Cascade 1200 -- A Beautiful Ride!

Mt. Rainier peeks out of the clouds

The Cascade 1200 wrapped up Tuesday evening June 26 in Monroe, Washington, after just over 1200 kilometers and 88+ hours.  A group of us waited at the last checkpoint, including myself and the two Japanese who rode the 1200 km version, M. Inagaki and J. Sato., as well as Will Danicek, Bob Koen from BC, Matthew O'Niell (who had just switched to a recumbent and never previously ridden it more than 200 kms) and others.  We rode together to the finish in a final, relaxed parade.

The ride's website is here.  Some photos taken by the organizers/volunteers are here.  My complete photos are here.  GPS maps and cue sheets for the course can be found here.  A nice Japanese language series of blog posts about the ride by Jun Sato can be found here.

With two exceptions (who "rode through"), all the riders stayed at 3 specified overnight control locations, and completed the ride in somewhere between 80 and 90 hours.

Many veterans, including Ken Bonner, one of the two "through riders", told me at the start that this is a harder ride than the BC Randonneur-sponsored Rocky Mountain 1200 I will attempt next month -- indeed, this is perhaps the hardest regular 1200 km randonee in North America.  This year 80 riders started.  Registered riders came from the USA, Canada (mostly BC Randonneurs), UK, Japan, Sweden, Germany and Australia.  There were 20 "DNFs" and 60 completions -- a low completion rate for a group made up mostly of people who did Paris-Brest-Paris last year and have done other 1200's before, and all of whom needed to ride a 200/300/400/600 km series in either 2011 or 2010 to qualify for registration.

Heading out from the start at the back of the lead group

But how hard one of these rides feels depends much more on individual circumstances than on the route itself, and I was happy to have relatively few, relatively short periods when I was thinking "I cannot believe I signed up for this".  Yes, it was very hard.  Yes, I felt some pain at times -- feet, butt, back, knees, etc.  And yes, near the top of Washington Pass on the 4th and last morning, as my hands turned to ice in the cold rain, I wondered "how fast can I descend without getting hypothermia?" and ended up creeping down into a headwind at around 20 kph on a hill I would normally descent at over 50 kph without significant effort.  One shivering rider quipped "randonneuring, what a stupid sport", and at that moment I had to agree.

Resting, on the cold climb up Washington Pass

But generally my condition was good, and I rode without pain.  And there was a lot of spectacular scenery, with time to enjoy it as it rolled by, to chat with the volunteers a bit at controls, and to eat, shower and sleep (some) each night.  So for me it was NOT a more difficult ride than PBP.  It was a lot easier, a result of more sleep, better support, more planning, and some minor tweaks to my equipment.

A few things stand out -- apologies for an overly long post:

1.  The incredible organization and volunteer effort by the Seattle International Randonneurs (SIR).  

There were 80 riders, and 45 volunteers, some of whom helped throughout the entire 4 days.  They served breakfast, dinner, and food at many of the other controls.  They recorded our times, offered help with equipment, passed on the weather forecast, guided us to our sleeping places -- and made sure we awoke at the time we had requested.  

RUSA President Mark Thomas serves us "pour over" style gourmet coffee

The Day 3 control at Mansfield, a tiny outpost with one Mercantile store in the middle of a vast high plain, was a good example.

As I rolled up and dismounted, one volunteer offered to hold my bicycle and find a place to lean it.  A second offered to refill my water bottles.  I walked a few feet over to the tent, plunked down on the lawn, was offered by Dan Jansen (one of the "Team Voisins" group from PBP) my choice of about 10 varieties of sandwich, cold drinks, cookies.  They even had individual packets of Chamois Butt'r cream for anyone whose butt was feeling a bit sore.  

No waiting in lines at controls.  Plenty of food and drink.  Never needed to get out the wallet at a Control.  Never "sorry, we ran out of water 15 minutes ago" for those of us in the middle or toward the rear of the pack.  Always "sure, take an extra PBJ sandwich, cookie and banana in your bag to eat on the road".

At the Control #12 in Malott, nearing the end of Day 3

(There were actually MORE than 45 volunteers, since some of the riders who DNF'ed converted into volunteers.  Thanks, Ed Groth, for bringing me hot coffee and a pair of new, dry, warm, waterproof work gloves from the Skagit General Store in Newhalem, WA, as I rested).

2. The variety and vastness that is Washington State.

Take this road for 22.5 km straight, then turn left onto a similar road for another 20.7 kms.

I know this territory a bit, having grown up in Portland, Oregon, gone on a family car trips long ago at least as far as Grand Coulee Dam and Mount Baker, and enjoyed Boy Scout events hiking around Mt. Adams and as working as a counselor at Camp Spirit Lake near pre-eruption Mt. St. Helens.  But the areas in central/eastern Washington made a much bigger impression on me on a bicycle this week than they did when I went through them in a car as a child.  Some thoughts on the route:

The western foothills.  

The first 100+ mile stretch and last 100+ mile stretch, each along the edge of the western foothills of the Cascades, took us through a mix of prosperous looking ex-urbs of Seattle/Tacoma, and semi-depressed logging towns.  As we rode across the Green River, the rain falling and dark clouds overhead, I could only think that this is where the "Green River killer" dumped the bodies of his victims.  Silence of the Lambs.   But the area looked reasonably prosperous, and I guess it is unfair to associate it with a serial killer, just as much of Fukushima Prefecture is far away from the nuclear plants that melted down last year ... but now will always be associated with that disaster.

East of Elbe, near the entrance to Mt. Rainier National Park

All along these stretches, the cars were primarily huge pick up trucks, or huge SUVs.  Sure, there are plenty of Toyotas and Nissans along with the Fords and GMCs.  But they are Toyota Tundra trucks and Nissan Armada SUVs.  Trucks on steroids.  Low MPG.  And they go fast.  But the drivers were mostly courteous and gave us a wide berth, and the shoulder was mostly wide enough so as to leave an escape area for those few drivers who did hog the road and honked their horns (mostly these were trucks/SUVs pulling trailers that were less stable if they swerved to give cyclists a wide berth).  The real "eighteen wheeler" big rigs all gave us a wide berth, and I did not feel threatened despite the high speed at which they traveled.  And 90%+ of the route had VERY LOW traffic volume.  Come to think of it, there were almost NO red lights/traffic signals the entire 4 days.

Jackie's Java in Elbe

One California participant had told me that Enumclaw, near PC2, is full of pickup trucks and that folks would be out on their front porches playing the banjo.  Deliverance.  We did not actually go through Enumclaw, so I cannot comment.  But at least in nearby Elbe the girls at Jackie's Java were friendly and smiling, despite the rain.

