s relatively short. After that comes a long fast descent to Doshi village and beyond. Again I felt very confident with the NFE’s tyres and brakes.

Beyond Doshi the road keeps going up and down, so I had to work again. During the daytime the nice views of the mountain valley will distract you, so somehow at night the road feels steeper and comes across as more work to ride on. Eventually I crossed from Yamanashi into Kanagawa prefecture and into Sagamihara.

Near the Rt76 intersection I again stopped for some sleep. I lay down for almost an hour. When I woke up again, I felt pretty disoriented, almost as bad as on that first 600 km ride. I felt like I was in a dream and had to force myself to accept that, no, this was reality. I couldn’t just go back to sleep and wake up at home — I was really out here in the mountains where it was cold and night time and I really had to cycle every single meter home to Setagaya before I could sleep in a warm bed.

Another thing the sleep deprivation does to me is that the “people detector”, the part of our brain that helps us pick out humans and their faces from all kinds of surroundings (something developed by evolution to help us survive in dangerous environments), seemed turned up to high gain or had its “false positive” filter turned off. Many a tree by the roadside started to look like a person standing there. It was really weird, but not the first time I experienced that.

At least that wasn’t dangerous and it didn’t scare me. On the other hand I was pretty determined that, should I get sleepy again I would not struggle on drowsy and risk falling asleep on the bike. I would stop wherever necessary and sleep some more. As it turned out I could make it home all the way to Tokyo with that Sagamihara nap.

It was a little after 04:00 on Monday morning when I finally reached my front door. The birds were already singing and it was only half an hour to sunrise, some 48 hours after I had arrived at the start for the registration desk and the safety briefing before the ride.

I took my bags off the bike, changed out of my cycling clothes, took a shower and went to bed. I did not get up again until 7 hours later, at noon 🙂

What worked and what didn’t

I had very few issues with my equipment. There wasn’t anything I was really missing, though some items could have been replaced with something more suited to the job.

My camera, my phones, navigation using a GPX breadcrumb trail on the Navi2Coach and Google MyMaps on the phone, charging my device on the ride — all these things worked flawlessly like on other rides before.

I had no issues with the tubeless setup of the Compass Babyshoe Pass tyres. I just added a bit of air on the second day (the third day since I left home), over 400 km into the ride.

My feeding routine worked too – about half my calories came from bananas, the rest split between liquid food (cocoa, sweetened milk tea) and various breads. I brought along figs, raisins and nuts and finished all of those.

I have a Swift Ozette XL randonneuring bag on order, which is supposed to arrive later this month. With that I wouldn’t have to split items between my small front bag, a clothes sack and a drawstring rucksack I mostly kept on top of the front bag. Chances are, I also wouldn’t have dropped my wallet on the road once (I quickly retrieved it) or have dropped a bunch of bananas another time (ditto). The Ozette XL will be very welcome.

The cleat failure on my Shimano SH-M088LE shoes could have been prevented with maintenance, but honest – who ever checks bolt tension on cycling shoes? Well, not me at least. The left shoe is gradually tearing up, perhaps as a late result of damaged suffered in a crash last November. In case case it looks like I’ll have to order a new pair soon, after something like two years and 20,000 km.

The flaky performance of the Wahoo speed and cadence sensor on this ride came as a disappointment. I’ve already taken it off the bike and instead installed the Garmin magnetless speed and cadence sensor set, which has been getting good reviews. This was one of the cases where trying to save money ended up costing even more money.

I didn’t use to have problems with my Brooks saddles, but I do now. Neither the current saddle on my Bike Friday nor on my NFE works as well as the first Brooks I had. I don’t know if it’s me getting older or if the saddles have changed, but we don’t get along as well as we used to.

The rain wear bag that I used to hold other spare clothes besides the rain wear itself turned out not to be rain proof. Duh, stupid me for making that assumption! Next time I’ll wrap my warm trousers into a separate bag, if I carry it like that. Riding in damp clothes made the night time ride a bit chillier. I’m happy with my Polaris rain jacket, but still looking for better rain trousers and some covers to keep my shoes drier. I could also do with a mudflap on the front mudguard to reduce water splashing onto the shoes when I ride through puddles.

My Honjo Turtle 58 mudguards worked OK, but the clearance is very tight on the front wheel. I’m still not 100% happy about that. I may still switch to something wider.

Things I could do with near my stem (but the Ozette may partly take care of that):

1) A battery holder for recharging the GPS and phone with a short cable. Keeping the battery in the front bag worked but required careful positioning of the battery to make the cable reach where it needed to.

2) A rainproof camera holder to make it quick to take pictures. I used two small pockets inside the front back, but it took a bit too much fiddling to reach for the camera and the Nexus 6P phone for pictures.

3) Some kind of food holder (for bananas, trail mix, etc) on the handlebar.

Not ready for Paris-Brest-Paris yet!

