今夏總算遇到被熱醒然後睡不著的情況了
特此一PO!
接下來每天都這樣也不錯@@
星期二, 8月 04, 2009
星期六, 4月 25, 2009
星期六, 4月 18, 2009
星期日, 4月 12, 2009
[裝備]Nike Free試穿心得
Free EveryDay
Free 3.0知道Nike有試跑鞋的活動,
而且可以"試跑"後.
我挑了一場在台大的試鞋會參加.
到會場時已經有不少人穿著Nike新鞋繞著操場體驗.
詢問工作人員之後,
我也換上了第一雙Free系列(Everyday)開始我的體驗之旅.
早上才剛跑完三重半馬,
這時候大小腿的疲勞尚未恢復.
正是測量一雙跑鞋的雙腳疲累時的最佳時機阿!
從工作人員口之得知,
EveryDay 與 3.0 5.0最大不同在於Everyday特別加強後腳掌的避震性能.
以及Everyday在鞋身上布料的選擇也有不同,
3.0 5.0 有較大的無接縫布料, 自然能營造出十分服貼雙腳的環境
Everyday 則多了幾片合成布料幫助雙腳在運動時的穩定性.
Free 系列原本即是強調"強量".
這兩雙在重量上絕對可以與他牌的馬拉松鞋抗衡的.
wait.....
[競賽]Recovery三重半馬
Craig alexander King of Kona 2009Time: 1hr 45min
對於跑河堤這種路線我一直都興趣缺缺,
畢竟河堤的鋪面都沒有經過設計,
水泥,磁磚都超級硬的.
跑快的的話我那脆弱的腳實在不堪負荷.
不過實在太久沒參加路跑賽,
總是要看看現在大家的程度到哪(知己知彼咩!)
六點的起跑時間有點早,
不過目前太陽開始發威的時間越來越早了,
早點跑完也比較輕鬆.
我跟paco說今天只是輕鬆跑,
昨天真的太操了,
感覺肌肉還蠻僵硬的.
前10.5km就完全順順慢慢跑,
心跳也押在160以下.
途中還加入了百馬陪跑團跟著一起吶喊!
折返點前看到越來越多人,
心裡就有點癢了.
一過折返,
馬上跟paco說準備加速了.
心跳直接拉到180bmp左右.
一路輾啊輾,
paco在某個水站後就不知道掉到哪去了.
而我仗著心跳還可以負荷,
腳也熱開了.
繼續加速.
直到進入了最後5km,
日照,缺水,乳酸.
這三項一起進攻.
不得不將速度慢了下來,
看到手錶的時間100min已經不可能了.
索性就慢一點吧.
最後500m也沒什麼力氣衝刺.
以105min收場.
會後還遇到了大學的同學"紅毛".
昨天剛比完國防大學鐵人二項.
今天又跑來跑半馬,
實在太操了!
這次的半馬,
讓我感到自己的配速很弱,
跑步不比騎車,
騎車隨時可以看到目前的速度心率.
所以跑步配速反而變的很難,
有經驗的跑者在多年的練習下可以準確知道目前的配速,
但我目前對配速還是十分陌生.
這是我在慢跑這項還需要加強的點.
星期六, 4月 11, 2009
[練車]爆很大,爆不用錢!
Route : 中和->石碇->106->雙溪->福隆->舊草嶺隧道->頭城->北宜->中和Dist： 161km
Time： 5hr57min
今年隊上報花東的人不少,
但也許大家自主訓練慣了.
比賽前夕到沒有任何團騎?
索性發起這路線讓大家陪陪我練習.
報名的人不少,
嘴砲沒出現的也有(casati, paco, icq).
開拔沒多久小葉就慢慢默默的離我們遠去.
而我們後面四個則不亦樂乎的討論licker新歡.
上姑娘廟之後我也拉點速度往前試圖追小葉,
這一路就是到了柑腳才遇到他.
之後小葉就爆走了,
一路拉速度,
我的心跳也慢慢,慢慢,慢慢的升到170bpm up(平路耶!)
不一會兒就到了福隆7-11.
等了一根半餅乾的時間,
油貓三人也到了.
嘻嘻哈哈一下,
我跟小葉繼續往前,
licker急著回家見新歡所以也拋下我們跟油貓德明跑了.
太陽總算露臉,不過我們兩人馬上鑽進舊草嶺隧道.
涼爽的空氣,配合上陣陣的舊火車音樂,
不時還會有"丟丟銅"的歌曲傳來.
早上九點的隧道可以不用擔心其他單車孜意的前進.
又可以避開濱海的熱氣跟砂石車廢氣.
好地方!
接回濱海後,
小葉趁著順風
又爆走了起來.
這次爆更大,
因為高溫,
心跳一舉拉到接近180bmp.
看著小葉始終在我前方20m處,
我就是沒有勇氣追上去.
深怕會激起小葉更大的鬥志,
速度又拉更高了,
這種無限循環我可受不了.
頭城7-11稍作休息,
九點半的太陽炙熱的曬著我們.
不過看到北宜上方的雲氣,
我可以很肯定的說,
撐到頂後,
絕對是陰天,
但是不會下雨,
上北宜前看到了幾輛法拉利,
還有一台上掀式的,
隨後又跟著一台野馬(美式肌肉車阿!)
小葉這時候說了"剛剛似乎衝太猛,感覺等下爬坡會爆掉"
這傢伙總算說點人話了.
話一結束,
他隨即拉高迴轉將速度拉到20以上.
這!這!這! 老師沒說不能講騙話嗎?
好在過幾個彎後,
小葉似乎是太久沒來北宜,
太留戀沿途的景色,
所以速度就慢了下來.
我當然是趁人之危(?)的趁機拉大我們之前的距離,
要風光只能趁現在囉!
前段的平路果然造成了傷害,
左股四頭在不斷的出力後,
有越來越緊,越來越硬的感覺.
這可不能兒戲阿,
趕緊降檔拉回轉.
撐啊撐的攻頂.
滑啊滑的到坪林.
這邊果然是車友急散地,
一團一團的人都在這裡休息補給,
突然間,
一位登山車騎士停了下來,
好面熟阿,
這不是我元旦南下取暖時遇到的桃園車友阿B嗎?
打個招呼後知道他是來陪騎環島的,
陪到礁溪後就快快樂樂的坐車回家.
兩人敘了點舊,元旦那種鬼天氣一起南下的革命情懷可不是那麼容易割捨的阿.
(阿B,今天的照片記得寄給我啊!簡介裡有信箱!)
簡單道別後轉往最後的爬坡.
沒力!真的沒力了!
不想太多,
就順順騎完吧,
不過騎一騎看到一個人超車,
超車不打緊,
居然後是用那種快我們一些的速度,
擺明就是欺負我們沒力.
受不了啦,
追上去,
不過身體很誠實的就是踩不太動.
追擊的途中經過某個大坡,
那時我正在抽車,
一台小綿羊從對象要殺彎,
不知道是我抽車姿勢太醜嚇到人家還是怎樣?
那太機車跟我交會之後,
咖拉咖啦的就摔了,
好在兩個人看起來都沒事.
繼續追擊,
仍然沒力.
接近風漏嘴時才發現原來他只差我不到100m了.
整個北宜都在疲軟的小葉,
也許是打定主意要搭捷運回家.
下坡衝的跟什麼一樣.
技巧不如人的我只好眼睜睜的又看他離我遠去.
其實也小葉目前的狀況,
在M25拿前十我覺得很有機會,
但配速這點可以更精進,
才不會像今天這樣提早爆掉.
回家後做了簡易的轉換練習,
太陽真是烈啊,
夏天, 真的要來了!
星期六, 4月 04, 2009
[練習]三月桂花香
一早輕鬆的爬完北宜坪林折返,原先是打定主意原路下市區,
但掃墓的車潮,
讓我和licker都頗擔心交通狀況.
索性從北47下滑,
北47下滑約2km處,
整條路上充滿著桂花香氣.
令人心曠神怡.
雖然只有短短一段,
卻將北47點綴的更臻完美.
=============================
植物名稱:桂花樹
科別:木犀屬科
學名:Osmanthus fragrans
英文名:Osmanthus
別稱:木犀.銀桂.九里香.巖桂
原產地:亞洲.太平洋諸島.中國.北美洲
花期:全年,秋季最盛開
=============================
接近2/3時迎面而來的正是新婚的Mark&Elsa.