On day 4, we passed through similar country along the Skagit River through Marblemount to Rockport, then on SR 520 through the forest to Darrington with its big lumber mill.  This area looked a bit more depressed, darker and colder.  It was mid-day on Tuesday as we passed through Marblemount and looked for a restaurant.  Most of the choices were closed.  The heavy guy at the Marblemount store did not seem eager to help when I asked about restaurant choices, but he did direct us to a place about 2 miles out of town which turned out to be open and served a tasty lunch for Inagaki-san and me, as well as several other riders who were dining already as we rolled up, one of whom claimed to being a "regular" whenever he rode through that area.  Darned good hot coffee there!  And more good hot coffee again a bit later at the diner in Darrington!  This area up near Canada and nestled against the Cascades sure feels like Twin Peaks.

Spectacular sunsets, stars and rushing waters.  

The descent from White Pass down to Naches was spectacular, especially the section beyond Clear Lake/Tieton Lake after dusk, with more stars visible than I had seen at least any time this year, and with the Tieton River rushing alongside the road.  Riding this stretch at night, and again the stretch at the end of Day 3 along the Methow River to Mazama, reminded me how much I love riding a bike in the dark, when there is almost no traffic and you can see a million stars and hear the waters of a river running nearby.  What a great feeling.    And despite the rain, on each of Days 1, 2 and 3, we could see clouds turn orange, pink and/or red against a darkening blue sky background as the sun set.

Day 1 as sunset nears, at Tieton Lake

I wish I had counted the number of rivers and streams I rode along or crossed on this trip.  50? 100?

Dams and Power Lines; Irrigated Agriculture.  

The Columbia River is impressive, but what really stand out are the number of dams and reservoirs along its route, and the high tension power lines criss-crossing the nearby landscape.  

Chief Joseph Dam on the Columbia just above Bridgeport, Washington

At the entrance to each town in parts of central Washington, there is a sign "Welcome to XXYY, another Public Power Community".  Municipally-owned utilities!  The irrigation water from rivers, and the cheap hydropower to pump it where it is needed, are the lifeblood of this part of the state.  Without it, this entire region would just be sage brush and rocks.  With it, it is incredibly productive farmland -- hops, alfalfa, wheat, cherries, vineyards, apple orchards, and on and on.  The scale is huge -- food for millions, not thousands.  When, on the dusty road into Mattawa, I passed a vineyard stretching as far as my eye could see toward the North, I could not help but think that this one farm might produce as much wine as all of Yamanashi Prefecture's "fruit bowl" around Katsunuma and Koshu/Kofu.

Hops as far as the eye can see, on SR 24 east of Yakima.  A 47 km straightaway.

On Day 2 somewhere around Yakima I saw a politician's banner "vote Mr. X for [legislature]".  The banner noted that he is a former U.S. Army officer, and his slogan was against "wasteful spending" by the folks in Olympia (capital of Washington State).  I laughed to myself.  Here was an example of someone whose entire lifestyle is a result of Federal spending that built the dams and provide the cheap electricity and irrigation, and who was even a Federal employee for his working life (the U.S. military being the biggest part of the Federal workforce), who must be getting Veterans' Administration healthcare unless he is old enough for Medicare -- another Federal program, and he is campaigning against "wasteful spending".   I wonder whether he has paid enough taxes over his life to pay for one quarter of what he has received from all that "wasteful spending"?

Escarpment on the Columbia across from Beverly, WA

Hispanicization (if there is such a word).  

If agriculture is the main industry in much of central/eastern Washington, then the work force is mostly Hispanic.  And over the generations, people who were once migrant workers have settled down and raised families.  Many of the larger towns seemed to be clear majority ethnically Hispanic.  This was especially evident in Brewster and Bridgeport, on Day 3, and from looking at the families strolling along the Yakima Greenway path on Day 2.  The ethnic make-up of the U.S. is changing steadily, and it very much evident in central/eastern Washington.

Climbing Loup Loup Pass, Washington Pass, the aptly-named Rainy Pass, and White Pass.  

Even though the GPS profiles suggest there is something like 38,000 feet of ascent on the Cascade 1200, the ride did not strike me as having particularly tough climbs.  On the morning of Day 2, we started by "climbing" 45 miles (73 kms) up the Naches River and to Lodgepole Campground a few miles short of Chinook Pass.  But we only gained 2000 feet (650 meters) over this stretch.  It was a very tough stretch, but entirely due to headwinds, not because of the climb.  Death by a thousand little cuts.

Day 2 -- Approaching Lodgepole Campground

On the climb to White Pass

On Day 1, the big climb was over White Pass, Elev. 4500 feet.  It was a long slog at relatively shallow gradients, and should have been easy.  Unfortunately, I forgot to refill my water bottles at Packwood and so needed to beg a few hundred milliliters of water from each of two other riders in order to get over a "bonk" and make it to the top.

Likewise, the climb to Washington Pass (and then the aptly-named Rainy Pass) at the beginning of Day 4 is not any more difficult than Yanagisawa, Matsuhime, or even Kazahari Pass near Tokyo.  Unfortunately, the lack of sleep (2 hours or less) at Mazama, and the fatigue of the 3 previous days, made this a tough ascent for me, and I struggled, rested, ate, relieved myself, etc. numerous times before getting to the top.  The weather was a major challenge.  The scenery was very impressive, and would have been more so if the clouds had lifted a bit.  It reminded me of the opening of The Shining.  The top of the pass is 5477 feet elevation, and the snow level the previous night had been as low as 5700 feet.  It was around 2 degrees C/36 degrees F and raining hard as we crested the pass on Tuesday morning.  

On Loup Loup Pass

That leaves my favorite, Loup Loup Pass, which we crossed near the end of Day 3.  This pass started with a stretch at 10% grade climbing, then moderated, even dipped a few hundred feet at one point, and then continued at a reasonable 6-8% grade all the way up to 4020 ft elevation.  We climbed it in cool, dry weather, late in the day, and I felt good most of the way up, though waiting a few times for others.

Winthrop and Surrounding Areas.  

As mentioned, I like nothing better than riding at night with low traffic, a river nearby, and stars overhead.  The Methow Valley from Twisp to Mazama gave me this.  The Methow River drains a large piece of the Pasayten Wilderness, where my son Henry spent 30 days on a NOLS backpacking course last summer.  And a real surprise was the town of Winthrop, which has done a "western restoration" and has a large western-themed area in its center, complete with old west saloons, boardwalks, theaters, and various other wooden structures.  It was fun to come upon this and see the lights and hear music playing in the saloon, at 10PM on a Monday night, as I rolled through.  I would love to go back in the daytime.  Of course, this area is no Provence or Tuscany, as signaled by the name on the campground a few miles up the road from Mazama -- "Early Winters Creek Campground".  There also should be a "Late Spring Creek" and maybe a "Short Summers Creek".

3. Preparedness -- Equipment and Physical Condition.

There is a certain randomness to the results of these long events.  Often, a DNF is a result of a problem with equipment that cannot be made safe or usable, even though the equipment started the ride in good condition and has an excellent record for reliability.  One of the DNF's this year was a recent former winner of the Furnace Creek 508, who was riding the Cascade 1000km alternative with his partner this year, but who could not start Day 3 due to equipment issues.  So as in many things in life, it is better to be lucky than good.

