Analysis of road sprint cycling performance

Sprint cycling ability is a key determinant of road cycling performance, with many races designed specifically for sprinters. The ability to excel in the final sprint is relevant for both individual riders and teams. Despite the importance of sprints within professional road cycling, the characteristics of professional road sprints and sprinters have yet to be extensively described. Thus, the overall objective of the five research studies contained within this doctoral thesis was to describe road cycling sprint performance and improve the general understanding of the physical, technical and tactical factors associated with such performances. The first two descriptive field studies document the physical and physiological demand of sprint races during actual road cycling competitions. Specifically, Study 1 was designed to quantify the demands of sprinting in the male professional category. Seventeen competitions from six male professional cyclists (mean ± SD: age, 27.0 ± 3.8 y; height, 1.76 ± 0.03 m; weight, 71.7 ± 1.1 kg) who placed Top 5 in professional road races were analysed. Calibrated SRM power meters were used to monitor power output, cadence and heart rate. Data were averaged over the entire race, different durations prior to the sprint (60, 10, 5 and 1 min) and during the actual sprint. Variations in power during the final 10 min of the race were quantified using Exposure Variation Analysis. Power, cadence and heart rate were different between various phases of the race, increasing from 316 ± 43 W, 95 ± 4 rpm and 88 ± 3 % of maximal heart rate in the last 10 min to 487 ± 58 W, 102 ± 6 rpm and 96 ± 2 % of maximal heart rate in the last minute prior to the sprint. The peak power during the sprint was 17.4 ± 1.7 W∙kg-1. Exposure Variation Analysis revealed a significantly greater number of short duration and high intensity efforts in the final five minutes of the race, compared with the penultimate five minutes (p=0.01). These findings quantified the power output requirements associated with high level sprinting in men’s professional road cycling and highlighted the need for both aerobic and anaerobic fitness. In Study 2, the characteristics of successful road sprints in professional and under 23 y male cycling races were compared. As in Study 1, Study 2 also described the exercise intensity for the sprinters throughout final 10 min of the race. Nine successful (Top 3) sprints performed by a professional (PRO: 23 y, 1.76 m, 71.8 kg) and an under 23 (U23: 18 y, 1.67 m, 63.2 kg) cyclist sprinter were analysed in this study. No statisticaldifferences were found between PRO and U23 in the absolute peak power, mean power, duration and total work during the sprint (PRO: 1370 ± 51 W, 1120 ± 33 W, 14.5 ± 2.4 s, 16.2 ± 2.6 KJ; U23: 1318 ± 60 W, 1112 ± 68 W, 12.8 ± 1.1 s, 14.2 ± 1.4 KJ). However, the intensity of the race recorded in the last 10 min prior to the sprint was significantly higher in PRO compared with U23 (4.6 ± 0.3 and 3.7 ± 0.2 W·kg-1, respectively). Race duration, total elevation gain (TEG) and mean power were similar between PRO and U23. In conclusion, the physiological demands leading into road sprints (intensity of the last 10 min) were found to be higher in PRO compared to U23 races. Nevertheless, a similar sprint power output (\u3e 2500 W·Ap-1 or \u3e 15.5 W·kg-1 for approximately 14 s, with a peak power output \u3e 3100 W·Ap-1 or \u3e 19 W·kg-1; where Ap is Projected Frontal Area) indicates that sprint characteristics may be similar in PRO and U23. As a result of the findings observed in the first two studies of this thesis, Study 3 was designed to better understand the effects of variable and non-variable exercises that replicate the intensity of the final portion of road competitions on maximal sprint performance. In this laboratory trial, ten internationally competitive male cyclists (age, 20.1 ± 1.3 y; height, 1.81 ± 0.07 m weight, 69.5 ± 4.9 kg; and VO2max, 72.5 ± 4.4 ml·kg-1·min-1) performed a 12-s maximal sprint in a rested state and again following: i) 10 min of non-variable cycling, and ii) 10 min of variable cycling. Variable and non-variable trials were conducted in a randomized, crossover fashion. The intensity during the 10 min efforts gradually increased to replicate the pacing observed in final sections of cycling road races. During the variable cycling subjects performed short (2 s) accelerations at 80% of their peak sprint power, every 30 s. Mean power output, cadence and heart rate during the 10 min efforts were similar between conditions (5.3 ± 0.2 W∙kg-1, 102 ± 1 rpm, and 93 ± 3 %, respectively). Post exercise blood lactate concentration and perceived exertion immediately after exercise were also similar (8.3 ± 1.6 mmol∙L-1, 15.4 ± 1.3 (6-20 scale), respectively). Peak and mean power output and cadence during the subsequent maximal sprint were not significantly different between the three experimental conditions (p≥0.14). These results indicate that neither the variable nor the non-variable 10 min efforts performed within this study impaired the sprint performance in elite competitive cyclists. Due to the importance of the elevation gain variable in road cycling, the fourth study of this thesis was methodological and investigated the consistency of commercially available devices used to measure the TEG during races and training. This chapter was separated in two observational validation studies. Garmin (Forerunner 310XT, Edge 500 Edge 750 and Edge 800; with and without elevation correction) and SRM (Power Control 7) devices were used to measure TEG over a 15.7 km mountain climb performed on 6 separate occasions (6 devices; Study 4a) and during a 138 km cycling event (164 devices; Study 4b). TEG was significantly different between Garmin and SRM devices (p The final study of this thesis was an analysis of technical and tactical factors that influence sprint performance in professional competitions; particular focus was put on the TEG which was a factor identified as a potential cause of fatigue. More specifically, the subject of Study 5 was the highest international ranked professional male road sprint cyclist during the 2008-2011 seasons. Grand Tour sprint stages were classified as WON, LOST, or DROPPED from the front bunch prior to the sprint. Video of 31 stages were analysed for mean speed of the last km, sprint duration, position in the bunch and number of teammates at 60, 30, and 15 s remaining. Race distance, TEG and mean speed of 45 stages were determined. Head-to-head performances against the 2nd to 5th most successful professional sprint cyclists were also reviewed. Within the 52 Grand Tour sprint stages the subject started, he WON 30 (58%), LOST 15 (29%), was DROPPED in 6 (12%) and had one crash. Position in the bunch was closer to the front and the number of team members was significantly higher in WON compared to LOST at 60, 30 and 15 s remaining (p In conclusion, the general findings of this thesis were as follows: as expected, exercise intensity significantly increases in the last 10 min of relatively flat road races; there is a significantly greater number of short duration and high intensity efforts in the final 5 min of competitive road cycling races when compared with the penultimate 5 min; sprint duration and peak power output does not differ between PRO and U23 races and is approximately 13 s and 17 W∙kg-1, respectively; the physiological demands in the 10 min before the sprint are higher in PRO compared to U23 races; neither a variable nor a non-variable 10 min lead up effort appears to impair the sprint performance of elite competitive cyclists; measurements of elevation gain are consistent within devices of the same brand, but differed between brands or when different settings were used; and technical and tactical aspects of road sprinting are related to performance outcomes