匆匆(衝衝)的擦車(身)而過.
來不及向他們祝賀只能大喊名字以示祝福囉!!
在這祝福MarK&Elsa"白頭偕老,婚姻美滿"
回到家後,
簡單換裝,
跑向操場.
進行二鐵轉換練習,
九點多的高溫,
剛起跑心跳就拉到180以上.
腳傷還不確定好了沒.
只敢慢慢的前進.
遮陽帽拉到最低.
以躲避艷陽直射.
同時還有一位身穿繡著國旗運動外套的跑者在練跑.
穩定的速度加上不時看錶.
明顯的是個練家子.
我手上那包Energy-in,
每800m就小吸一口.
以前都沒發現,
原來Energy-in的化學味這麼重.
草草跑完既定行程趕緊回家休息.
星期三, 4月 01, 2009
Crank arm lengths for tri
One question I do not get in the never-ending quest by readers to wrest every scintilla of speed out of themselves and their machines is what length crank should I ride?
At first blush, the answer seems to be it doesn't much matter. But let's look a little further, because I think it does matter. Further, the answer is counterintuitive, as is often the case in this milieu.
Jim Martin is a cycliing enthusiast, a bicycle racer, holds a PhD in exercise science and an undergrad degree in mechanical engineering. He's a professor at the University of Utah and is as august an academic on the subject of crank length as anyone. The conclusion of his investigations is that it's hard to quantify a difference in efficiency between cranks lengths of 145mm and 195mm, regardless of a rider's heights. So why sweat it?
Crank lengths have been a topic of investigation for Velo News' tech editor Lennard Zinn for 15 years, and he's written, rewritten, recast and self-edited many times over the years, probably most notably in a long reply to a Velo News letter to the editor in 2003.
At first blush, the answer seems to be it doesn't much matter. But let's look a little further, because I think it does matter. Further, the answer is counterintuitive, as is often the case in this milieu.
Jim Martin is a cycliing enthusiast, a bicycle racer, holds a PhD in exercise science and an undergrad degree in mechanical engineering. He's a professor at the University of Utah and is as august an academic on the subject of crank length as anyone. The conclusion of his investigations is that it's hard to quantify a difference in efficiency between cranks lengths of 145mm and 195mm, regardless of a rider's heights. So why sweat it?
Crank lengths have been a topic of investigation for Velo News' tech editor Lennard Zinn for 15 years, and he's written, rewritten, recast and self-edited many times over the years, probably most notably in a long reply to a Velo News letter to the editor in 2003.
Therein he references an elegant formula for crank length published by Kirby Palm in which .216 X inseam is posited. So, if you have an inseam of 32", that's 813mm X .216 = 175mm crank arms. Lennard himself, at least as of 2003, prefers .21 X inseam, yielding in the case above 170mm cranks.
These are two of several such formulae. Others are Bernard Hinault's 28.4% of knee to trunk, and then just 10% of your height.
You'll notice a large variance in crankarm lengths if you use formulae built strictly on the notion of proportionality. Crankarms from 150mm to 195mm appear appropriate for riders ranging between 28" and 36" inseams. A formula like this intuitively flows from the notion of proportionality, and the fact that these cranks are not spec'd on bikes is probably more a result of fear of SKUs-run-amok by crank and bike manufacturers than by anything more rational. Anyone who's spectated bike makers trying to explain why they don't use 650c wheels on their smaller-sized bikes understand the mindset.
But there are detractors, notably Edward Zimmerman, who moderates proportionality based on factors such as the knee stress at the top of the stoke just when power is applied.
These are two of several such formulae. Others are Bernard Hinault's 28.4% of knee to trunk, and then just 10% of your height.
You'll notice a large variance in crankarm lengths if you use formulae built strictly on the notion of proportionality. Crankarms from 150mm to 195mm appear appropriate for riders ranging between 28" and 36" inseams. A formula like this intuitively flows from the notion of proportionality, and the fact that these cranks are not spec'd on bikes is probably more a result of fear of SKUs-run-amok by crank and bike manufacturers than by anything more rational. Anyone who's spectated bike makers trying to explain why they don't use 650c wheels on their smaller-sized bikes understand the mindset.
But there are detractors, notably Edward Zimmerman, who moderates proportionality based on factors such as the knee stress at the top of the stoke just when power is applied.
You'll note while reading most of these folks that they make mention of the use of longer cranks during timed race events. Zimmerman relates that, for time-trials and mountain stages it is not uncommon for elite cyclists to adopt longer cranks. Indurian, for example used 180mm cranks in time trials instead of his 175mm. Kirby Palm offers this: In time trialing, a slightly longer crank may also be beneficial. It allows optimum performance at a lower cadence, which by itself may seem helpful.
What I have failed to see, from the analysis of those listed above, is anything above a cursory sentence on the importance of the hip angle at top dead center, and how this question impacts the choice of crank length. More and more TT/Tri fitters—whose jobs are finding the appropriate bike positions of their charges—are focusing on this particular ergonomic metric: acute hip angle.
Kirby Palm may be onto something with his crank length formula, but he falls prey to two urban myths in the same sentence: that time trialing with a longer crank, and with a lower cadence, are each desirable things. Zimmerman notes, without refutation or commentary, that longer cranks are chosen in both mountain and time trial events, as if these specialties have a kinship requiring parallel technologies or techniques.
What I have failed to see, from the analysis of those listed above, is anything above a cursory sentence on the importance of the hip angle at top dead center, and how this question impacts the choice of crank length. More and more TT/Tri fitters—whose jobs are finding the appropriate bike positions of their charges—are focusing on this particular ergonomic metric: acute hip angle.
Kirby Palm may be onto something with his crank length formula, but he falls prey to two urban myths in the same sentence: that time trialing with a longer crank, and with a lower cadence, are each desirable things. Zimmerman notes, without refutation or commentary, that longer cranks are chosen in both mountain and time trial events, as if these specialties have a kinship requiring parallel technologies or techniques.
Most cyclists, whether road or tri, are cognizant of that pinched feeling at the top of the pedal stroke, if the back is too flat, or the saddle too far arears. Just as a half-squat is easier than a full-squat, commencing hip and knee extension is hard when levers are not allowed to function at a mechanical advantage. For this reason, aerobars that are too low create an environment in which power is lost.
Lengthening a crankarm creates problems for a timed racer. If you add 2.5mm to a crank's length, you lower your saddle that same 2.5mm to preserve your knee angle at bottom dead center, roughly 145° of included angle. At top dead center, then, that pedal axle is now 2.5mm closer to the torso, plus another 2.5mm, because that crank now sits 2.5mm higher above the BB axle. So, for every increment you lengthen the crank, your knee is double that increment closer to your torso as you start to apply power to the pedals at top dead center.
Your "closed hip angle," that is, your hip angle at top dead center, is probably between 46° and 52°, depending on your chosen landmarks, but this range is what you'll get using the trochanter as the angle's fulcrum, extending to the center of the knee, and to the acromion (shoulder bone). Our F.I.S.T. protocol measures open hip angle, or more precisely a proxy of it, and centers around 100°. In either case, in order to perserve these hip angles, the armrest drop—that vertical measure between the top of the saddle and the top of the armrest—must be increased by 5mm if the crank is lengthened by 2.5mm. This works against the athlete if he's trying to choose the most aerodynamic position available to him.
Lengthening a crankarm creates problems for a timed racer. If you add 2.5mm to a crank's length, you lower your saddle that same 2.5mm to preserve your knee angle at bottom dead center, roughly 145° of included angle. At top dead center, then, that pedal axle is now 2.5mm closer to the torso, plus another 2.5mm, because that crank now sits 2.5mm higher above the BB axle. So, for every increment you lengthen the crank, your knee is double that increment closer to your torso as you start to apply power to the pedals at top dead center.
Your "closed hip angle," that is, your hip angle at top dead center, is probably between 46° and 52°, depending on your chosen landmarks, but this range is what you'll get using the trochanter as the angle's fulcrum, extending to the center of the knee, and to the acromion (shoulder bone). Our F.I.S.T. protocol measures open hip angle, or more precisely a proxy of it, and centers around 100°. In either case, in order to perserve these hip angles, the armrest drop—that vertical measure between the top of the saddle and the top of the armrest—must be increased by 5mm if the crank is lengthened by 2.5mm. This works against the athlete if he's trying to choose the most aerodynamic position available to him.