Wider wheel rims and tires, lower tire pressure, more bar padding, dynamo lighting and room for plenty of gear

But it is also important to do everything you can to improve your odds.  Looking back at PBP 2011 and even my recent Tohoku 1700 rides, I made some key changes to my equipment and ride plan.  Especially, I dealt with every issue identified following PBP:

a.  Wheels, Tires and Bartape.  

The only five contact points with the bike are my two hands, my saddle (i.e. groin/butt), and my two feet.  The wheels/tires will affect all of these.  The bars/bar tape affect the hands.  Trouble with any one contact point will force you to compensate and rely more on the others ... which, over 1200 kms, will inevitably lead to trouble with those as well.  So you need hands, saddle and feet each to be very comfortable in order to complete a ride like this.

At PBP, I used Mavic Open Pro rims, 36/32 DT Competition spokes, and Schwalbe Ultremo DX 700-23 tires -- a pretty standard road set up, with "bombproof" wheels.  But the pain in my hands was almost unbearable on one stretch of bumpy chip-sealed French roads late in PBP.  For Tohoku, I switched to 23mm wide Velocity A-23 rims, more flexible DT Revolution spokes (still 36/32) and slightly wider Vittoria Open Pave tires (they are rated 700x24 ... but feel a bit wider).  After both PBP and Tohoku, I had some numbness in the little fingers on my hands that lingered for days or even weeks.

For the Cascade 1200, I set up my handlebars with some Fizik gel pads under the bar tape.  And I used the old tape to form an inner extra layer of protection between the gel and the new tape.  The bars still felt rock solid, but this combination swallowed up the road vibration very nicely.  Also, the Open Pave tires on the 23mm Velocity rims are much more comfortable over long distance than the Schwalbe Ultremos.  I ran them at 95psi (under 7 bars), and they offered a great combination of road feel, comfort and speed.

And I had NO FLAT TIRES with this pair of tires on either the Tohoku rides (1375 kms) or the Cascade 1200, (or on the 400~500 kms I've ridden them in between these two events, or the similar mileage that preceded Tohoku).  On SR 24 east of Yakima, I rode straight through at least 3 glass patches from smashed bottles over a 15 mile stretch.  Each time, I waited for the inevitable hissing sound, and reached down with my gloved hand to try quickly to brush any glass off that might be working its way into the tires.  There was no hiss, no flat.

b.  Chamois Cream.

At PBP, I was rationing chamois cream and riding through wet weather, with inevitable results (lots of redness and chafing in the groin/saddle).  This time, I wore only my best bib shorts (Assos!), and brought plenty of chamois cream, and so could ride in relative comfort, as in Tohoku.

c.  Feet. 

I've had some foot pain on ultra long rides, and so this time changed to somewhat roomier shoes, with a higher arch support, and with some gel pad inserts for metatarsal support (under the balls of the feet), as recommended by other riders from the SIR online "Google groups" email list.  This helped.  I still had some pain on Day 3 when I caught myself standing and stomping on the pedals more than I probably should have, but otherwise had no problems.  I did not get a chance to try my new cycling sandals, which I had saved for Day 4 but was not about to wear in the wet, near freezing weather, without adequate feet coverings.  My feet were pain-free throughout Day 4, despite the tighter fit caused by an extra layer of socks and some chemical warmers on top of each foot inside the shoe.

d. Sleep and Jet Lag.

I arrived a day earlier in the Northwest this trip than I did in France before PBP.  It made a huge difference.  I got exercise on Wednesday and Thursday, and 7 hours of sleep each of Wednesday, Thursday and Friday nights, leading up to the Saturday 6AM start.  And at the end of Day 1 and 2, I got 4.5 hours of sleep each night.  So despite the incredibly tough ride, and a difficult start on the mornings of Day 3 and Day 4, I was a LOT fresher than at PBP.  And I could see the contrast between myself and Inagaki-san, who was still somewhat jet lagged at the start, and did not get much sleep any night during the ride.  He looked miserable for long stretches, as I had felt at PBP.

For the Rocky Mountain 1200, I may experiment a bit more with when and how much sleep to get during this type of event -- especially if I can ride a bit faster on the first day or two -- but I think the basic rule is that I should try for over 4 hours a night.  If I cut it back, I will likely end up riding more slowly, and be in the same place I would have if I had slept more, but will be feeling much worse.

e.  Other Equipment/Supply Fixes.

This time, I used both a front bar and a rear bag, so could carry plenty of food (Clif bars and gels, plus a mix of other foods for variety), clothes for different climates I might encounter during a single day, spares/tools, and the like.  I brought 2 one-liter water bottles, which were adequate since we did not face truly scorching temperatures on the eastern half of the ride.  In reserver, I had a hydration reservoir and pack in my drop bag as well, in case the weather forecast changed.  

Also, of course, I used my dynamo hub generator and LED light, so I had no worries about running through batteries for my lights or getting adequate light on pitch dark roads.  I could easily boost the charge on my Garmin Edge 800 with a small rechargeable Eneloop AA battery-based charger, so it lasted through each long day, and could find an outlet to recharge it at night.  

Finally, I bought a small supply of coffee flavored caffeine pills at the Narita Airport pharmacy, and ended up taking two of them on the last day when I started fighting to stay awake and not doze off while riding.  They worked for as long as needed.

f.  Rain Gear.

The only thing that did NOT work well was my rain gear. My full finger gloves got wet almost immediately and did not provide adequate warmth.  The shoe covers I had, likewise, were of limited help.  My Gore Tex cycling jacket (circa 2004 from Performance Bicycles Rockville shop) is no longer water proof after an hour or two of rain.  And my aging half fingered Castelli gloves left my hands red and chafed almost as soon as they got wet. The only item that did work were the dhb rain pants I got last year from Wiggle.  But those have no flexibility in the material and I tore a huge gash in the seat when I lifted my leg to dismount the bicycle on Day 4.  Also, I had some Sugoi brand waterproof shoe liners/socks that I left at the roadside during a rest stop outside of Quincy when I pulled something else from my bag.

After the ride, I tossed the worn out Castelli gloves and the torn rain pants, and made a trip to REI for a new Pearl Izumi "barrier" rain/wind shell, some REI ultra light rain pants (which have enough room AND stretch in the seat area), plus some Sealskinz brand waterproof socks, that may work with the cycling sandals if they prove too thick for use with regular cycling shoes.

g.  Physical Condition

I have not put in near the mileage in 2012 that I did in 2011 before PBP, nor have I planned my training schedule with much care.  But I think doing the 1375 kms of Tohoku rides over Golden Week, then 308 km Tokyo-Itoigawa, then a couple of 150 km Sunday rides in more recent weeks, plus shorter "stretch the legs" rides after arriving in the Pacific NW, was just about the perfect preparation for this event. Now, for the next one, I just need to make sure I am fully recovered by July 22.