Performance Analysis of a World Class Sprinter During Cycling Grand Tours

This investigation describes the sprint performances of the highest internationally ranked professional male road sprint cyclist during the 2008-2011 Grand Tours. Sprint stages were classified as won, lost, or dropped from the front bunch before the sprint. Thirty-one stages were video-analyzed for average speed of the last km, sprint duration, position in the bunch, and number of teammates at 60, 30, and 15 s remaining. Race distance, total elevation gain (TEG), and average speed of 45 stages were determined. Head-to-head performances against the 2nd-5th most successful professional sprint cyclists were also reviewed. In the 52 Grand Tour sprint stages the subject started, he won 30 (58%), lost 15 (29%), was dropped in 6 (12%), and had 1 crash. Position in the bunch was closer to the front and the number of team members was significantly higher in won than in lost at 60, 30, and 15 s remaining (P \u3c .05). The sprint duration was not different between won and lost (11.3 ± 1.7 and 10.4 ± 3.2 s). TEG was significantly higher in dropped (1089 ± 465 m) than in won and lost (574 ± 394 and 601 ± 423 m, P \u3c .05). The ability to finish the race with the front bunch was lower (77%) than that of other successful sprinters (89%). However, the subject was highly successful, winning over 60% of contested stages, while his competitors won less than 15%. This investigation explores methodology that can be used to describe important aspects of road sprint cycling and supports the concept that tactical aspects of sprinting can relate to performance outcomes

Reducing aerodynamic drag by adopting a novel road-cycling sprint position

Purpose: To assess the influence of seated, standing, and forward-standing cycling sprint positions on aerodynamic drag (CdA) and the reproducibility of a field test of CdA calculated in these different positions. Methods: A total of 11 recreational male road cyclists rode 250 m in 2 directions at around 25, 32, and 40 km·h. Results: A main effect of position showed that the average CdA of the 2 d was lower for the forward-standing position (0.295 [0.059]) compared with both the seated (0.363 [0.071], P = .018) and standing positions (0.372 [0.077], P = .037). Seated and standing positions did not differ from each other. Although no significant difference was observed in CdA between the 2 test days, a poor between-days reliability was observed. Conclusion: A novel forward-standing cycling sprint position resulted in 23% and 26% reductions in CdA compared with a seated and standing position, respectively. This decrease in CdA could potentially result in an important increase in cycling sprint velocity of 3.9-4.9 km·

Physiological demands of road sprinting in professional and U23 cycling. A pilot study