Furthermore, if events over the last decade are instructional, cadences are not trending lower in timed events, rather in the other direction. Perhaps a starting point for a discussion on cadence might be to posit the following: ride with a cadence equal to your functional threshold power + 5 beats. So, an Ironman ride at 80% of FTP might be ridden at 85bpm (beats per minute), and a 40k TT might be ridden at 98% FTP, or 103bpm. If you think this a high cadence, remember that only once since the 1960s has a world hour record been set at a cadence below 100.
But this would be just a starting point for what might be a further analysis into your perfect cadence, taking into consideration your morphology, your height, conditioning, fiber type, and so forth. My hope is not to segue into a discussion of perfect cadence, rather my points are two: that cadences in the timed events, at the highest levels of bike racing (where efforts rarely last more than an hour), are rarely observed below 90rpm and are often above 100rpm; and that cadences trend higher as the event grows shorter or, to put it another way, cadences go up as effort goes up.
You might add a third element that tracks up or down with cadence and effort: seat angle. If you consider just flat terrain, whether in a mass start event or in a timed event, as the effort goes up, the trunk moves forward—when Phil and Paul are describing the rider as "on the rivet" they're not talking about the rear rivet.
But this would be just a starting point for what might be a further analysis into your perfect cadence, taking into consideration your morphology, your height, conditioning, fiber type, and so forth. My hope is not to segue into a discussion of perfect cadence, rather my points are two: that cadences in the timed events, at the highest levels of bike racing (where efforts rarely last more than an hour), are rarely observed below 90rpm and are often above 100rpm; and that cadences trend higher as the event grows shorter or, to put it another way, cadences go up as effort goes up.
You might add a third element that tracks up or down with cadence and effort: seat angle. If you consider just flat terrain, whether in a mass start event or in a timed event, as the effort goes up, the trunk moves forward—when Phil and Paul are describing the rider as "on the rivet" they're not talking about the rear rivet.
Why is this important? Because timed events, and triathlons, are not ridden with intervals of sitting up, riding easily—at least not by those who're in contention. Accordingly, saddles are forward, trunks are forward, backs are flat, and cadences are elevated. If you keep or make a crank arm short, an incrementally higher cadence is required to offset the lower torque generated by the shorter lever. But a higher cadence seems not only justified, but required, by timed racing. Alternatively, a longer crank arm is incrementally harder to spin at that higher cadence, all things equal. In other words, there is an elegant confluence with shorter cranks and higher cadences in timed racing; these elements are not in conflict, rather they complement each other.
This is not to suggest longer crank arms are not desirable, rather to say that longer crank arms do not dovetail nicely with the notion of flat backs; small frontal profiles; and closed hip angles that allow for appropriate leverage at the beginning of the power phase of the pedal stroke—especially if riding a faster cadence is a required element.
What both Jordan Rapp (my F.I.S.T. workshop "lieutenant" and one of triathlon's top cyclists) and I, in our n=2 experiment, have discovered is that we pair of 6'2" riders have found that 172.5mm cranks seem most appropriate for our own timed racing efforts. What I don't know is what my best crank arm length is for road riding. I rather think it depends on the specialty. For example, criterium riding is a lot more like timed racing than like, say, long ascents. My flat-back, on-the-rivet, hands-in-the-drops try like hell to keep the elastic from snapping seated sprint out of a corner is pretty much identical to my TT position, just that I don't have amrests under my elbows. Indeed, my closed hip angle in this position is 48°, identical to this angle in my TT position, as determined by a Retul motion capture analysis.
This is not to suggest longer crank arms are not desirable, rather to say that longer crank arms do not dovetail nicely with the notion of flat backs; small frontal profiles; and closed hip angles that allow for appropriate leverage at the beginning of the power phase of the pedal stroke—especially if riding a faster cadence is a required element.
What both Jordan Rapp (my F.I.S.T. workshop "lieutenant" and one of triathlon's top cyclists) and I, in our n=2 experiment, have discovered is that we pair of 6'2" riders have found that 172.5mm cranks seem most appropriate for our own timed racing efforts. What I don't know is what my best crank arm length is for road riding. I rather think it depends on the specialty. For example, criterium riding is a lot more like timed racing than like, say, long ascents. My flat-back, on-the-rivet, hands-in-the-drops try like hell to keep the elastic from snapping seated sprint out of a corner is pretty much identical to my TT position, just that I don't have amrests under my elbows. Indeed, my closed hip angle in this position is 48°, identical to this angle in my TT position, as determined by a Retul motion capture analysis.
But while seated climbing my closed hip angle is about 5° more open, if it's a 6% or 7% climb we're talking about. And, during out-of-the-saddle climbing I've long thought a much longer crank would be more appropriate, both for the lower cadences most of us use out of the saddle, and for the sake of best balance aboard the bike.
So I cannot give you, as of this writing, an amount triathletes and time trialists should shorten their cranks versus what they'd use on their road race bikes because, even though I've been riding and occasionally racing road race bikes for 30 years, I've only just begun to think about whether my best crank length while climbing is really 175mm.
But what I can at least tell you is, regardless of what crank you ride on your road race bikes, and irrespective of the nature of your typical road riding session, your best time trial or triathlon crank length is certainly not longer—rather it's shorter—than what you'll use on your road bike.
Were I a product manager spec'ing cranks on my size run of TT/Tri bikes, I'd certainly start with cranks no longer than 165mm, and these would go on everything 50cm and below. I'd then add 2.5mm, which means finding the elusive 167.5mm lengths, every 3cm or 4cm worth of bike size increase, ending with 172.5mm on sizes 60cm down to 57cm, and 175mm arms on bikes only above 60cm in height.
This would dovetail with the smaller gears on these bikes required to ride the faster cadences, which advocates for 110mm bolt pattern cranks spec'd OE with 34x50 and 36x50 chain rings. Sadly, none of this sort of drive train spec is very often found on OE tri bikes these days.
So I cannot give you, as of this writing, an amount triathletes and time trialists should shorten their cranks versus what they'd use on their road race bikes because, even though I've been riding and occasionally racing road race bikes for 30 years, I've only just begun to think about whether my best crank length while climbing is really 175mm.
But what I can at least tell you is, regardless of what crank you ride on your road race bikes, and irrespective of the nature of your typical road riding session, your best time trial or triathlon crank length is certainly not longer—rather it's shorter—than what you'll use on your road bike.
Were I a product manager spec'ing cranks on my size run of TT/Tri bikes, I'd certainly start with cranks no longer than 165mm, and these would go on everything 50cm and below. I'd then add 2.5mm, which means finding the elusive 167.5mm lengths, every 3cm or 4cm worth of bike size increase, ending with 172.5mm on sizes 60cm down to 57cm, and 175mm arms on bikes only above 60cm in height.
This would dovetail with the smaller gears on these bikes required to ride the faster cadences, which advocates for 110mm bolt pattern cranks spec'd OE with 34x50 and 36x50 chain rings. Sadly, none of this sort of drive train spec is very often found on OE tri bikes these days.
星期四, 3月 26, 2009
[裝備]Saucony Triumph 3
[Intro]The Triumph 3 adds even more cushioning features to our top-of-the-range neutral shoe. The third Triumph has Impulse EVA and and Impact interface first seen in the super comfortable Grid Hurricane 7. The Archlock has been improved too for better midfoot fit.