_________________________

The sum of all these tweaks was that I finished the ride in good form, and I do not feel like I punished myself nearly as much as at PBP, nor as if it should take nearly as long to recover.  

Time to start planning for the Rocky Mountains!

UPDATE 2014:  The 2014 version of the Cascade 1200 will swing far south to the Columbia River, instead of the somewhat pointless round trip up to Lodgepole campground on the eastern side of Mt. Rainier.  I REALLY would love to try this version ... but cannot join this time.  Maybe again in 2016?

Cascade 1200

I drove up to Monroe, Washington for tomorrow's start of the Cascade
1200. The traffic was really heavy for mid-day, though I skirted
around central Seattle. The weather is wet, at least for the first
section.

Senior Gentlemen's Ride

My Dad and I prepare our bikes at the start of the Bike Bunch ride.

I arrived in Portland, Oregon on Tuesday and am visiting my parents for a few days before the Cascade 1200.  On Wednesday, I joined my 79-year old father on a ride with his regular group, the "Bike Bunch", which sponsors several rides each week in the areas surrounding Portland.

I cannot remember the last time I rode a bike with my father.  It must have been when I was still in school.  I must admit being envious when hearing stories about London-based Positivista David J. riding with his Dad Alan J., a former professional cyclist and known as "one of the most dangerous men in a sprint".  Of course, David J's uncle was a silver medalist in the road race at the 1956 Melbourne Olympics -- back in British Cycling's last flash of glory before its resurgence in recent years.

My Dad, on the other hand, is rated by those who ride with him as one of "the most dangerous men on a climb".   And he is a bit dangerous, as he weaves back and forth from side to side, even as he spins up a slight rise in the road in his lowest MTB gearing.  I don't think at this age he will actually pass many people on the climbs. Still, at age 79 it is something to be able to ride 30 miles, at an average speed of around 10 mph (16 kph).
Not surprisingly, for a regular ride scheduled for Wednesday morning in the countryside, the group that showed up were largely retirees.  Plenty of riders in their late 50s, 60s and 70s.  But only a few who could have been as old as 79. The ride had a few options, so that I could go for 50 miles / 80 kms, while my Dad could choose the "no hills" version, skip the Dairy Creek option, and go for 30 miles /48 kms.  The faster riders chose the longer option.

And the group doing the longer ride left first, as I was still chatting with my Dad.  I suddenly realized they were gone, mounted my Canyon and took off after then.  I really showed those seniors who was boss -- put the hammer down and within a few kilometers I had passed the entire line, stretched out across the valley, and was up with the lead group of 3 -- two men and a woman.  I passed them ... but was passed back when I stopped for a photograph of some of the local wildlife.

It must be looking for food ...

I hopped back on, passed the lead group again, and never looked back.

The "Dairy Creek" option went up Dairy Creek road to the point where it turns gravel -- a climb of about 7.5 and elevation gain of a little over 300.  So longer and higher than Otarumi, maybe about like going up the Akigawa to Kobu Tunnel?  As I went up the valley, I wondered, why is this so flat?  It struck me, the climb is not 7.5kms and 300 meters elevation, but 7.5 miles and 300 FEET of elevation gain.   Less than a 1% average grade.

View on the "climb" up Dairy Creek Road

As I arrived at the turn around point, I had a strange sense of deja vu.  I had never been here before, certainly not on a bicycle, but where the road turned to gravel, there was a familiar looking sign "Road Closed 50 miles ahead, Local Traffic Only".  This must have been one of the gravel stretches from marketing video for the 2010 Rapha NW Gentlemen's Race. Or maybe it was the 2011 version.  Or 2009.  Anyway, those Rapha rides are all out in this wonderful country west of Portland.

But our cue sheet did not call for riding onto the gravel today.  So after a stop for photos and an energy bar, I headed back down the hill.  After a mile or a bit more, I passed the next few riders coming up to the top.  Great, a 2-mile lead, and they will probably rest at the top as well. I must be going really fast today.

Well ... maybe not, as my Strava segment data puts me at 46 out of 67 riders for going "up Dairy Creek". (Portland is Strava crazy.  I rode into Portland today from Lake Oswego and back again, about 20 miles in total, and unwittingly covered 18 Strava segments -- some overlapping.  On one short stretch of pavement in SE Portland, approaching the Hawthorne Bridge from the East side, I am now ranked number 487 out of 571 riders.  I stopped for the red light.)
I missed my Dad at the lunch stop -- all my extra mileage coming before lunch -- but caught him on the return trip and we could finish together.  A glorious ride on a glorious day.

Since this event, my Dad's cycling has been featured in an advertisement for the retirement community where he lives.  "We're Over the Hill ... every morning by 8AM":

Jerome's new nickname

Jerome's new nickname -- Froggy no more?

Cycling Sandals

I'm enjoying my new cycling shoes.

I've experienced some foot pain (numbness in the metatarsals?) on recent VERY long rides -- PBP, and a couple of brief points on the Tohoku ride, so thought I would try these.  Regular sandals ... but with reflective stripes and ... SPD cleats!

They feel really nice.  Even better once I added the blue insoles from another pair of cycling shoes.

So in addition to some other attempted fixes to avoid any more pain in the feet, I'm going to bring these in my drop bag for the Cascade 1200.  Maybe try them a day ... or two ... or more.

P.S.  I should mention that in preparation for the Cascade 1200, I joined the Seattle International Randonneurs google group ... and an inquiry about strategies to avoid foot pain on long rides inspired about 25 responses.  The most common suggestions were custom orthotic inserts (not enough time), supports under the metatarsals (getting some -- cheap and available), roomy enough shoes (taking my old Cat 1 shoes -- more extra room than my current shoes, if a bit heavy), wearing thicker socks (hence the roomier shoes).  I did get one lengthy and reasoned explanation that flexier sandals with a smaller pedal platform would cause MORE pain.  But one of the riders on PBP swore by them and said they solved his foot problems, and several of the Seattle riders agreed.  And these feel GREAT on short rides.  So I'll at least try them one day.

P.P.S.  Update July 2013.  I love the sandals and have been using them mostly for commuting.  I keep business shoes in the office, so these are just fine -- easy to slip in and out of.  And in the hot, humid weather, sockless, they are nice and cool.  Feel the breeze on my toes as I ride!

New Electric Cycle Shop at the Tsutaya T-Site in Daikanyama

T-Site in Daikanyama is pretty incredible, if you have not been there.  Three buildings, listen to music and browse (Japanese) books, sip coffee to your heart's content.  Open until something like 2 AM.  Cafes, and even bike parking on site.