Having struggled even with 300 km brevets, being able to finish a 400 km one last year was kind of unexpected. But this year I was able to repeat that feat, completing 3 out of 4 events necessary for SR status, or for qualifying for Paris-Prest-Paris in 2019 (if I do the 200-300-400-600 then).

Right now, finishing a 600 under the time limit seems as remote from finishing a 400 as the 400 looked after finishing a 200 km years ago. I reckon I would have to somehow make it to Suwako at least two hours earlier to have any chance of finishing the event. That means I’d have to ride about 2 km/h faster on average through the first half of event, and the difference would have to be even greater in the second half compared to my post-DNF ride home. How likely is that? It doesn’t sound totally impossible, but it is still a big step.

Ultimately, I know I enjoy untimed events more than brevets, with the chance to take pictures, to enjoy different kinds of food, with leisure to talk to people you meet on the road.

But brevets also add a challenge and are a chance to meet other cyclists with different levels of experience. They take me further away from Tokyo.

Being able to participate in PBP is gradually becoming a bucket list idea for me, something unique I would like to try once in a lifetime, just like this 600 km is something crazy I only do once a year. Though partly through the ride I swore to myself I wouldn’t do this again, I am sure I will be back again next year and give it a good try again.

BRM423 400 km on the Elephant NFE (Mt Fuji Big Loop)

I have finished a 400 km brevet, repeating last year’s success, after an unsuccessful initial attempt in 2014. BRM423 NishiTokyo 400 km Fuji Big Loop (BRM423西東京400km富士大回り) was my third brevet on my new Elephant Bikes National Forest Explorer (NFE), after a 200 km brevet in Izu and a 300 km one around Mt Fuji. Previously I rode all my brevets on my Bike Friday Pocket Rocket.

Like most brevets by AJ NishiTokyo this brevet starts and finishes in Machida. It heads out towards Lake Yamanakako via Doshi road, then via Lake Motosuko to Minami Alps City. From there it turns down to the coast at Fuji City, crosses Izu peninsula via Shuzenji to Ito on the east coast and back up to Machida via Odawara. Altogether it visits four prefectures (Tokyo, Kanagawa, Yamanashi and Shizuoka).

This year it was a little too late for cherry blossom season even in the cooler mountain regions, but there are plenty of purple Wisteria (藤, fuji) in full bloom everywhere.

After my pre-ride of the course two weeks earlier I considered going back to the Bike Friday for its ease of taking it on a train should I not finish the ride. The week before the event I had a very busy schedule, taking friends from overseas to Meiji shrine, Asakusa, Kamakura, Mt Takao and the Tsukiji fish market among other places. Lots of walking and hiking and not quite enough sleep. However, after a final dinner on Thursday we said farewell and I slept in on Friday morning. I went for the NFE after all, to be able to compare it with last year’s ride. If I got sleepy some place in Izu I would simply find a place to sleep and cycle home at my own pace.

The night before the event

I left home around 18:30 on Friday as I had booked a room at the Tokyoko Inn in Sagamihara, about 2 km from the start. I first set off in cycling shorts, but after about a km turned around and got changed into long uniqlo trousers and also packed a pair of regular shorts. In my luggage were long johns and long sleeved underwear as well as a light wind breaker and my rain wear.

With all that gear I was covered for the full range of temperatures and weather conditions I might encounter. I even brought full fingered gloves, which I never needed, nor did I use the warm underwear. The rain wear I ended up only wearing briefly.

The rooms at the Tokyoko Inn are not luxurious but clean and functional and offer all the basic necessities. In my room I finished my conbini (convenience store) dinner and went to bed around 21:40. I slept reasonably well until my alarm woke me up at 05:20. After a shower and simple breakfast I got changed into my shorts, expecting I would not need trousers during daytime until at least Yamanakako. I was right – it was quite warm during the day, even up near Mt Fuji. While almost everybody at the start wore leg warmers or long lycra trousers, I was perfectly comfortable in my uniqlo shorts.

At the start

I got to the reception desk in front of the Cherubim bike shop fairly late, when people had already started moving on to the start point to get ready for the briefing. After getting my brevet card and saying hello to friends and taking some pictures, I also headed over. One cyclist showed up on his BD-1 folding bike.

At the briefing we were reminded of the risks of our sport: A few years ago a participant had badly crashed on the Rt300 descent from Motosuko and had to be airlifted by helicopter to the nearest hospital. “If you need a helicopter, please try to stay alive until the hospital in Kofu”, joked one of the staff members and reminded us that the ride isn’t over until we have safely reached our own front door.

After the briefing the safety check started (lights, reflective jacket, bell) and then we were off.

Via Doshi to Yamanakako

The weather forecast for Saturday was mostly cloudy, with some scattered rain during the night and on Sunday, which is pretty much how it played out.

Up until Doshi village most of the cherry blossoms were gone already, replaced by fresh seasonal green everywhere.

About 50 km from Machida we came across the quiz checkpoint and I took a picture of a poster on a particular drinks vending machine to prove that I had been there.

I bought some milk tea and had a banana or two, before heading on after the break.