[Tech]
Category: Cushioning
Last: Modified Contour EAS for biomechanical correction
Upper Technologies
Archlock for a supportive fit
Airmesh Upper for lightweight breathability
Midsole Technologies
EVA midsole for responsive cushioning
Rearfoot Grid for Stable Cushioning
Rearfoot HRC for responisive impact absorbtion
Forefoot HRC for dynamic toe-off
SRC for impact protection
HRC Strobel Board for foot-in comfort
Impulse EVA for responsive, resilient forefoot cushioning
Midfoot Bridge for support
Outsole Technologies
XT900 rubber compound heelstrike
XT900 rubber compound rearfoot
b/cR rubber compound forefoot
[Price]
1500 NTD
星期一, 3月 23, 2009
[游水]游泳四式肌肉百分比
游泳四式各部位肌肉使用百分比表(%)
(取自張長存著81年大專院校游泳教練講習會資料)
軀幹肌肉
胸大肌(pectoralis major)
擴背肌(latissimus dorsi)
斜方肌(trapezius)
腹直肌(rectus abdominis)
三角肌(後)(deltoideus)
三角肌(前)(deltoideus)
手臂肌肉
肱二頭肌(biceps brachii)
肱三頭肌(triceps brachii)
腿部肌肉
股四頭肌(quadriceps)
臀大肌(gluteus)
股二頭肌(biceps femoris)
腓腸肌(gastrocnemius)
(取自張長存著81年大專院校游泳教練講習會資料)
軀幹肌肉
胸大肌(pectoralis major)
擴背肌(latissimus dorsi)
斜方肌(trapezius)
腹直肌(rectus abdominis)
三角肌(後)(deltoideus)
三角肌(前)(deltoideus)
手臂肌肉
肱二頭肌(biceps brachii)
肱三頭肌(triceps brachii)
腿部肌肉
股四頭肌(quadriceps)
臀大肌(gluteus)
股二頭肌(biceps femoris)
腓腸肌(gastrocnemius)
星期三, 3月 18, 2009
星期五, 3月 13, 2009
[生活]In Body 2009/03/13
體重: 70.1kg
體脂: 23%
體脂重量: 16.1kg
除脂重量: 54kg
總水分: 38.9kg
BMI: 21.9
腹部肥胖率: 0.83
阻抗: 546 Ohm
蛋白質: 11.1kg
肌肉重: 50kg
骨質: 4kg
體脂: 23%
體脂重量: 16.1kg
除脂重量: 54kg
總水分: 38.9kg
BMI: 21.9
腹部肥胖率: 0.83
阻抗: 546 Ohm
蛋白質: 11.1kg
肌肉重: 50kg
骨質: 4kg
星期二, 3月 10, 2009
[裝備] Record Carbon Crank Cracks
手上這組07年 Record carbon大盤(腿上打CASATI mark).在前幾天的騎程時,
忽然右曲柄的螺牙座整個崩解.
瞬間整個踏板也脫離右曲柄,
好險當時是坐姿,
不然真的賠了夫人又折兵了.
讓我解釋一下螺牙座(上圖)因為整支曲柄是用碳纖做的,
所以在與BB和踏板連接處就得放上金屬機構(碳纖螺牙做不出來吧!)
從表面上看來,
曲柄下端開了個圓孔,
將螺牙座黏入(不確定是怎麼黏的).
常理來說,
若是用膠做黏合,
在時間的演進之下,
膠會老化,
螺牙座就有機會鬆脫.
但是今天我遇到的情況是:
整個螺牙座崩裂.
我推想的可能點在於,
黏合膠有部分老化,
導致螺牙座產生鬆動.
再加上踩踏壓迫的話.
因為螺牙座已經無法將其受力均勻的分散出去.
長期下來(這問題有徵兆到崩裂不到一週時間,踩踏時間不到5hr)
就造成螺牙座從中間裂掉.
目前想到的解決方案有三:
一. 找哥美斯修理
二. 找campy原廠修理
三. 去生一個螺牙座,請工廠黏合,再找Edison幫忙攻牙.
星期日, 3月 08, 2009
[練車]無言的Record大盤
Route: 北海岸-->金山7-11(折返)Dist: 2hr55min
Time: 78.7km
早在一週前就覺得右踏板怪怪的,
在下死點會有明顯的踏面歪掉感覺.
在上死點則會有明明的咖咖咖聲音.
一直把焦點放在Ultegra卡踏上,
拆了幾次檢查,
連軸心也拆出來轉轉看(看起來十分正常).
周日一早的天色雖然陰,
地上的積水也還沒乾,
直接賭下去了,
再不去去練個大坪國小就沒機會了!
從中和到淡水這段,
地漸漸乾了.
雲漸漸開了.
心情不自由的高興起來.
那些怕下雨的懶蟲們,你們已經損失一個早上.
才剛過新埔的聖約翰學院,
咦!前面是有撒水車經過嗎?
怎麼濕成這樣,
同一時間,
天空也灑下雨絲.
都跑到這了,
當然不能回頭.
冒著雨,
頂著風.
路上半隻車友也沒有.
就當作訓練個人雨天獨推能力吧!
逆風到了跳石海岸才漸漸減小,
看著前方忽然出現兩台車,
慢慢追了上去,
簡單打個招呼後又超車過去.
一個人騎總是會東張西望的.
左看看右看看,
上探探下瞄瞄.
挖!
右曲柄連接踏板的地方怎麼有點怪,
再看看左曲柄,
真的耶! 右曲柄的螺牙座似乎有些凸出來,
難道這就是我在下死點踏面整個歪掉的原因嗎?
到了金山7-11補給順便再檢查一下,
果然不假,
螺牙座已經凸出來一小塊!
趕緊打電話給Edison跟他報告這個好消息(算是好消息嗎?)
當然大坪國小也不敢上去了,
萬一踩一踩情況變嚴重不就搞笑了嗎.
原路回程是最安全的了,
一來順風沒坡,
二來便車很多.
心情輕鬆的踩回去,
時間晚一點,
對想就看到不少人出門練車了.
哥倫布車隊連支援車都開過來.
接近石門市區,
遠方就可以看到一艘擱淺的貨輪,
這在上週的金石馬拉松就看過,
儼然成為北海岸的新地標.
接近老梅(好像台北市公車的廣播),
老梅,這的地方,我短時間之內是不可能忘的.
老梅老梅,倒楣倒楣.
一個小坡,
咖搭一聲.
我的踏板怎麼跟著我的卡鞋跑?
還好當時速度不快,
也沒有抽車,
不然就要重演04年Armstrong抽車脫卡的窘境(我可能會摔吧!)
趕緊下車檢查,
這,這,這,
右曲柄的螺牙座不只是脫落,
它根本是整個崩裂,
這下右腿應該是整個沒救.
有圖有真相,
崩裂的螺牙座
分家的Ultegra卡踏
下雨天的北海岸,落難的單車騎士.
悽悽慘慘,慘慘戚戚.
趕緊call-out找朋友幫忙找Taxi,
同時間也問路邊過馬路的大嬸哪邊可以叫計程車.
單腳踩踏(真是累阿!)進入老梅村內.
搭上白牌計程車(沒有執照那種!)直奔紅樹林MRT.
到了樂騏等Edison(真不好意思,周日還打擾他)來開門急救.
又call-out給Casati詢問車上BB的規格(原來是PMP BB).
兩人討論了一下發現以目前來說沒什麼辦法修復,
我只好悻悻然將車子放在店裡(要單腳騎回中和太恐怖了)
跟edison借了雙藍白拖,
趴搭趴搭的散步往車站回家.
回家想了想,
我的Record大盤怎麼會出現種情形?
雖然說看崩裂的點,
是整體上比較脆弱的地方.
但以目前我的體重應該不至於造成螺牙座那麼大的受力.
這一切,還是個謎?!
星期日, 3月 01, 2009
[競賽]2009 金石(精實?)馬拉松
Dist: 42.195kmCertification Time: 3hr39min
Polar Time: 3hr37min
[賽前]
今年的衣服真的好看,
若是肩帶做的更窄,那就完美了!
[競賽]賽前三天不小心又從家裡的樓梯滑一跤摔了半層樓,左邊屁股中彩.
隔天連走路都會痛,實在很擔心週末的馬拉松賽.
最後兩天索幸好好休息兼狂吃碳水化合物.
周日一早搭上大學室友的便車直奔會場(中和到萬里交流道只花了20分鐘).
會場的天氣其實不算太差,毛毛細雨,加上不到15度的氣溫.
對跑馬來說算是不錯了,可惜我就是怕冷(單車騎久了,怕冷不怕熱).
停好車已經剩下不到20分鐘.
帶著朋友們小跑步趕到會場.
鳴槍後,離我出拱門的時間已經過了2min多.
週遭也都被半馬的人群包圍者.
乾脆就熱身陪室友龜傑一同前進吧!
一出暖身專用的金山隧道,強勁的海風夾帶細雨迎面而來.
而我帶著龜傑走外道慢慢超車.