And I found a pretty cool electric bicycle shop in the back --  Motovelo.  Everything from the typical mama chari with battery assist to a 600,000 yen titanium model with disk brakes, carbon fork, Li-Ion batteries, etc.    Plenty for around 100,000-150,000 yen as well.  They are ... a bit heavy for my taste (mostly 20 kgs and up), but fit a very big niche.

New Cycle Shop in my Neighborhood

I had not noticed these guys before ... though they have been around since beginning of the year.  At least they were appropriately gushing about my Bianchi Pista Concept 2006, and cycling sandals with cleats and bare feet.  The kid walking by looks a bit scared ...

Personal Records All Around!

Today another classic P.E. ride -- the Reverse Paul Jason.  The first time on this course since the visit last fall of P.E. Europe women's champion Juliane P.  This is a good training ride - about 140 kms, with 1350~1400m of elevation, split among the Akigawa climb to Kobu Tunnel, the Uenohara golf course hills, and the steep almost 450m climb up the west side of Wada Pass.

Elated, having just shaved an entire SIX seconds off my personal best for the north side climb to Kobu Tunnel.  All four of us had PRs on this climb, AND on the Ura Wada climb!

Doug, Alexander, Graham, Pete and I headed out shortly after 7:30AM. After a bit of a warm up with me pulling in front, Pete W. moved to the head of our group and the pace quickened, noticeably, all the way to Itsukaichi.  I averaged just about 30kph for the first 40 kilometers of the trip.  Graham seemed to be suffering early ... but I knew he would not fade.  Pete, who had already done other rides this week, said farewell at Itsukaichi, having ridden us into the ground even before we entered the hills.

Doug, who is now a much stronger rider than Alexander, Graham or me, kept going with us.  Doug is now training for, and seems quite looking forward to, TCC's official "king of the mountains" ride, scheduled for June 30 -- a ride that includes the always painful (and sometimes very hot) Mikuni Toge, and ends at the top of Matsuhime Toge!

Alexander, who claimed not to have been riding at all (at least not outside of town) since he our Matsuhime trip over 2 months ago, did confess to some hiking.  And when we got to the top of Wada, he recognized it from a recent hike over Jimba-san.   When I rode with him in April, I thought -- this is someone who, once he gets back in cycling shape, I will NEVER beat to the top of a climb.  I guess he rode himself back into shape today, since I did manage to get up the climb to Kobu Tunnel ahead of him, but he was stronger from there on out.  And I think he will be stronger, from here on out.  His physique reminds me a bit of Ludwig/Manfred ... so I would call Alexander "Ludwig II", except that Ludwig II was the mad Bavarian king with the wild castle MOB visited last year, and Alexander appears the very model of sanity.

After last week's post on GPS-based cycling social networks, we wanted to put in a good effort on the main two climbs of the day.  We rested a bit at the bottom of the climb to Kobu, and then were off.  I could still see Doug rounding the corner ahead of me as we were more than half way up the climb, so I knew I was putting in a good effort -- pushing the needle up to, but not way into, the red zone.  And sure enough, on Ridewith GPS I shaved 6 seconds off my time -- from 11:42 to 11:36.   The deviously placed Strava segment goes further ... all the way to an endpoint in the area between the first and second tunnels (need to remember this -- a great chance to win the KOM points after the other riders think the climb is already over).  I seem to have set a new PR for that longer segment as well.  Strava also shows that Graham's ride today set his PR there.  And Doug's time will definitely be a PR ... when he uploads the GPS data.  Likewise for Alexander, ... should he choose to join Strava and/or RidewithGPS.

The descent was uneventful, the golf course hills nasty, brutish and short, as usual and the foliage everywhere was overgrown -- stretching out over the roads, obscuring views around corners that were clear only a few months ago.

A rest at the Daily Yamazaki in Route 522, then another brief one to collect ourselves before the west approach climb to Wada.  This climb, as well, resulted in a PR for each of us.  My time of 33:23 shaved 1:07 off my former best climb there, 34:30, December 18, 2010.

Hot Graham at Wada

I am sure that without the brief rests at the bottom of these segments, I could not have beaten my previous times.  Maybe I'll go back on some beautiful fall day, take the train out to Fujino, put on my lighter climbing wheels, and really try to gun it up Wada?

Needless to say, we were pretty tired by the top of Wada -- at least Graham and I were.  I was running on empty during the ride back into town.  I ended up losing over 3kgs (water) weight over the course of the ride, despite drinking 1800mls between the start and Itsukaichi, somewhat more than that again on the remainder of the ride, plus yogurt drink, coffee drink, etc.  I need to focus on acclimatizing to and beating the heat, and staying hydrated.  I did eat various items of  food with salt (including a salted hard boiled egg), had a banana (potassium), and some "gratin" to get a bit of energy on the way back.  But I did not take Nuun tablets this time for my water bottles -- last week I brought them, and blamed them, rightly or wrongly for my not drinking enough liquid.  Need to find a better solution.

Refueling stop.

Anyway, that was my last hard training before Cascade 1200.  Now I let my legs recover and try to get enough sleep most nights over the next 12 days.

UPDATE:  Doug reports that his time up the west approach of Wada was 27:28.  Very fast.  But, unfortunately, his Garmin data is not downloading for some reason, so his time will not make it onto Strava or RidewithGPS.   I guess he might as well have stayed home.

Sunday Ride - 7:30AM Tokyo time Start

Well, the beginning of the rainy season has been declared, and this year, for once, it is actually raining soon after the declaration.

The forecast for tomorrow, Sunday, looks a bit better, with dry, if cloudy (and sticky?) weather expected through the morning and into the early afternoon, maybe some rain late in the day.

So I'm planning to get in a ride.  Pete and Alexander are in so far ... a few others are in the "maybe" category.  All are welcome ... and we can meet people on the way up the river.

We will leave Komazawa Dori/Kanpachi area (i.e. near my house) at 7:30AM, and I want to get back by 2:30PM or so.  That should give enough time for a decent ride with a few hills.  Kobu Tunnel and Ura Wada?  Or maybe Bonbori Rindo/Daigo Rindo-Wada?   Or maybe straight to Tomin no Mori and back?  We can decide in the morning, depending on whether the roads and sky are dry.

Social Riding ... Overkill?

On Sunday, I headed out on my first normal weekend ride in some time.

The weekend before, visitors in town, then looking back down the calendar, Tokyo-Itoigawa, the weekend before that, recovery, and before that, Tohoku Brevets, Ishigakijima, Yatsugatake, Tateyama, etc.  So I have not really had any normal weekend rides since the trip over Matsuhime on April 1.

Since I did not plan ahead, and ended up leaving home well after 9:30AM, I rode alone.  Still, I was determined to make this a "social" ride.  Alone, but social.  "Social" in the sense of socially networked.