I worked pretty hard up Doshi road to the village and made good time. This year I never fell behind the minimum average (15 km/h) counted from the start, unlike last year, where I was in deficit by the time I got to Yamanakako and only regained enough time on the biggest descent (from Motosuko to PC1) to stay 20 minutes ahead of cut-off time at PC1, 125 km from the start. This year I was an extra hour (1 hour 20 minutes) ahead at PC1 instead!

I could recover on the descent after the pass between Doshi and Yamanakako and it wasn’t as cold as when I rode it two weeks ago. Partly that was because I arrived much earlier in the day.

Yamanakako with Fuji-san:

The cherry blossom season at Yamanakako starts a lot later than in Tokyo:

After the lake we joined the main road, which always tends to be busy, but at least initially we could enjoy more descending. Then after the Fuji Q Highland theme park the road quality deteriorates and stays poor for a long time, but there’s no real alternative if you want to make good time.

Motosuko to Minami Alps

Motosuko is where you could find the Fuji view shown on the 1000 yen note, but often it’s obscured by clouds:

After the tunnel behind the lake (before which staff reminded us to switch on our lights) I started the descent. I did not even put on a wind breaker because it still wasn’t too cold. Last year this had been the coldest part of the brevet route. I could descend much faster than on my pre-ride two weeks earlier, where I had arrived here after sunset, but not wanting to try out Japanese helicopter rides I was still careful.

After PC1 the road was mostly flat for the next 27 km to PC2 in Minami Alps. We ended up with a good tailwind, which is always a pleasure. I chatted to a local road cyclist about our event and he took my picture. Around 15:30 I got to PC2, 151 km into the course, now almost 1:30 ahead of cut-off time – 1:10 faster than last year!

Minami Alps (Yamanashi) views of Mt Fuji:

Though I was concerned about facing a head wind on the way back from Minami Alps, this part of the route has a long downhill section, so the wind doesn’t really bother you because gravity takes care of it and your legs still recover.

Heading into the night

From Kajikazawa the route joins major Rt52 along the Fuji river. We shared the roads with lots of cars, trucks and buses until we got to the Rt300 bridge near Minobu, where we crossed over to the east bank to follow the Minobu railway line. Riding in the dark now I was starting to feel a little bit tired, but not too bad yet. At PC3 in Shibakawa I was now over two hours ahead of cut-off time. I rewarded myself with some fried chicken, a walnut bread stick and some cocoa.

It had started drizzling and I finally put on my rain wear, but soon found it too uncomfortable. The mesh inside the trousers was rubbing against my skin as I was still wearing my uniqlo shorts underneath. Also, the saddle felt very uncomfortable with this combination. So I found another conbini and changed into my regular trousers and my uniqlo windbreaker instead. Neither was as waterproof as the rain wear, but infinitely more comfortable and sufficient for the slight drizzle that kept coming and going.

About 4 hours after I had stopped at PC3 I arrived at PC4 near Shuzenji in Izu, after a long urban ride through Fuji City and Numazu towards the centre of the peninsula. Still almost two hours ahead, I treated myself to a cup of coffee and a bun with Wiener sausage. From here to the end of the ride I would see more and more people taking naps, but I did not join them yet.

I climbed about 8 km to the pass on Rt12 over to Ito. This was in the wee hours of the morning, so none of us could admire the beautiful views I had seen here two weeks earlier. The long descent to Ito was very welcome, giving me a chance to rest before the four major climbs along the coastal road to Odawara.

Near Atami I finally did lie down for a turbo-nap of only 10 minutes on the wet asphalt of a conbini. I set my alarm so as not to oversleep, rested my head on the rain wear bag as a pillow and dozed off. Next to me two other participants were sleeping. I found cyclists sleeping by the road side again and again as I was making my way to Odawara and on to PC5 near Fujizawa (90 km from PC4). A few breaks with coffee and food helped to keep me going. I knew I had a decent time buffer and was happy to eat into it to make the pace more comfortable.

Odawara to Machida

After Odawara the road flattened out but also got busier with Sunday morning traffic. At 06:24 I finally rolled up in front of the Circle-K store that served as the final control, PC5 – exactly one hour before closing time. I had 3:36 to cover the final 36 km, which I means I could make it with an average speed of no more than 10 km/h. With traffic lights I usually average around 18 km/h in central Tokyo. So I should have been fine.

My shoes and socks were wet from water from puddles that had splashed up. I was tired but only 36 km away from the goal, which is almost nothing if you’ve already done 10 times as much, right?

I struggled on, checking the time and remaining distance on the GPS regularly. I did another conbini stop for the toilet and food. The rain got worse.

Why tubeless with sealant is better

When the light turned green at the Rt246 intersection, I started up but noticed a funny wobble. I came to a halt on the opposite side and looked back – my rear tyre was complete flat. I had suffered a puncture! This was 16 km from the finish line.