目的地是核二廠前的樹叢(每年必到的解放地!)
5KM過後(花了超過30min),暖身也算結束了.
進入金山外環道前開始拉高點速度,
也追上了研究所學弟,
他因為體態的增長,只求430完賽,
我跟他打賭若我跑進359就有牛排一客,
學弟看到我發現時間不早了,
還很開心的覺得牛排已經到手.
我當然不能讓他順利得逞,加點速度甩開他往前.
在外環道上我就發現有個跑友一直跟在我後面,
就這樣一路跟到10KM處,
之後的5KM我們聊天齊跑,
這位前輩看起來也是50多歲的老手,
他說一路上看我一直看錶(其實是覺得怎麼跑這麼久還沒到里程牌!),
加上速度還滿穩的(其實是我快不了啊!)
所以一路跟著我跑.
聽他說說以前跑馬的經驗,
玩三鐵的經驗,
兩人不知不覺速度也快了一些.
而我們兩個後面不知道什麼時候居然也黏了一些人.
後面的前輩們幫忙報每km的時間,
我們則依照時間調整速度.
接近17.5km時鞋帶掉了.
停下來將鞋帶綁好,
沒想到居然綁的太緊,
鞋舌碰撞腳背,
跑步姿勢都亂了.
趁著石門橋的上坡加速超過不少人來爭取重綁鞋帶的時間.
去程其實都是順風為主,
跑起來也輕鬆很多.
而我的手臂肌肉目前還沒辦法長時間甩手,
折返之前幾乎都將手放到最低晃動,
一來可以減少甩手,
二來可以強制肩膀肌肉放鬆.
抵達折返點看看時間1:53,時間還蠻充裕的,
重點是身體並沒有什麼疲憊的感覺.
折返後就精采了,
一路的逆風側風,加上上坡.
這,不就是我騎車常常遇到的狀況嗎?
逆風,身體略為前傾減少風阻,
上坡,身體略為前傾幫助出力.
騎車,身體前傾.
有沒有這麼巧,身體都是前傾阿?
那當然,
出力方式就跟騎車十分接近.
拜此所賜,回程這段逆風我可是輾過不少人(因為真正的強者都在前面阿!).
跳石海岸這段又跟著一位永慢的前輩(120馬了)一同前進,
我也不時詢問他們的訓練里程,
對路線的選擇,
同時他們一些有趣的跑法也卓實讓漫長的馬拉松增趣不少.
進入金山市區後這位前輩說他的目標可以達到了,
要我可以加速拼拼看34X,
最後5KM有這種機會當然要試試.
於是拉了出去,
一路繼續輾人,
最後3KM我發現有人在我後面跟了一段時間.
隨即轉頭過去攀談,
先問問他有沒有機會破PR.
對方說有機會,
但是幅度不大,
約3~4min而已.
我就回他"那我們兩個一起ㄑㄧㄥ這最後3km吧!"
這位年輕人也是永和慢跑的.
他說之前常常在35KM左右抽筋,
但今天天氣涼爽很多,
反而沒這樣的症狀.
最後的3KM包含了1KM的隧道.
這3KM我們兩個速度也不敢放掉的並行前進,
跟其他跑友比較起來,
我們超過去的速度算是快的(以我目前弱腳的觀點啦).
接近隧道出口時我跟這位戰友說"怕外頭的冷風會讓我抽筋,所以你要衝就先衝吧!"
他也是很有義氣的說"最後50M再一起衝線".
就這樣到了接近50M,
我們倆雙雙開始加速,
我能聽到週遭的群眾大聲的幫我們喊加油,
但我急促的喘息聲仍然遠遠的蓋過群眾聲.
最後我以半個身體之差落後這位戰友,
看看大會時間3:39:16
而我的Polar時間則為3:37
成功了,
牛排入手,
證明這兩個月來的練習沒有白費.
前兩天的摔傷也沒有對比賽造成太大影響.
更大幅破了我個人在金石馬拉松的時間紀錄(去年為4:18).
值得,真的值得!
[賽後]
結束後與我的戰友握手互相道賀,
感謝他最後3KM的陪伴.
這次對跑馬又有新的體驗,
以前都是在400~430這個區間跑.
這次能在330~400這個區間跑,
跑友的組成也有很大差異.
不像以前大家後段速度都掉很多,幾乎都在撐.
保四的跑者在最後15KM仍然可以維持一定的速度前進.
更不時會有人出來帶速度.
競爭的感覺更是明顯,也更有趣.
經過這次我對配速又更有概念.
還有大腿肌群的交替運用也讓我在後半段能跑出1:44左右的時間.
回到帳篷後,
21KM的朋友們都已經休息好一陣子了.
大家照照相,
隨即驅車前往萬里基隆交界的"海龍珠"大啖海鮮.
這間店一值沒有機會吃,總算一償宿願品嚐新鮮精緻的海鮮料理
世界真的很小.
吃飯時居然遇到大學室友的社團朋友.
難道在新竹唸過書的,
最終都會來參加這種活動嗎?
星期五, 2月 27, 2009
[飲食]謎樣的布丁
[緣起]
同事蜜月從香港帶回99%巧克力,
這種超濃的原味巧克力實在沒幾人有勇氣一口接一口的吃.
眼看就要放到發霉了.
我就想99%應該是料理用的,
目的是要巧克力的香氣跟苦味作陪襯.
那應該配上什麼東西呢?
一瞬間腦海閃過了"提拉米蘇"上面那層可可粉.
不過公司的7-11卻沒有提拉米蘇可以買.
又想到如果拿小美香草冰淇淋來配應該不錯.
無奈小時候只賣10元的小美,現在居然漲價到18元了(80%的漲幅真是有夠扯).
尋尋覓覓,
最終候選人登場了,噹!噹!噹!"統一布丁"
單吃也許有點甜,
不過若能灑上香味十足,帶點苦味的巧克力屑.
味道肯定又提升到另一個層次了.
品嚐後,
同事對於這樣的搭配讚不絕口.
他帶回來的巧克力能發揮到這種程度也是他始料未及的吧!
BTW,
昨天在電視上看到,
要分辨巧克力的品質,
最簡單的方法,
就是用手去掰斷它.
仔細聽那聲音,
聲音越是清脆,
則代表巧克力的品質越好.
[材料]
99% 巧克力(瑞士蓮)
統一大布丁
水果刀(or 削皮器)
[作法]
01. 巧克力切小塊
02. 再將巧克力塊削成碎屑
03. 將碎屑灑至大布丁上
04. Enjoy it!!
同事的懶人巧克力布丁,沒有切絲.
我的巧克力布丁,用小刀將巧克力切絲再灑上去.
同事蜜月從香港帶回99%巧克力,
這種超濃的原味巧克力實在沒幾人有勇氣一口接一口的吃.
眼看就要放到發霉了.
我就想99%應該是料理用的,
目的是要巧克力的香氣跟苦味作陪襯.
那應該配上什麼東西呢?
一瞬間腦海閃過了"提拉米蘇"上面那層可可粉.
不過公司的7-11卻沒有提拉米蘇可以買.
又想到如果拿小美香草冰淇淋來配應該不錯.
無奈小時候只賣10元的小美,現在居然漲價到18元了(80%的漲幅真是有夠扯).
尋尋覓覓,
最終候選人登場了,噹!噹!噹!"統一布丁"
單吃也許有點甜,
不過若能灑上香味十足,帶點苦味的巧克力屑.
味道肯定又提升到另一個層次了.
品嚐後,
同事對於這樣的搭配讚不絕口.
他帶回來的巧克力能發揮到這種程度也是他始料未及的吧!
BTW,
昨天在電視上看到,
要分辨巧克力的品質,
最簡單的方法,
就是用手去掰斷它.
仔細聽那聲音,
聲音越是清脆,
則代表巧克力的品質越好.
[材料]
99% 巧克力(瑞士蓮)
統一大布丁水果刀(or 削皮器)
[作法]
01. 巧克力切小塊
02. 再將巧克力塊削成碎屑
03. 將碎屑灑至大布丁上
04. Enjoy it!!
同事的懶人巧克力布丁,沒有切絲.
我的巧克力布丁,用小刀將巧克力切絲再灑上去.