I made sure that my Garmin GPS was fully charged and switched on as I left home.  This is my ride to Tomin no Mori and back -- 148 kms and including the classic hill climb up to 1000 meters:

Or here:

I use two GPS online services, RidewithGPS and Strava.  I gave up on Garmin Connect when they switched from Google maps to Bing's vomit-colored yellow, difficult-to-read maps at one point -- though they seem to have improved since.  And Mapmyride ... had some annoying features for its free (non-premium) users and the site did not function nearly as quickly for me as RidewithGPS.  Strava ... might have captured my loyalty, except they initially limited the number of rides per month that a non-premium user could upload, so there was no way to "catch up" and load a set of historical rides.

Also, RidewithGPS has the best explanations I have seen online for how to upload to a Garmin Edge 705 or Garmin Edge 800 micro SD card the free OSM maps available at various sites -- tricky, and crucial if you need a map for a region where you do not have (and do not want to pay a lot of money for) a Garmin basemap.  They also make it extremely easy to draw your own tracks for a future ride.  And they help you to download your own or others' rides and tracks, give you information on which type of file (tcx and gpx) to select, and how to upload/use those on your Garmin device, for which purpose.  So they are doing the "customer service" that Garmin really should provide.

Strava is much more polished, has more money behind it -- maybe real venture capital funding, etc.  Ride with GPS seems to be two guys (maybe just one?) in Oregon.  When you have question, you get a personal response from Cullen.  So long ago I decided I would use RidewithGPS, and it is the only service where I signed up for "Premium" (paid) features.

Still, I now find that I really need to upload my rides to Strava as well, since it has become a social network, and if record a ride using GPS, and don't upload the results, it is as if I did not ride it at all.

This has the feeling of back when Facebook first became popular a number of years back.  If people were in a group of friends that reported happenings on Facebook, you were pretty much compelled to do so as well if you wanted to stay in touch.  Now, I'm following over 20 Tokyo-based cyclists on Strava, and 20 or more are following me.  Plus I am following Taylor Phinney (BMC) and Ted King (Liquigas).

Some of the folks I follow record EVERY ride, even daily commutes, by GPS.  Every day I get an email telling me who rode where: that M. rode to 9.8 work and set a personal record on a 500 meter stretch of a road, or that G. rode home from the swimming pool.  And of course the email also notes that Tom rode 250 kms and set the "KOM" on more passes in the mountains of NW Saitama.

The feature that drives all of this "social" (but not truly social) behavior is Strava's segment feature.  You can define a "segment" from any of your rides, and then track your times (and others') on that particular stretch of road.  And you will unwittingly ride others' defined segments and get a notice after the fact that, even when you did not realize that you were being "compared".  Ride with GPS has added a similar feature, though they have fewer users in Japan at this point, so it is less of a network effect.

As Graham noted the absurdity of all this to me a few months back, one of the defined segments is along Komazawa Dori, from the traffic signal at Nakameguro/Yamate Dori up the hill toward Yutenji.  This 650 meter stretch, with 20 meters of elevation gain, is now to be raced at maximum speed (?).  Actually, there are four traffic signals along this stretch, and plenty of traffic, so it is not recommended for racing.  I've ridden this stretch for years, ... but always commuting, and I never thought it was a test of my climbing ability, or worth uploading.  I should note that Graham rode a personal best up this slope on his way out of town on May 26, and is now back up to 3rd place out of 45 Strava riders, ahead of James, Dominic, Thomas P., Tim S., Shane, and even Race-Across-America veteran Jamie S.  Keep it up!  Kudos!  And the rest of you, haul ass and put up some better times.  We are watching.

So I set out on Sunday with a specific goal.  I wanted to get a better time on the climb from Motojuku Crossing to Tomin No Mori.  This is a true, even a "classic" hill climb segment in the Tokyo area.  It is where Pete W. and many others train regularly.  I don't ride it regularly, but I've gone up it at least 2-3 times each year since 2005.  My personal best at the climb, in December 2010, is 68 minutes and 43 seconds, as you can see from the Positivo Espresso Togebaka page.  (See Togebaka #3).  I think I did it in 71 or 72 minutes once back in 2008 or 2009, but not with a full GPS recording.

The problem is that when I did the climb in December 2010, I must have rested at the bottom and/or the top, and missed either the beginning or end of the segment, and left the recording on while resting at the time.  So the Strava/Ridewith GPS segments add additional time, recording 102 instead of 68 minutes.

So yesterday, despite roads that remained wet, the hot, sticky mid-day air, my Brevet wheelset (testing slightly heavier Conti Four Season 25x622 tires on 36/32 spoke wheels), and suffering a somewhat bloated stomach after the traditional 7-11 food stop at Itsukaichi, I tried to make a good effort on the climb.  I started BEFORE the intersection at Motojuku, and kept going for at least another 50 meters AFTER the parking lot for Tomin no Mori, no stops, just to make sure that I got a complete time.

I recorded 73 minutes and 31 seconds for the Strava segment, and 73 minutes 14 seconds for the nearly identical RidewithGPS segment.  Not great, but acceptable given the conditions, and enough to at least push me up by 5 spots in the rankings.  I need to go back and try this climb one cool morning later in the year, with my best climbing gear, and see if I can get my recorded time under 70 minutes.  And I'll need to return to most of the "Togebaka" climbs later in the year and at least post a time that is representative for me, even if I'll never be KOM up these or other hills.

If you don't post and share a ride using these services, ... you might as well have stayed home.

Riding your bike to school ... illegal in the USA

There is an interesting and sad article in Bicycling Magazine about U.S. school policies that prevent kids from riding a bike to and from school.

I guess it is not surprising that school districts prohibit small children from riding bikes to and from school, but junior high and high school kids?  No wonder there is an obesity epidemic in the U.S.A., and diabetes rates are soaring among teenagers.  A kid who rides to school becomes an Enemy of the State?

If a town is not safe for a high school kid to ride to and from school ... then it is not safe for any cyclist.

Portland Reclaims #1 Spot -- Most Bike Friendly City in the U.S.A.

News Flash -- May 21, 2012.  


Bicycling Magazine's 2012 list of the most bicycle friendly cities in the U.S.A. is out. Portland, Oregon reclaims the number one spot on the bi-annual list, with Minneapolis (#2), Boulder, CO (#3), Washington, DC (#4) and Chicago (#5) rounding out the top five.

Read more here or here.  And you can see the full list here.


Separately, "Walk Score" Internet service that ranks real estate for walkability, has added a city wide "bike score" feature.  Minneapolis tops Portland (#1 vs #2) on that measure among larger cities, I think primarily because the "bike score" methodology detracts for hilly areas, and Portland has hills all over its west side.  Of course, those hills give the city much of its character, and give you a nice view of the snow capped Cascade Mountains.


Maybe some group should start a similar list for Japan?

SP Dynamo Series 8 Hub Review -- PV-8 and SV-8 -- A "Must Have" for Brevets and Long Rides

One of the topics that long-distance and Audax/Brevet riders tend to get a bit obsessive about is bicycle lighting.  They (we) also tend to obsess over products that make us self-reliant when we ride.  So my apologies for this somewhat geeky and long post.