I knew how hard both Shintaro and Tim had struggled when they mounted the tyres on my rims, so I wasn’t looking forward to the repair, but it was my only chance. A quick check found a glass shard of 3-4 mm embedded in the tread of the rear tyre and I pulled it out. I had two spare tubes with me, one in the front bag, one under the saddle, so theoretically I should have been able to recover from the problem, as long as I didn’t run out of time.

My fingers got greasy from the chain when removing the rear wheel, but that was a minor inconvenience. I got out my tool kit and tried prying the tyre off the rim using the plastic tyre levers. On the Bike Friday I could have done this by hand and the whole job would have taken no more than 10 minutes, but with the tubeless-ready Velocity Blunt SL rims the tyre beads are firmly seated and do not come off easily. It seemed like I would almost break the tyre levers before the beads would move. I just didn’t have the right technique.

I tried and tried and had almost given up when I finally managed to work my way into loosening it from one point and from there around the whole circumference. I could then remove the punctured tube. I installed the spare tube and slightly inflated it so it would hold its position, then began the equally tricky part of getting the bead to slide back over the rim, without puncturing the tube or tearing up the side walls. Then get the wheel back in, with the rotor sliding into the brake caliper and the cassette engaging the chain and derailleur. Somehow after some wiggling and more grease on my fingers everything came back into place again. Then inflate the new tube and hope it doesn’t explode from being pinched somewhere. I knew I wasn’t giving the tyre much pressure but the only pump I had was a mini pump I bought 4 1/2 years ago for my Bike Friday with its much less voluminous tyres.

I checked the time when I thought I had just enough air to risk going back on the road – 09:09, only 51 minutes left before 10:00. I collected all my bits and rode off.

I lost time at many red lights. It was only when I got down to about 3 km from the finish that I got confidence I would still make it.

At the finish line

In the end I rolled up in front of the Cherubim bike shop at 09:56, 4 minutes before event closing time. I think I had been the last person still on the course, as I didn’t see anybody else arrive after me. Everybody had been waiting for me. It was a great relief to have made it after all. This was my first puncture in any of the brevets I have done since 2012.

AJ NishiTokyo staff checking brevet card and receipts:

Taking shelter from the drizzle at the finish:

After the event closed, everybody helped breaking down the reception desk and tent and packed things up. We posed for a group photograph, said goodbye until the next event and we headed home.

Some 15 km after Machida I slept for another half an hour on a park bench by the side of the Tamagawa river, before I could complete my ride home: The ride is not over until you arrive safely at your front door! 🙂

Conclusions

First of all, my thanks to AJ NishiTokyo for this great event 🙂 Everybody got home safely, whether they DNF’ed or completed. It’s a great course and we were mostly lucky with the weather.

Like at the brevets in Izu (200 km) and the Fuji 300 km I was very happy with the Elephant NFE. It works very well for me. I make good time on it. Carrying luggage on the front carrier is surprisingly aerodynamic, as it shields the rider from wind and everything is always within easy reach. I’m planning on getting a bigger front bag though.

The difficulty of changing tubes with my current rim / tyre combination compared to the Bike Friday is a bit of an Achilles heel for this bike. I will have to rethink that. One option would be to move to a completely tubeless setup with sealant, which would at least take care of minor punctures, but I will have to see what tyres will work for that and what rim tape, valves and sealant to use.

The Bike Friday will gets its pump back and the NFE will get its own bigger pump.

I will also look for different rain pants. I have a very good Polaris rain jacket, but the trousers from a set I recently bought at a home center to replace a pair torn in a crash in November did not work well enough for long rides.

I don’t have any brevets scheduled for May, but in early June I’m signed up for BRM604 NishiTokyo 600 km Lake Suwa. I will again be riding it on the Elephant NFE and the experience gained from the last three brevets should help. Finishing a 600 km ride in 40 hours is still a long shot for me, but I’ll give it another try and even if I fail, I’ll see great countryside, meet nice people and bring home beautiful pictures 🙂

The joy of six hundred (My first 600 km randonnée)

Sagamihara, Kanagawa prefecture. The GPS recording goes as far as Sagamihara. My bike is in Sagamihara. I fail to grasp what these statements have to do with me. They feel like answers in a TV quiz show that I am watching or something in a book I’m reading. I look at my gray rinko bag. Normally cylindrical in shape, my bike bag for train rides is squashed slightly flat. That’s because I used it as a pillow when lying down on the asphalt of the parking lot on which I am now sitting. The smartphone on my bike handle bar makes that sound alerting me that a message has just arrived. I get up and check it. “Are you OK?” It’s from my son. It’s night time and I am not sure how long I have been napping, but I am feeling a little better than I did before I slept. “I took a nap. I am in Sagamihara,” I write back.

Ah yes, I’m on this long bike ride. Gradually all the pieces fall into place in my brain. I was getting really sleepy riding back towards Tokyo on Doshi michi (Doshi road, Rt413), a rural mountain road from Yamanakako (Lake Yamanaka) to Sagamihara, so I decided to take a nap. I have done over 500 km already. Now it’s after 23:00. From here I still have three hours to go to get home. At least three hours! I get on my bike again and ride on.