星期日, 2月 22, 2009
[練車]我得了不爬坡就會死的病
Route: 北宜->頭城->濱海->雙泰->雙溪->102->九份->瑞芳->106Dist: 191.4km
Time:8hr29min
看到氣象預報周末的好天氣,
心理不自覺的規劃起週末長距離行程.
這兩年都沒機會連爬好幾座山,
不如就趁這週來玩玩連四座山爬坡.
Paco上週的膝傷還沒好.
自然想到我的最佳climb-mate: licker是也.
這種需要早點出門,
然後休息少.
爬坡為主的路線.
不正是licker最愛的嗎?
礙於兩人前一晚都不約而同喝了點酒.
加上睡眠不是很夠.
七點半左右才從新店MRT出發.
今天的北宜逆風很大,
既然後面還有這麼多坡.
索性就調低齒比,
減緩心跳,
打開話匣子.
慢慢的渡過這逆風行程.
接近縣界的路段,
看到對向三名橘黑車衣的車友加速而來,
心裡想著不會這麼剛好是KTM團練吧.
"咻一聲"兩造交叉而過.
沒錯,KTM的芋圓看到我舉起手打個招呼,
我則是回喊一聲"芋圓".
KTM三名車手下滑速度十分有架勢,
看的我心癢癢好想去跟車.
頭城往雙泰起點的路上.
嘗試下把破風.
遇到小坡則帶點力量維持轉速,
很順的(因為順風?)不到半小時就到雙泰入口.
雙泰連續爬坡,
車流量極低,
坡度也很平易近人.
這段用21T去爬的話,
可以說是十分愜意.
如果降個一齒,
我想心境大概會整個改觀吧!
當路標從宜蘭鄉道轉為台北鄉道時,
頓時會發現台北縣跟宜蘭縣的政府預算真的有差.
同一條路,
台北這邊柏油平整又新穎,
宜蘭那邊卻是很明顯的久未整修.
而雙泰後段廣植櫻花樹,
恰好讓我遇到了花期一飽眼福.
licker說他在北宜時就感覺到股四頭有點酸痛,連兩周沒騎車的他,
面對這樣的路線還是吃力了點.
在雙溪7-11稍做休息,
licker很慷慨的拿出power bar與我分享.
其實這條power bar已經過期半年了,
所以兩人都吃的話,
更能鑑定過期的power bar有沒有問題.
楓糖口味的bar倒是我第一次嘗試,
吃起來比巧克力好多了.
licker在此與我分道揚鑣.
我繼續未完的兩座山,
他則是開開心心的往回家路上前進.
一接上102馬上就知道肌肉狀況下降不少,很認命的切到21T.
涼爽加上偶而露頭的太陽,
爬起102自然舒服不少.
接近高點時遇到elsa&mark正在下滑.
一樣喊聲名字就當作打過招呼了(真懶阿!)
102高點涼亭,
一個人都沒有.
但這種攻頂的感覺也是我愛的.
沒有人阻礙我俯視周遭的景色,
這一瞬間,
好像整個山頭都是我的.
快速下滑九份瑞芳,接上最後的106坡.
奇怪的是,
為什麼我每次爬106末段,
都是逆風,
最後這段真的累了,
轉速拉不起來,
重踩也踩不下去.
整個就是胡亂爬,
死拖活拉總算吃掉這座山.
結束了這好噁心的一天.
what's the Next?
我想應該是五座山吧!
星期日, 2月 15, 2009
[練跑]Where is the muscle?
Route: 新烏路口->台九甲->烏來停車場->原路折返Dist: about 28km
Time: 2hr 58min
..................
星期六, 2月 14, 2009
星期一, 2月 09, 2009
[生活]哥仔靚
從友站的文章回想起小時後過年的賀歲片.
那時候港片還是非常的紅(大家都會花錢進電影院看的時代!)
直到最近才記起來
這部片居然放入了歌舞劇的元素,
小時候看不懂,
只能從演員逗趣的表情來判斷這部片好看與否.
現在再看的話,
肯定又有不同風味了! XD
http://www.youtube.com/watch?v=09UN0OM-CZI&feature=related
代唱：黃霑
一身的穿戴
不必名牌！
自然的瀟灑，才真有氣派
頭髮隨風舞，才真精彩
一舉手一投足
都帶風來哪，這才是帥呀！
逍遙的主流派，你是今天新一代
漫不經心最愉快，二話不說最爽快
笑罵由人不表態
處處獨往又獨來！
天天開心天天笑！
世上有誰比你，看的開？
實在是太棒！
自然帥！（他真帥！）不裝不作狀
不趁熱鬧不胡來！（這樣才是新帥派！）
你是新一代的開山怪！
（帥哥哪你啊你是真的真的帥！）
實在是太棒！
自然帥！（他真帥！）不裝不作狀
不趁熱鬧不胡來！
你是新一代的開山怪！
自然的帥！（他真帥！）不裝不作狀
不趁熱鬧不胡來！
你是新一代的開山怪！
（帥哥哪你啊你是真的真的帥！）
===========
I Love You
http://www.youtube.com/watch?v=5RMGLiYEpCs&feature=related (國語)
http://www.youtube.com/watch?v=vtnmjXlyLdM&feature=related (粵語)
===========
那時候港片還是非常的紅(大家都會花錢進電影院看的時代!)
直到最近才記起來
這部片居然放入了歌舞劇的元素,
小時候看不懂,
只能從演員逗趣的表情來判斷這部片好看與否.
現在再看的話,
肯定又有不同風味了! XD
http://www.youtube.com/watch?v=09UN0OM-CZI&feature=related
代唱：黃霑
一身的穿戴
不必名牌！
自然的瀟灑，才真有氣派
頭髮隨風舞，才真精彩
一舉手一投足
都帶風來哪，這才是帥呀！
逍遙的主流派，你是今天新一代
漫不經心最愉快，二話不說最爽快
笑罵由人不表態
處處獨往又獨來！
天天開心天天笑！
世上有誰比你，看的開？
實在是太棒！
自然帥！（他真帥！）不裝不作狀
不趁熱鬧不胡來！（這樣才是新帥派！）
你是新一代的開山怪！
（帥哥哪你啊你是真的真的帥！）
實在是太棒！
自然帥！（他真帥！）不裝不作狀
不趁熱鬧不胡來！
你是新一代的開山怪！
自然的帥！（他真帥！）不裝不作狀
不趁熱鬧不胡來！
你是新一代的開山怪！
（帥哥哪你啊你是真的真的帥！）
===========
I Love You
http://www.youtube.com/watch?v=5RMGLiYEpCs&feature=related (國語)
http://www.youtube.com/watch?v=vtnmjXlyLdM&feature=related (粵語)
===========
星期日, 1月 25, 2009
[練車]騎在高框上-東眼山
Route: 台四->台七->東眼山Dist: 103.5km
Time:4hr 34min
最進入手了一對新輪組,
3cm的框,視覺效果不錯,
1450grm的重量讓我也頗滿意.
趁著連假,
找licker一同往桃園山區試試輪組.
強勁的鋒面,
讓有地利之便的我也差點睡過頭.
一件base layer一件車衣,
腿套袖套再加上風衣.
這樣的組合還是抵擋不了十度以下的低溫.
從桃園家往集合的路上.
迎面而來的強勁逆風,
正好考驗新輪組的低風阻性能.
以較高迴轉來驅動這輪組,
破風的感覺明顯,
拉起速度雖然不像之前的爬坡輪那般快,
但是速度起來之後明顯的不需要再花太多力氣去維持.
這就是低風阻輪的特性.
與licker會合後隨即往今天的終點-東眼山出發,
八點的桃園街上已經出現不少出門辦年貨的民眾.
走走停停的步調讓身體實在不容易熱起來.
也許真的是太冷了,
一路上幾乎看不到其他車友(大家都躲起來過年了吧!)
今天打算帶licker走某一年桃園縣長盃的路線.
台四下到大溪後不轉進大溪市區,
改為直走往石門水庫方向,
經過崁津大橋的爬坡後,
左轉上 神~牛~坡~
神牛坡,這名字的由來是坡頂有一個叫做神牛區的遊樂區.
這個神牛區,說穿了就是由幾隻聽話猴子,愛說話鸚鵡,以及一隻會算數的牛.
記得小時候我去玩時候,
上台出算術題給那頭牛,
當你出1+2時,牛會點頭三下.