This pilot study described and compared the power output (absolute, relative to body weight and relative to frontal area) recorded during successful road sprints in professional and under 23 men’s cycling races. The study also described the exercise intensity and requirements of sprinters throughout final 10 min of the race. Nine successful (top 3) sprints performed by a professional (PRO: 23 y old, 1.76 m, 71.8 kg) and an under 23 (U23: 18 y old, 1.67 m, 63.2 kg) cyclist sprinter were analysed in this study. No statistical differences were found in absolute peak and average sprint power (PRO: 1370±51 W and 1120±33 W; U23: 1318±60 W and 1112±68 W). The average power output relative to body weight and to projected frontal area (Ap) was lower in PRO than U23 (15.6±0.4 and 17.4±1.1 W•kg-1; and 2533±76 and 2740±169 W•Ap-1, respectively) (P=0.016). The intensity of the last 10 min prior to the sprint was significantly higher in PRO than U23 (4.6±0.3 and 3.7±0.2 W•kg-1, respectively) (P2500 W•Ap-1 or \u3e15.5 W•kg-1 for approximately 14 s, with a peak power output \u3e3100 W•Ap-1 or \u3e19 W•kg-1) indicates that sprint characteristics may be somewhat similar between PRO or U23 races. Further research is warranted in order to better understand physiological and tactical aspects important to road sprint cycling

Impact of altitude on power output during cycling stage racing

Purpose The purpose of this study was to quantify the effects of moderate-high altitude on power output, cadence, speed and heart rate during a multi-day cycling tour. Methods Power output, heart rate, speed and cadence were collected from elite male road cyclists during maximal efforts of 5, 15, 30, 60, 240 and 600 s. The efforts were completed in a laboratory power-profile assessment, and spontaneously during a cycling race simulation near sea-level and an international cycling race at moderate-high altitude. Matched data from the laboratory power-profile and the highest maximal mean power output (MMP) and corresponding speed and heart rate recorded during the cycling race simulation and cycling race at moderate-high altitude were compared using paired t-tests. Additionally, all MMP and corresponding speeds and heart rates were binned per 1000m (3000m) according to the average altitude of each ride. Mixed linear modelling was used to compare cycling performance data from each altitude bin. Results Power output was similar between the laboratory power-profile and the race simulation, however MMPs for 5–600 s and 15, 60, 240 and 600 s were lower (p ≤ 0.005) during the race at altitude compared with the laboratory power-profile and race simulation, respectively. Furthermore, peak power output and all MMPs were lower (≥ 11.7%, p ≤ 0.001) while racing \u3e3000 m compared with rides completed near sea-level. However, speed associated with MMP 60 and 240 s was greater (p \u3c 0.001) during racing at moderate-high altitude compared with the race simulation near sea-level. Conclusion A reduction in oxygen availability as altitude increases leads to attenuation of cycling power output during competition. Decrement in cycling power output at altitude does not seem to affect speed which tended to be greater at higher altitude

Validity of the online athlete management system to assess training load

Purpose: The aim of this study was to validate the quantification of training load (s-RPE) in an Australian Olympic squad (women’s water polo), assessed with the use of a modified RPE scale collected via a newly developed online system (Athlete Management System, AMS). Methods: Sixteen elite women water polo players (age 26 ± 3 y, height 1.78 ± 0.05 m, body mass 75.5 ± 7.1 kg) participated in the study. Thirty training sessions were monitored, for a total of 303 individual sessions. Heart rate was recorded during training sessions using continuous heart-rate telemetry. Participants were asked to rate the intensity of the training sessions on the AMS-RPE scale, using an online application within 30 min of the completion of the sessions. Individual relationships between s-RPE and both Banister TRIMP and Edward’s Method were analysed. Results: Individual correlations with s-RPE ranged between r=0.51 to 0.79 (Banister TRIMP), and r=0.54 to 0.83 (Edward’s Method), respectively. The percentages of moderate and large correlation were 81% and 19% between s-RPE method and Banister TRIMP, and 56% and 44% between s-RPE and Edward’s Method. Conclusions: The use of the online AMS application for assessing s-RPE was shown to be a valid indicator of internal training load and can be used in elite sport

A wind-tunnel case study:Increasing road cycling velocity by adopting an aerodynamically improved sprint position

The main aim of this study was to evaluate the potential to reduce the aerodynamic drag by studying road sprint cyclists’ positions. A male and a female professional road cyclist participated in this wind-tunnel study. Aerodynamic drag measurements are presented for a total of five out-of-seat sprinting positions for each of the athletes under representative competition conditions. The largest reduction in aerodynamic drag measured for each athlete relative to their standard sprinting positions varied between 17% and 27%. The majority of this reduction in aerodynamic drag could be accounted for by changes in the athlete’s projected frontal area. The largest variation in repeat drag coefficient area measurements of out-of-seat sprint positions was 5%, significantly higher than the typical \u3c 0.5% observed for repeated testing of time-trial cycling positions. The majority of variation in repeated drag coefficient area measurements was attributed to reproducibility of position and sampling errors associated with time-averaged force measurements of large fluctuating forces