How did I get there?

It all started in May, when I did the 300 km Fuji randonée (brevet ride) with AJ NishiTokyo. At the finish the organisers mentioned an event they were planning for September, their first 600 km ride ever. Individually, many had done 600 km rides and even 1200 km such as Paris-Brest-Paris, but the club had only ever organized 200, 300 and 400 km events. A full “super randonneur” (SR) series consists of rides of 200, 300, 400 and 600 km. Before putting on an official event open to the general public, they were planning to do a test run, like a dress rehearsal, for Audax Japan members only.

I didn’t get around to do the 400 km event in June, but riding to and from the 300 km event in May I had done a total of 360 km that time, so I felt this wasn’t too different. 600 km was the next step up. Scheduled for September 21/22, the event was labelled “BRMpre” as it wasn’t an official “Brevet des Randonneurs Mondiaux” event, only in preparation for one, though it was run under the same rules regarding time limits, safety precautions, etc.

In the following months I increased the number and difficulty of my weekend rides, increasing my monthly distance. When the signup for BRMpre-921 opened on the web in August I went ahead and signed up with my credit card. Next I told everyone, so I’d have to live up to the challenge. Eventually I even told my wife 😉

Preparing for the event

On August 11 I was going to do a 280 km run including the first 130 km and the last 70 km of the course, but my rear shifter cable broke less than a km from home and I had to turn back. The following weekend I went for it again, with a new shifter cable installed. It was a sizzling hot August weekend and by the time I got to the convenience store down in Izu which was going to serve as PC1 (point de contrôle 1, check point 1), I was already 1 hour behind the minimum average pace of 15 km/h. I headed on another 20 km to a train station, took a train from there to Machida station and cycled the last 30 km home.

My expectation was that I would probably run up against the time limit at one of the 7 PCs or at the finish, but I wanted to go the whole distance if possible. I did many shorter rides working on my speed, from fast 25 km rides to Shinjuku and back to 120 km double-crossings of Wada summit near Hachioji. I wasn’t sure it was going to be enough, but it should help.

After a last hard weekend a week before the event, I took it easy, just allowing my body to recover. My friend Richard who lives near the event start at Machida generously offered to let me stay over night at his place, so I could easily get to the reception for receiving the brevet card, the safety check and the ride briefing before the 05:00 start, before any trains run. I went to bed at 20:00, setting my alarm for 03:00. At 04:00 I left Richard’s apartment and headed into my adventure.

Machida to Izu

A group of 13 riders had turned up for the ride, several of them seasoned veterans who had done other 600 km, 1000 km and 1200 km rides, including Paris-Brest-Paris (PBP, 1200 km). We handed in our consent form and received our brevet cards. At around 04:45 we had our bikes checked for compliance. Two lights were needed at the rear and two at the front, as well as a reflective vest and the legally required bicycle bell. Then we were sent off into the moonlit night.

For the first couple of km the pace is always moderate as people just warm up. Once we turned into the major road leading south towards the coast, the pace picked up a bit. I found myself following behind two faster riders, mostly doing 31-33 km/h on the flat in between traffic light stops, with a couple of people behind me. It wasn’t too hard to keep the pace drafting behind them. I did keep an eye on the heart rate monitor readout of the Garmin Edge 500.

After 20 km, both riders got ahead at lights and I now found myself at the front of a group of 5 people. I kept the pace between 28 and 32 km/h, with up to 37-40 km on downhill stretches. Navigation wasn’t too difficult. There were only a few turns that I checked on Google Maps and I had used the same route on other brevets and personal rides before. Saturday morning traffic was lively as the sun rose into a cloudless sky. I felt we were drafting off all the trucks and cars heading towards the coast with us. We hit the ocean at Enoshima and turned onto the coastal road.

Soon we got to the first stop, a public toilet where I filled up both my water bottles. This was an un-timed quiz checkpoint. We had to write down the price of the most expensive item at one vending machine, as evidence we had passed through. For all seven check points (PC1-PC7) we had to buy an item (such as food) and keep the cash register receipt, which has the time and date of the purchase printed on it.

It got warmer as the sun rose higher, from 19 C at the start to 31 C by the time we were in Izu. I drank to thirst. When I think I have ridden another half an hour or so, I have another banana from my jersey pockets. When I’m out of them I stop at another convenience store, refill my water bottles from the tap and and buy another bunch of bananas again. I put 2-3 each in the left and middle jersey pockets. Every now an then I get VanHouten cocoa. Sometimes I got onigiri (rice balls wrapped in sea weed) or yoghurt or some bread, but primarily I ran on bananas.