我約略記得我當時好像出了100+200這種題目吧!
不過出完隨即被制止,說牛會點頭到抽筋!
離題了!
神牛坡才短短400m左右,
不過卻是平均10%以上的高難度爬坡,
以往縣長盃這裡絕對是領先集團分裂的地方.
今天licker發瘋似的從頭一直狂抽,
居然想連抽400m征服它,
我則是很識相的坐著慢慢踩上去.
這時候輪組的特型就出來了.
對於這種陡坡,
後半段時肌肉已經沒辦法出力了.
所以輪組拖的感覺格外明顯.
但是賜於這輪組的重量還算不錯,
拖歸拖,到也還算好帶速度.
爬完神牛坡後恰好遇到陵寢的衛兵交接,
看到三軍儀隊排成一列,
整齊的往陵寢前進.
這時附近的交通會暫時封閉讓儀隊能順利抵達陵寢.
看到週遭的汽機車都被擋下來,
我跟licker不假思索的就偷偷鑽了過去,
不過似乎有幾對眼睛瞪著我們就是了(Orz).
往角板山的路上坡度還算緩,
拜天氣寒冷,
原本應該充滿汽機車的北橫路上,
今天安靜很多,
跟licker一邊閒聊一邊慢慢上爬,
不一會而就到三民便利商店了.
趕緊入內補充點熱量,
也順道拍了新框跟licker的campy proton比較圖
聽licker說,東眼山的路線重鋪過了,
一進到東眼山果然感受到新柏油的平順感,
可惜因為地濕漉漉的,
我們速度也不敢往上拉,
深怕會噴的整身都是.
既然如此,
就更有藉口慢慢騎了(真是墮落的兩人)
東眼山入山後約3km就會經過"綠光森林".
這間小牧場其實是學清靜農場的歐式綿羊風.
今天經過時居然一個人都沒有,
這實在令我驚訝,
兩年前我每次來這,
整路的車龍和人群都得讓我特別小心.
我想應該是天氣太冷,
園方怕綿羊脫衣秀會導致綿羊受凍感冒吧!哈!
整路上看不到其他自行車騎士,
連汽車聲也幾乎消失.
爬坡時身上的熱氣抵銷了外界寒意.
這種身體微微發熱,
不需要在意後方來車.
專心跟車友聊天,
專心上爬的感覺,
真是可遇不可求.
最後的3km,
我跟licker兩人嘗試拉點速度,
儘管還時上坡,
但是低風阻輪在速度拉起來之後,
變的十分好踩,
出力非常流暢(久裕花鼓功不可沒!)
今天是除夕,
東眼山遊樂區照慣例是休息的,
回程下滑時才發現,因為整路上穿著風衣爬坡,
所以汗水都積在風衣內層.
下坡之後因為角度關係,
和水就從袖口慢慢慢慢的溜了出來,
我的手套也就慢慢慢慢的溼了起來.
一路冷阿冷的,
撐到大溪,
大溪的賴媽媽豆花算是小有名氣的,
桃園還有一組人馬是每週日早上的豆花團.
尋著多年的記憶(上次來是大學時代了),總算在大溪市場內找到豆花店,
跟licker兩人各點一碗熱騰騰的薑汁豆花,
豆花份量之大,
台北沒有一家可以與之比擬,
薑汁去風寒,正好讓我受凍的手掌舒緩舒緩.
綿密的豆花,一口接著一口.
軟軟的花生,適時補充熱量.
吃完之後,真是大滿足.
licker在這薑汁豆花加持之下,加上老闆娘女兒那甜甜的笑容.
絕對可以順利的騎回台北.
回家路上,
雖然頂著逆風,
我發現速度應然可以輕鬆維持在30km左右,
到底是豆花的神奇療效?還是高框的神奇功效?
我想還需要多試試這輪組才能知道吧!
星期日, 1月 18, 2009
[練車]德不孤,必有鄰
Route: 106->雙溪->雙泰2km處->102乙->澳底->濱海->102->九份->瑞芳->106->十分->五分山Dist: 169km
Time: 7hr13min
昨晚到Edison那換了Vittoria二級胎,
回家弄一弄又是接近一點才上床.
自己出門騎車總是容易墮落(意志力不堅?)
好睡的天氣加上房間昏暗的光線,
不小心又睡到八點多才醒,
匆匆忙忙出門往石碇方向前進.
大部分的人今天還是得補班補課的,
穿越中和市區這項工作自然變的十分漫長及難過.
轉進外環道後總算安靜不少.
不時有其他出門溜達的車友呼嘯而過,
我依舊慢慢踩著作為熱身.
新胎的胎壓可以上到145psi,
但是保險起見只上到130psi.
高胎壓的"顛"特性讓我ㄧ開始十分不習慣,
之前pro race都只上到110psi左右,
130psi相較起來忠實反映出路面情況(但,這會是我想要的嗎?)
好在有carbon車架的幫忙,
這些振動都被消的圓圓圓,舒適度加分,
而高胎壓帶來的低滾動阻力.
讓我可以多降一檔(19->17)來應付相同的路段.
伴隨而來的胎皮低磨損更是讓此胎加分不少.
在石碇簡單吃完早餐後隨即往雙溪出發.
也許出發的晚,一路上車友並不少.
涼爽出太陽的天氣,
讓我覺得騎一整天車也不會累.
一個人騎車時,
MP3就是良伴,
掛上耳機(只掛右耳,左耳注意週遭聲音).
Linkin park的節奏正是我最愛的騎車方式.
到達雙溪後發現天空居然陰陰的,不時還伴點雨絲.
看著遠方天空還算亮,
"還是繼續上到雙泰高點再說吧"我心裡想著.
轉進雙泰之後,
雨絲有從髮絲般的寬度轉為魷魚絲寬度的徵兆.
反正是爬坡,
身體的熱氣恰好可以藉由雨水緩和,
繼續向上,
持續向上,
努力向上.
前方出現一位騎士,
正想打招呼時,"咦,這不是casati嗎?"
"不要再上去了"Casati道.
"上面路不好嗎?"我說
"我騎到高點了,已經在下雨,北宜方向也是黑壓壓一片"Casati繼續勸說.
就這樣,
雙泰我只騎了約2km,所以路況不詳(licker抱歉了).
與casati兩人一同到雙溪7-11做完補給,
也聊了一下最近我減重的方向是不是有錯誤.
結論就是"還是得靠低強度的有氧燃脂."
順著7-11旁的102乙,
兩人將強度降低,
今天索性就定位為燃脂之旅吧.
心跳維持在130~140左右.
接近澳底後繼續往北,
太陽也露臉繼續發威.
Casati嫌天氣熱,
就將他的長車衣脫下綁在腰際,
有趣的怪叔叔騎車照出現了
等待casati時,順道拍了濱海的美景.
原本預計行程是在濂洞那轉進金瓜石,但Casati看到天氣這麼好,
臨時決定繼續往北,
而我因晚上有事,不得不左轉以求在安全時間內到家.
距離上次來爬金瓜石也將近三個月了.
三個月內我體重大掉了3kg以上.
輕盈體重對跑山有很大的幫助.
不過最對於爬坡呢?我想power的影響更大.
果然,
流失的肌力讓我在剛開始的兩個陡坡有點吃不消,
不過體重輕還是有好處的,
隨後的緩坡可以讓大腿肌肉稍作休息.
中午的艷陽,
時雨中學的學生們也開始下課了,
路旁一台台的遊覽車霸佔了整個縣道,
我只能冒險走逆向車道或是跟在車後吃廢氣.
看著等候接駁車的學生及往來的遊客,
自然就會想耍帥,
就算心臟快爆了,
肺裡的空氣快沒了,
腿部肌肉酸到想斷了他.
也要故作輕鬆的採踏,
偶而還配合個抽車.
表情自然是一副老神在在的模樣.
過了黃金博物館,
馬上原形畢露,
目光說有多猙獰就有多猙獰.
氣喘吁吁的上到九份後立即下滑.
路上不少正在爬坡的車友,
還有看一個男車友牽著兩個車慢慢走,
他女友則伴隨在後方五公尺處,
真是貼心啊!
看著時間還早,
到瑞芳後就轉上106吧,
迎面而來的強逆風,
讓我知道不太妙了.