Last summer at Paris Brest Paris, I noticed that many, perhaps a majority of the participants from some countries seemed to be using lights powered by dynamo hubs.

Of course, I knew what a dynamo hub was -- you see them on practically half of the shopping bikes (mama chari) in Japan.  My wife's shopping bike has one.  But I had always assumed that they produced too much drag to be used for longer distance riding, even where you need lights for many hours at night, several nights in a row.  (And this is certainly what I heard from Japanese mechanics and cycle shop owners -- too much drag!).  I was wrong -- as several of the PBP riders were happy to explain.  Top dynamo hubs in recent years create so little drag as to be insignificant in any context except racing, and they save weight, trouble and cost when compared to carrying and using multiple sets of spare batteries.  This was of special interest to me at the end of PBP.  Before, I had been quite happy with a couple of small, cheap, bright Gentos LED lights, just swapping in spare batteries or buying more at a convenience store when I ran low during night rides.  But as I found myself rationing batteries on the last night of PBP so that I would have light available until morning, and then crashed out after blowing both tires on a small barrier in the roadway that I had not seen, I thought maybe I should try a dynamo hub.

So when I got back home to Tokyo in August, I did some basic reading on the Internet about them.  I learned that the "Campy Record" of dynamo hubs is the Schmidt nabendynamo out of Germany (SON Delux and SON 28).  They are very nice to look at (polished silver), fairly light weight -- especially the SON Delux -- very low drag with or without the light turned on, but costly, and expensive.  Did I mention that they also have a high price ...  In Japan, the price borders on outrageous.  In Germany, it is just high, not outrageous.

So I read some comparative reviews which persuaded me that the newest DH-3N80 Shimano dynamo hub, with "Ultegra class bearings" would be a good compromise -- not quite as low drag, especially with the light off, but lacking the vibration at certain speed ranges that some people complain about with Schmidt hubs, and a bit heavier.  Maybe 35-40% of the Schmidt's cost at retail.  The DH-3N80 is, well, the "Shimano" of dynamo hubs -- not a thing of beauty, certainly not something you can get passionate about, but functional and not temperamental.  I built up Wheel No. 00001 around one of these.  Shimano hubs are readily available in Japan, of course, and it works just fine.

In my online research, I found another interesting approach -- a hub with a mechanical switch to completely disengage and separate the magnets, thereby eliminating any extra drag whatsoever as compared to a non-dynamo hub while a light is off and the magnets are disengaged.  This version, sold in Germany by Supernova, which also makes the beautiful, expensive E3 Pro lights, seemed worth further study.  I noticed that the Supernova detachable hub seemed the same as one made by a small company in Taiwan, SP Dynamo (Series 7).  It was pretty clear that SP Dynamo must be the source of the Supernova product.  Likewise, the Velo Orange brand in the U.S. seemed to be selling a similar design of hub, in a Velo Orange package.

I sent a note to SP Dynamo and was delighted to get back a personal reply from the main man there, Vic Chen.  He noted that for long distance night riding, such as Audax events, I might prefer their Series 8 hubs.  The Series 7 detachable hub adds a lot of weight, and the "light off" drag of the Series 8 hub is so low as to be inconsequential and make it a better choice, especially for rides with lots of elevation gain.  The PV-8 is their standard model designed for a 622/700C road bike wheel.  But Vic mentioned that if you are a  Brevet rider using an LED light, and want the best combination of low drag, it should be possible to use their SV-8, which is designed for 20" wheels.  This light might not generate sufficient current to power many lights when ridden at very slow, grandma's shopping bike speeds, or if you want to run a USB charger at the same time as the light.  But otherwise it is great.  Also, he noted, you are trying to minimize "light on" drag, you need to choose a light that does not draw too much an electric load -- such as some super bright trail-riding versions.

(The "V" in "PV-8" and "SV-8" is the version to be used with a rim brake.  They also make a "D" version of each model (PD-8 and SD-8), for use with a disk brake.  The shape of the actual shell around the dynamo's magnets and wiring is the same for both "V" and "D" models, with the flanges are somewhat closer to the center of the bike than on many road front hubs.  This creates a slightly more aerodynamic wheel, but slightly less wide support for the rim -- and is similar to the SON Delux.)

SV-8 in silver or black; PV-8 looks identical

The PV-8 is SP Dynamo's model designed for a standard 700C road wheel.  It is actually available in Japan (via Trisports, and maybe one other wholesaler), at least in black, and costs about the same as the Shimano DH-3N80.  I could not find the SV-8 in Japan, but eventually purchased one direct from Vic.  The PV-8 went on Wheel No. 00004 -- which I rode a few times just to check it and then sent to a friend whose bike with dynamo hubbed front wheel had been stolen.

The silver SV-8 went on Wheel No. 00005, which I kept and have now used for around 2000 kms -- the biggest test being 1375 kms of Tohoku riding over Golden Week -- including one day with lots of rain and plenty of water on the road -- plus lots of other trips around and near town.  It should get another real test when I use it on the Cascade 1200 in late June.  I like the look of the silver version.  Not quite the shiny polished silver of the Schmidt, but very nice.

A recent independent German test of various hubs by an online magazine vindicates SP Dynamo's claim to be very comparable to the Schmidt hubs in terms of performance.  (NOTE:  Actually, the author of this article is identified as working for the manufacturer of SON hubs, Schmidt Machinenbau) It tests the PV-8, not the SV-8 -- which of course is lighter weight and lower drag than the PV-8, but not approved in Germany for use with 700mm road bike wheels.  (If you use Google Chrome browser and have your browser translate the German article to English, you can decipher 95%+ of the article.)  The test also includes the Shimano DH-3N80, which does okay, except it seems to have much higher "light off" drag than either Schmidt or SP Dynamo, because of different placement of its magnets.  And there is another new Shimano hub in the test -- 1.5V instead of 3V, for an upcoming new standard.  Here is another German site that has some reviews and relevant information, including some English content at the far lower left.

The German test only covers the PV-8.  If the SP Dynamo PV-8 has very similar low drag to the Schmidt models, it excels in two other areas -- lower weight and lower price.  If you compare the PV-8 to the new SON28, it is 390g vs 440g.  If you compare the SV-8 to the SON Delux, it is 367g vs 390g. (Since the SON Delux is also a lower output model, this seems appropriate, whereas the German test compared the PV-8 to the SON Delux, both 390g.  And did I mention that the SP Dynamos retail for much less than half of what the Schmidt ones do?

Charts on SP Dynamo's website compare the SV-8/SD-8 with a "Germany Brand" dynamo.  It shows the output (voltage) and drag (light on and light off) of the S-8 dynamo using a 20" wheel at various speeds.  I believe the comparison is against the SON Delux (also in theory a 20" wheel model, though approved in Germany for 700mm wheels with the SON Edelux LED light).