By the time we were in Numazu, Shizuoka the heat and the early start took its toll. I caught up with riders who had passed me on the climbs between Ito and Mishima. A short pace line formed between 4 of us as we rode west on the coastal road, including the couple who had done PBP before, who I had also met at the Izu brevets (BRM309) and the Kintaro brevet (BRM413). I followed them for a while, then they dropped back and I took the pull. Until we hit more traffic lights near Fuji river we were cruising at around 30 km/h. We rode together until we reached PC2. After the break they were determined to stay with me because we made such good progress. We were over 2 hours ahead of the minimum pace.

I had expected to be left behind by most riders before Enoshima and to struggle to make the cut-off time at PC1 like in my personal ride, but the combination of the slightly lower temperatures, the ease of higher speeds in a pace line and the effects of recent training was totally unexpected for me. We set off together again as we headed up Fuji river towards PC4. At some point the couple told me to go ahead. Later I saw them again as I came out of a Daily Yamazaki store with a new bunch of bananas. They stopped there for a nap, as their 02:30 start caught up with them. We didn’t meet again until near Chino.

Fuji river looked wild and muddy, fed by streams from the nearby Minami Alps. We rode through farmland and villages, where farmers were busy with the rice harvest.

Night time

After 240 km from Machida I was 3 hours and 9 minutes ahead of the minimum pace. After sunset I arrived at PC3, 260 km from Machida. I sat down in the camping chair offered to me by the event leader and we talked while I ate some food. He told me from here it would be quite hilly, on Rt17. It would be tough from here to the lake. Knowing how much of a time buffer I had, this didn’t scare me too much.

In his opinion, the most difficult part would be the mostly downhill ride on Rt20 in Yamanashi on the way to PC5, during the second half of the brevet. He explained that it would be in the early hours of the morning when riders get sleepy and it’s the coldest. The combination of the wind and not having to pedal chills you and it makes you even more sleepy. Ooops! I had bought leg warmers and brought a wind breaker and even the set of non-cycling underwear that I had used as pyjamas at Richard’s place, so I hoped I would be all right.

He didn’t promise too much. The climbs started soon. It reminded me of the long uphill route from Odawara to Gotemba that runs in parallel to Rt246, that I knew from the Fuji brevet. I was slow, but 3 hours of time buffer is very comforting. The route wasn’t all uphill, numerous times it descended again, only to have to regain the altitude again. I put on my leg warmers and wind breaker to deal with the cold. I could see stars and at this altitude the temperature dropped rapidly. It was just me and my bike cycling past nightly fields and trees, with the occasional car or truck passing on the otherwise deserted back road. I was passed by a few other cyclists.

It seemed to take forever to get closer to Chino. I started yawning and feeling the chill. Even when I was past the worst climbing, near the lake my speed had dropped from the sleepiness and the cold. I met the couple again and they told me they were ending their ride here, checking into a hotel at Chino without going to PC4. DNF (Did not finish). I headed on towards the lake. It is about 700 m above sea level, surrounded by high mountains. Nearby Yatsugatake is popular for skiing in the winter.

I had been hoping for 24 hour restaurants such as McDonald’s to warm up and take a short nap but there were none. Finally I stopped the bike next to a metal bench, because it was the closest thing to a bed I could find. I used the rinko bag as a pillow and passed out almost immediately after I lay down. It was only about 14 C.

When I woke up again, I checked the map. I still had about 10 km to PC4 and it was around midnight. Finally I got to a busier part of the lake shore, with fast food places, but by then I was close to PC4. When I got there, the organiser was waiting outside the convenience store in his thermal clothes. Apparently, except for people who had phoned in to announce their DNF, there was no one behind me. I was still over two hours ahead of the pace, but it was 80 km to PC5, quite a bit of it chilly downhill and over 5 hours until sunrise. I would suffer hypothermia and sleep deprivation all the way. This was no way to continue. I announced my DNF. Meanwhile he had 7 hours to get some sleep and get to PC7, where the faster riders would be arriving later on.

“There are no trains now. You can get together with O.-san over there and wait until the morning at a Mac,” he helpfully explained. He woke his colleague who was sleeping in the car and then introduced me to O.-san, who had also DNFed. He rode a brand new Cherubim bike and was a software developer like me. We headed back about 3 km to the nearest 24 hour McDonald’s, ordered some food and coffee and settled in for the night. He was going to rinko back to Tokyo on one of the first trains, while my plan was to continue on the original route once it got warmer. Then I would head for a train station somewhere, maybe Otsuki or Numazu.

Luckily, O.-san knew Yamanashi prefecture very well. We discussed various roads. He explained that the course headed south almost down to the coast and then climbed back up north towards the “Fuji 5 lakes” (Fujigoko) because the organisers wanted to avoid the steep climbs necessitated by any more direct routes. The route was gaining about 800 m of altitude between PC6 and PC7, when riders already had 450 km in their legs.

I checked maps and posted on Facebook. Finally we both slept, then woke up in the morning, had some breakfast and got ready. We took some pictures at the lake, exchanged contacts and went our separate ways.