106瑞芳到五分山腳的爬坡我也是好幾年沒爬了.
加上不斷的逆風,
早已分不清楚是坡度太陡沒力,還是肌肉沒力?
爬的很醜陋,
但也是上到了高點.
下坡時再次測試了新胎的抓地性,
新胎的側面有做胎紋,
相較於Pro Race全光頭胎,
下坡壓車讓我更放膽的壓.
到底有沒有比較快比較穩我不清楚,
但是壓車時外胎安定的情況,
這種安心感是我沒遇過的.
回程在十分時才遇到遲來的Paco和嘴砲王,
又被他們拉去爬了趟五分山,
先在十分的商店外補給喇賽.
這張三台車的照片可以看出我座管拉的真高啊.
往五分山上,嘴砲王說他昨天騎車被自己操到所以腳很酸,
Paco說他剛考完期中考身體很虛弱,
我則是已經騎破百的身體疲累.
三人都有理由,
就一路聊天慢慢龜上氣象站.
今天一個人出門,
路上先遇到正在回程的曾行中(好像換Kouta?)
又跟Casati騎了一段,
最後還跟Paco嘴砲王一起喇賽騎車.
好像是一天趕了好幾場一樣.
這正是騎單車有趣之處.
星期二, 1月 13, 2009
[生活]夢Dream夢境
連續幾天的睡眠都以類似的夢作為結束,自然就有點好奇這段夢的意義在哪?
中國人說"夢與事實是相反的"
也有人說"日有所思,夜有所夢"
拿這兩句話拿來解釋我的夢境都是合理的.
上班時與一位同事分享了我的夢境,
他聽完不假思索的說"這不需要去翻書查原因,你需要的只是時間"
對我而言,
令我更好奇的是,
這夢境出現的時間是不是有點晚?
為什麼到了現在才從我的潛意識內跑出來?
我想,
也許是時間解開了某道枷鎖,
但,內心的更深處呢?
也許需要更多的時間,
也許需要外界某些事件的觸發.
無論如何,
這段夢,讓我感受到有些人事物,
在失去了之後,
更會益發感到他存在的重要性.
更珍惜目前所擁有的吧,
因為你不知道什麼時候他會離你而去!
當他真的要遠離你了,
Let it be!
好聚!好散!不是嗎!?
http://hospital.kingnet.com.tw/heartsustain/d-5.html
[About 夢境]
佛洛伊德認為「夢是通往潛意識的捷徑」
按佛氏的說法，在人的潛意識層面中，平常存在著一些被壓抑的與性有關的衝動或慾望。因此等衝動或慾望不為當事人意識所接受，不容其表露於外，只有在睡眠時，意識層面的的壓力放鬆之際，才會乘機外逸。並以偽裝方式，形成不為當事人所能了解的潛意識夢境。
[About 解夢] 最佳的解夢人就是自己！這種想法說起來容易而有氣魄，但做起來當 然困難重重，解夢！總要有個最基本的原則吧？ 只有你才瞭解自己的夢！
有些人會把夢境記得一清二楚，有些人會忘卻得一乾二淨，有些夢好 像毫無意思，但有些又像似曾相識，就讓我們來了解一下夢，看看會 否得到一點啟示吧！
夢中的情節通常光怪陸離不合理，但感覺卻是非常真實的。 所以，回想夢中的感覺和情緒，往往比分析夢中的情節更容易解開你的夢。
仔細回想夢中某個關鍵的感覺和情緒，然後問自己，這種情緒是否似曾相識？
是不是在真實生活中，也有過類似的情緒經驗？
或著用口語一點的說法，你問自己：『有沒有因而想起什麼事情？』
因為夢而讓你想到什麼，『就是這個感覺！』你就找到了解開整個夢境的關鍵。
星期日, 1月 11, 2009
[生活]Somewhere out there
晚上走在台大校園內,
猛然發現路燈之上還有一盞更明亮的發光體,
http://times.hinet.net/times/article.do?newsid=1922423&option=recreation
以前就常常覺得,
若心理有思念存在,
不仿看看月亮,
它會將你的思念傳遞過去.
思念這東西,
總是在初乎意料的時候後出現,
往往也需要一點催化劑,
今晚的明亮的月娘扮演了催化劑的角色,
帶出了我的思念之意,
思念的對象也許不能收到.
但我想月娘忠實的幫我傳達出去了!
[Lyrics]
Somewhere out there
Beneath the pale moonlight
Someone's thinking of me and loving me tonight
Somewhere out there
Someone's saying a pray
That we'll find one another
In that big somewhere out there
And even though I know
How very far apart we are
It helps to think we might be wishing
On the same bright star
And when the night wind starts to sing a lonesome lullaby
It helps to think we're sleeping underneath the same big sky
Somewhere out there
If love can see us through
Then we'll be together somewhere out there
Out where dreams come true
星期六, 1月 10, 2009
[練跑]龍泉路初探
Route: 土城龍泉路->三峽->縣110(原路折返)Dist: 17.2km
Time: 1hr 57min
研究所久沒聯絡的學弟忽然找我練跑,
這傢伙,之前都是可以海放我的.
這次忽然找我,恐怕別有希翹.
強烈的冷氣團,
我們決定睡到飽再出發,
接近十點才抵達練跑入口(土城龍泉路).
學弟這一年來醉心於事業,
所以體重增加不少,
難怪會找我練習.
兩人將機車停放於入口處的土地公廟後,
換下外套,長褲.
稍做熱身,
就往山上出發了.
龍泉路是土城銜接三峽110縣道的眾多山路之一.
因為其路線較為偏僻.
所以車流量也少很多(整趟下來,汽車看不到十台)
加上路線不長(到三峽折返大約15km).
故此路線為學弟所屬的慢跑會熱門練習路線.
去成為向陽面,
加上爬坡,
雖然氣溫不高,
跑起來卻是非常舒服.
龍泉路前1km為平路兼即緩坡,
隨後高度拉升,
稍抖的坡度對單車來說有點吃力,
但對於速度較慢的跑者,
卻好跑不少.
整條路均為單一縣道,
建築物也少(除了山頂有些土雞城和廟宇之外).
山路蜿蜒,
聽著學弟的喘息聲,
頓時更加慶幸著幾週來減重有成.
上半身減少的重量,
在跑山的過程中特別感受到功效.
學弟身上配戴著polar S625+S1鞋夾,
所以我的S725也可以偷偷收取S1的資料,
瞬間路跑速度,公里數,Pace...種種資料一應俱全.
大約5km後,
抵達接近的山頂的公車停靠站.
放點水,喝點水.
小廣場邊有個"早起會"的集會所.
早上十點就看到有大叔裝起電腦來了,
很好奇他們用意在哪?
原來是要在山上唱卡拉OK,
在這山林間唱歌還真是特別.
接近山頂為上下起伏的路線,
到頂後兩人繼續往三峽方向下坡,
快樂下坡時光總是特別的快,
加上兩人一起練跑,
縱使爬坡痛苦,
但在互相的閒聊之中,
跑步也有趣起來.
細問著學弟的慢跑會練習路線,時間,地點.
心理想著也許是該加入個慢跑會來鞭策自己慢跑速度.
接上110縣道後(以往都是單車經過,這次居然跑到這裡,也算是難得).
繼續往北尋找商店做補給.
兩人灌掉感覺老闆算錯錢的運動飲料(一瓶保礦力居然索價25NTD)後.
手持著空罐回程.
剛剛快樂的下坡,
當然爾現在就原封不動的要爬回去,
三峽方向的坡又更陡了一些,
但也預告著長度絕對是更短.
回程的背陽面,
讓我的手掌極度冰冷,
恨不得可以手插進口袋前進(可惜我的束褲沒有口袋)
一路回到起點,
17km的總路程似乎長,
在兩人的嬉笑聊天中讓兩小時的練習路線變的好快.
久沒下坡,
連續5km左右的最後下坡,
讓我回家才發現腳也是會軟的.
從學弟口中得知他前陣子買了雙過大的Brooks Glycerin4慢跑鞋,
回程順路到他家試穿看看,
十分合腳也用十分優惠的價格請他轉讓給我.
這樣我總算有兩雙跑鞋可以替換了(之前淘汰了一雙Mizuno).
訂閱：
文章 (Atom)