A second chart that compares the higher output, slightly higher drag/weight P[V/D]-8 against a "Japanese Brand" dynamo using a 700C wheel.  This shows the weak point of the Shimano DH-3N80 -- extra drag with the light off.  Maybe not enough for most of us to notice, but still it is 2.5 times the drag of the P-8.

In any event, I now have enough experience with the SV-8 so that I feel comfortable giving a very positive review.  It works like a charm, produces plenty of current to power either my Philips Saferide LED 60 Lux light or my Supernova E3 Pro LED.  And it is very low drag -- a simple "spin test" confirms what the more scientific test data shows.

Using the SV-8 with Supernova light in Tohoku, at the very slowest (almost crawling) night climbing speed, I still would get a reasonable light from the SV-8.  When I stood out of the saddle and basically was "walking" up the hill at 5 kph, the light would brighten and dim with each stomp of the pedals (dimming down almost to the "stand light" level).  But I do not need a very bright light when going at 5 kph.  And when I got back in the saddle and pedaled with a bit more of a normal rotation, even at very slow speed, the light was steady.  On the flats and on fast descents, the light stretched way out ahead down the road, giving ample advance warning of any danger.

Only time will tell how durable the hub is -- whether the seals keep water out over the long haul, whether the sealed bearings will hold up or will need to be replaced.  But so far, so good, including plenty of riding in rain and with standing water on the road.

At a more wonky level, by looking at the first chart above, showing the S-8 voltage and drag at various speeds with a 20" wheel, it is possible to roughly extrapolate to the result with a 700C wheel if we assume that the circumference of the 20" wheel and tire is about 0.75 times that of the 700C wheel and tire -- of course, the actual ratio will depend on the tires used, and whether you are using a 406C or 451C version of the 20" wheel.  The difference could be greater.  I'm no electrical engineer, and I'm just eyeballing the test charts on the SP Dynamo page, but based on the German independent test I feel comfortable at least suggesting as follows -- please let me know if you disagree.

1. Sufficient Voltage
If the S-8 is placed on a standard 700C road bike wheel, its voltage at any given speed as shown on the S-8 Chart will need to be determined by looking at 0.75 times the speed shown on the Chart.  For voltage produced by an S-8 at 20 kph using a 700c wheel, look at the 15 kph on the chart.  Likewise, for voltage at 30 kph, look at 22.5 kph on the chart.  As can be seen, using a 700C wheel, 6V is obtained at approximately 17.5 kph.   With a road bike wheel, 4V can be obtained at approximately 9 kph -- my speed for steep, slow, climbing at a 9-10% grade.  3-4V is plenty to power most dynamo LED lights.

2.  Lowest Drag - Light On

Conversely, the charts showing "additional power input" needed when the light is on or off must be adjusted downward if the S-8 is used with a 700C wheel.  The S-8 chart shows that at a speed of 15 kph, with the light ON, power input of approximately 4.8 watts is taken.  In fact, however, at 15 kph the additional wattage should be only that shown as needed to run at 11.25 kph, approximately 4.0 watts.

Similarly for the S-8 at 20 kph with the light ON and 700c wheels, required wattage is approximately 4.8 watts, as opposed to 5.25 watts if using 20" wheels with the SV-8, or 5.5 watts if using the PV-8, 5.1 watts if using the Schmidt dynamo (adjusted for 700C wheel size), or 6.4 watts if using the Shimano model.

3.  Lowest Drag - Light Off

For the S-8 at 20 kph with the light OFF and 700c wheels, required wattage is approximately 0.5 watts, as opposed to  0.65 watts if using 20" wheels with the SV-8, or 0.6 watts if using the PV-8, 0.65 watts if using the Schmidt (adjusted for 700C wheel size), or 1.5 watts if using the Japan brand (must be Shimano) model. 

At 30 kph with the light OFF and 700C wheels, required wattage for the SV-8 is approximately 0.7 watts, as opposed to 0.9 watts if using 20" wheels with the SV-8, or 1.0 watts if using the PV-8, 0.95 watts if using the Schmidt, or 2.3 watts if using the Shimano model. 

4.  Lowest Weight

Weight of the SV-8 with 100mm spacing for a road bike fork is 367 grams.  PV-8 is 390 grams.  Schmidt SONdelux is 390 grams, newest SON28 is 440 grams (down significantly from 570 grams in 2011 and earlier models), Shimano DH-3N80 is approximately 520 grams.

5.  Lower Price

If I forgot to mention it, SV-8 retail cost is much less than 50% of the price of Schmidt models, and is comparable with the Shimano DH-3N80.

6. Conclusion

The SV-8 provides ample output for an LED light and affords the lightest weight, lowest drag solution, with light on or off, at a lower cost.

Given the benefits of having a dynamo -- not just for lighting, but also with special adapter, for charging USB devices such as Garmin Edge GPS computers and smartphones -- there is no excuse not to have one for any ride that is going to extend over several days or require more than a few hours of light.

I have yet to explore the add-ons needed for USB charging from a dynamo hub ... but you can find some information at the relevant thread on the TCC BBS, and that is on my future agenda.

Now that I've gotten confident in my wheelbuilding skills, I am thinking of ordering some more of these direct from the manufacturer to build wheels for friends and family.  If anyone is interested in having a wheel built with an SP Dynamo SV-8 or PV-8, just let me know.

UPDATE (July 6 2012):

A new "spin test" comparison of the SV-8 against the SON XS -- these are both 74mm versions for use with Brompton or similar folding bike wheels ... but the hub internals should not differ from other models.  Here is a LIGHT ON spin test.  And here is a spin test with the LIGHT OFF.  And the winner is ???

UPDATE (July 30 2012):

The SV-8 has now made it through (1) 1375 kms in Tohoku in May, (2) the Cascade 1200, and (3) the Rocky Mountain 1200, and still seems as good as new.  Each of these rides involved at least 24 hours of nasty weather -- riding in sometimes heavy rain, with water collecting on the road surface, and the Rocky Mountain 1200, in particular, was very, very tough on my equipment -- shredded tire sidewalls, broken spoke, broken shifter cable, lots of flats, and on and on.

UPDATE (March 2013):  I have added a review of some different LED lights, in case of interest.

UPDATE (April 2014):  The SP dynamo hubs I am using are all working beautifully.  The "main" SV-8 on the A23 front wheel I use for most brevets and randonees now has over 15000 kms at least.  I stopped counting.  The disk brake version on my Yamabushi has thousands of kms, including urban riding as my commuter bike, as well.

And no reports of any problems from the people I have given these to or built up wheels for.  Let me know if you do have any issues.

SV-9 UPDATE (December 2014):  I now have gotten my hands on one of the new series 9 SP Dynamos, the SV-9.  This hub is over 15% lighter weight than the SV-8, and noticeably more compact, and noticeably smoother than any other dynamo hub I have seen or tried, especially when an attached light is switched off.  See my review here.  Watch for it as it becomes available over coming months.