The return trip

80 km from the next PC with only 1 1/2 hours before its cut-off time the pressure was off for me, as I couldn’t make that anyway, even if I hadn’t announced my DNF. I could follow any route I chose. I still wanted to make it a decent distance, since this was probably going to stand as my longest personal ride distance for perhaps a year, assuming I were to ride a 600 km brevet next summer or autumn. Numazu was further than Otsuki, and I guessed there wouldn’t be any big climbs once I got beyond the rolling hill portion of Rt20. So I continued on the original course following Rt20, then Rt52 which joined Fuji river again. Except for the downhill coasting my speed was low. At Fuji river I left the course, staying on the big road down the river, which was fast and flat, though quite busy with cars and trucks.

I thought the busy road wasn’t really much fun, when I suddenly saw a signpost for Motosu. That was one of the short, steep climbs to get up to the Fuji 5 lake elevation and I knew the 5 lakes were nice. So I turned off onto the small road. Back through villages again, past playing kids and working farmers. I still had enough bananas for what I expected to be 2 hours of climbing.

The first steep climb took me up to a tunnel, then right down again to the starting elevation. The Motosu turn-off had been one valley too early. A bit shorter, but with bonus elevation for cyclists. I didn’t really mind. The idea of exploring new territory excited me.

The Motosu michi climb (Rt300) turned out to be pretty nice. While it was quite sunny and hot in places, there were many streams and water falls. I seemed to be surrounded by the sound of running water everywhere. Nice! I wasn’t sure how high I had to climb and I wasn’t fast, but I didn’t hit the wall either and wasn’t sleepy. It was steady progress. As I got closer to the tunnel at the top I took pictures of the valley below and the views.

Finally I reached the tunnel that took me over to the lake side. It was about 15:00. The other riders were already on Doshi michi, after Yamanakako (Lake Yamanaka).

Rt139 from Motosuko to Yamanakako was jammed with cars. It was basically one big traffic jam, as is typical on weekends. I got to Yamanako around sunset. I was glad to be off Rt139. Now I was down to the final 100 km. I was pretty confident now I could make it back home without any train ride, though I would get sleepy again.

I was surprised just how many cars were heading east from Yamanakako on Doshi michi. The climb to the toge is mercifully short, then comes a long fun fast descent. Every now and then I let a car pass me. They were only a little faster than me on the steeper sections. Two of them were police cars. I filled up my bottles again at the Michi no eki, then headed on.

To be honest, Doshi michi was too busy for me at night. I like Doshi michi at daytime, but everybody seemed to be driving really fast and I couldn’t help wondering how many drivers had had something to drink. Towards the Sagamihara side the road has a lot of ups and downs. I climbed many hills in a low gear, just wanting to get home. I started yawning again. Finally I found a convenience store with a car park and decided to stop for a nap, because I wanted to stay safe.

This wasn’t my last nap. I was OK again through Sagamihara and Machida and took pictures at the Cherubim bike shop (the official finish line), as I had completed the loop, though with only 540 km by then and outside the time limit.

From there I headed to Onekansen. Since the afternoon I felt like I had taken some kind of mushroom that makes every hill look 2-3 times steeper than it normally is. I still got up there, but always conserving my energy. Not far from the Tamagawa bridge I had to lie down once more, taking another nap on the sidewalk. I bought a cup of coffee at a convenience store and felt OK for the final 10 km. My heart rate stayed at a mere 74 bpm while cycling on flat roads. Around 04:00 I unlocked my front door back in Setagaya. 570 km with 4949 m on the GPS. I took a shower, washed my hair and went to bed.

What I learnt from the experience

I would do it again. I plan to do the full SR series next year, with the aim of completing all ride distances within the time limit. That may mean multiple rides of each length, depending on weather conditions. I know I can ride the distance. I can manage eating and drinking and navigating for this long.

My biggest problem this time was not having brought either my winter gear or at least my rain gear as an extra thermal layer. I would have been OK temperature-wise. Lack of sleep was the other problem, but it was partly related. I couldn’t really take nap breaks outside at the higher altitudes when I wasn’t dressed warm enough.

I had no problems managing power on my Garmin Edge 500 and the phone. I kept both going with a single 8000 mAh USB battery and two sets of cables, including a special host mode cable to allow simultaneous recording an charging on the Garmin 500. The 570 km ride came out as a single FIT file recorded over 47 hours, excluding only a couple of hours where the Garmin was paused while I was inside the McDonald’s. Normally the Garmin battery will last no more than 16 hours.

Instead of using my large Carradice saddle bag, I just bundled up my things into a pastic bag, covered it in a rain cover from a rucksack and tied it to the back of the saddle with rubber bands made from cut up old bicycle tubes. I am sure it was a lot lighter and more aerodynamic. The Carradice is great for touring, but for brevets with a time limit something more streamlined will work better.

The bananas were great. They are the ideal riding fuel for me. They never upset my stomach and I don’t get tired of them.

Besides carrying the right clothes, managing sleep will be essential on brevets beyond 200 km. Lack of sleep affects me badly and I’ll need to deal better with it. Part of the solution will have to be to be able to ride faster, so I can stay ahead of the cut-off time throughout the ride even if I take enough sleep breaks to keep functioning.

Tim Smith of GS Astuto said after the Haute Route 2013 cyclosportive, if it feels like the worst day in your life, you didn’t train enough. The BRMpre-921 was not the worst day (or two days) in my life, far from it. It definitely had its ups and downs, figuratively and literally. The last 50 km were the hardest, primarily due to sleep deprivation. I was happy about my performance on the first day and I am glad I got all the way back to Tokyo after the DNF without riding a train, seeing a lot of new places.

Next time I try a 400 km or 600 km ride it will feel less intimidating. I will know what to expect and what works for me. Last but not least, I will keep working on my performance, so I can go not only further but also do it faster, which in a timed event can be a precondition for going further.

Some advice I received and discussed

Talking to other participants and organisers, I received some advice that should help me on the next 600 km or longer brevet.

Treat brevets of 600 or 1200 km as series of 300 km day rides, with sleep breaks of 3 hours or more, depending on your speed.

Organisers often lay out the course with night stops near the 300 km points in mind. Sometimes there are Kenko Land bathhouses around there, where you can take a bath and lie down for a couple of hours in the rest area. There was no 24 hour Kenko Land in Chino (some of them close after 22:00). Other people make reservations at business hotels or minshuku, though it’s relatively expensive for the short stay.

Even love hotels can be an option, as they tend to have a cheap flat rate (“stay”, not by the hour) for the night after 22:00, which is lower than a single person business hotel rate, but covers two people. The short term room rate for between 2 and 5 hours (“rest”) is cheaper than a single person minshuku rate.

Newspaper stuffed down the front of the jersey and the bib tights can help keep the cold wind off the body. This should help on cold night rides and descents.

For sleeping outdoors, a mylar blanket (space blanket) is recommended. It conserves heat but is extremely light weight.

A cap and fleece neck warmer conserves heat around the head and neck, which are like the radiator of the body. I used a cotton handkerchief tied around my head and ears for that purpose on winter rides.

BRM413 “Kintaro” 200 km brevet

I completed my second official brevet of the year, a 201 km loop across the mountains west of Tokyo. Brevets are long distance cycling events, typically over distances of 200, 300, 400, 600 or 1200 km. More than pure distance, it’s the amount of climbing that can make for a hard brevet. The more total elevation, the harder it gets to meet the minimum average speed requirement of 15 km/h overall and up to each check point (PC). This 200 km brevet had over 3000 m, more than the 300 km Fuji brevet. In January I had already shadowed a 200 km brevet, as an unofficial rider without signup. In March I completed BRM309 in Izu, my first official brevet of the year. I managed to complete all three 200 km brevets under the time limit of 13 1/2 hour.

I got up at 03:45 for a 07:00 start, having had only 5 hours of sleep. Even though I had covered about 60% of the course in a personal ride in February, I was a bit anxious whether I would make the limit limit. Trying to keep up with other riders to save myself the hassle of navigating the course on my own, I worked pretty hard for the first 50 km, with my heart rate above the range I reach in training runs for extended periods. I started eating on the bike about 90 minutes after the start.

About one third of the distance, my rear fender fell off – metal fatigue of the aluminium bracket that attaches it to the frame! I just picked it up again and stuffed in my saddle bag. Fortunately we didn’t have any rain all day. It was relatively cool out there. I was wearing my winter tights and either one or two layers of jerseys. I may try to fix the fender by making a steel bracket to replace the broken aluminium one.

Throughout the ride I was quite happy with my progress relative to other riders. I didn’t feel particularly slow, but half way into the ride I was only 30 minutes ahead of the 15 km/h minimum pace, so I couldn’t feel easy.

The next climb after that I started solo from a convenience store and didn’t see anybody else for a long time. I was starting to question if I was still on the right road. Just like on my previous brevet in Izu peninsula, Google Maps on my Android was quite inaccurate away from the cities, often placing me kilometres from where I was, which is not a good basis to decide where to turn at the next junction. So I enabled the course on my Garmin Edge 500, which worked pretty well, just as it did in Izu. I think that will be my main navigation tool from now even though it looks very basic compared to Google Maps.

After finding the PC on the last big mountain after which the ride was named and having some food there I started to relax, knowing there would be no more big climbs for the rest of the trip. There were still plenty of hills, but nothing too bad. The only problem was dense weekend traffic from people heading home in the late afternoon.

I bumped into some friends of mine on the way back to the start/goal who turned out to be on the same brevet. We rode together for the remainder of the course, mostly me leading the group. On the final 20 km or we counted down every single remaining km. It was great to see we were still ahead of the time cutoff by a comfortable margin.

It was a terrific feeling to arrive after just under 13 hours on a course with over 3,000 m (10,000 ft) of climbing. The total for the day, including getting to and from the event, came to 213 km for me. The next brevet I’m signed up for is BRM518 — 300 km around Mt Fuji.