Racer Information

Junior racers, click here for more information specific to your discipline(s).

What is Neutral Support?

A competent and professional neutral support mechanic should be able to rapidly fix, repair, or otherwise ensure that a participant will finish their race or ride if they encounter a problem with their bicycle. Extra wheels, bikes, and spare parts are considered mandatory equipment and guarantee that most problems are a short-lived nuisance.

Neutral support provides mechanical service, parts, or bicycles to participants who are unable to use theirs due to damage or misadjustment. Many promoters hire neutral support, sometimes bike shops send mechanics as part of their sponsorship package, or both. There are pros and cons to each.

There is a HUGE difference between a shop mechanic and a professional neutral support mechanic. The fast-paced environment, rules, procedures, and logistics catch many shop mechanics by surprise. Rarely do they carry spare wheels, bikes, or specialty tools. It may be more of a liability than asset, riders have certain expectations when neutral support is on site. A pure shop mechanic should have better book knowledge than a pure race mechanic but the race mechanic has the street smarts when it really matters.

People who use neutral support equipment do not have a license to abuse the equipment. It should be returned exactly as you got it (CLEAN) and IMMEDIATELY after your race. Do not collect prize money, do not change your clothes or shower, do not shoot the breeze with your friends for three hours. Your selfishness will deprive others of the opportunity to use the equipment.

In sanctioned events, the rules allow for fines, disqualification, or license suspension for those who are disrespectful towards any person or property. Be considerate to the equipment and the people who lent it to you or you may find that people are unwilling to help you in the future. Remember, your equipment is your responsibility. While things break, improper maintenance is a major cause of equipment failure. The equipment you borrow follows the same rules as your own: you break it, you fix it.

Maintaining your bicycle is important for your safety and the safety of everyone around you. I may not be able to fix a misadjusted bike in a timely manner or help someone who neglects their own equipment. The rider has a responsibility to ensure their equipment is safe and functional.

I'm here for an emergency, not a lazy convenience. You might be catching the SAG wagon if you use one of these classic excuses: I took my bike out of storage last night, it needs a tune up; my "friend" put on new components last night and they don't work; I noticed shifting problems last month but it's really important NOW because my race starts in 5 minutes; I bought this used bike yesterday. There may be dozens of people who have unforeseen issues, now is not the time to show up (unprepared) with self-imposed problems.

• Under NO circumstances should you help yourself to a mechanic's tools or equipment without permission. If I catch you in my toolbox without permission, I will NEVER help you in the future and you will be responsible for any missing or damaged tools.
• WOULD YOU LIKE IT IF SOMEONE "LEANED" THEIR CAR AGAINST YOUR BIKE? Probably not, please lean your bike elsewhere.
• USAC rules state riders must pull to the right side of road to receive service: road races, circuit races, criterium if applicable. There may be a different protocol for multi-sport events or unique situations.
• For USAC-type events, signal a flat tire or need for assistance by raising one of your hands. Ideally, raise your right hand while you are pulling over and yell "9 speed" or "10 speed" (jeez, now we have to worry about 11 speeds?) for a rear wheel switch. For front wheels raise your left hand and yell "front". If you choose to remove your rear wheel to hasten a repair, put it in the small gear in the front and rear before doing so.
• For any type of distress wave a wheel or your hands in the air when you see a support vehicle coming.
• If everything is OK when asked by a support personal, use a thumbs up signal.
• If you need something more, give a concise and very short explanation: seatpost is slipping, frame is broken, handlebars are crooked, such-and-such bolt needs tightening, etc. Races are often lost by seconds so every one counts.
• Neutral support is often available at the start line or near the registration area to make repairs before, between, during, or after races.
• It is OK to offer tips, liquid refreshments, and food; some don't drink alcohol so 100% fruit juice is a good choice (Bolthouse Farms or Odwalla for me).
• Normal labor is happily provided for free but some repair parts cost money.
• Don't forget to thank the promoter for providing neutral support. Shop labor rates for the repairs and equipment can be expensive; the riders are the ones who don't have to pay their regular mechanic to do the repairs...but only if the promoter thinks neutral support service is worth the expense.

A quality neutral support program/mechanic will have ample wheels and spare bikes but riders are encouraged to bring their own equipment. Mechanics should have a good stock of common repair parts like chain links, tubes, cables, housing, and some odds-and-ends. The neutral mechanic may loan a wheel, bike, or other part but will hold the rider's equipment as "collateral" in the interim. The rider is obliged to return borrowed equipment immediately.

There are many rules that apply to USAC events, I have listed some of the basic rules below. Consult the rulebook for a complete list.

CRITERIUM: A criterium will have at least one pit along the race course, sometimes more, which is where you'll find neutral support. There may be a follow vehicle which, according to the rules, can transport riders and their bicycles to the pit in the event of a mishap (check with the Chief Referee regarding this rule). Unless stated in the race flyer or permitted by the Chief Referee, riders must ride or carry their bikes in the proper direction or dismount and run backwards along the course to get to the pit. Alternately, the Chief Referee may allow riders to cut the course to get to the pit.

Riders may put spare wheels, tools, or even bicycle(s) in each of the pits. Riders may repair a bicycle on the course but equipment changes must be made in the pit. Most of the time it is just a flat and the problem wheel is switched for a working one.

One rule that perplexes many people - it seems to take some pro riders by surprise - is the "free lap" rule. The rider may go to the pit to effect repairs during the race. As long as there are more than 5 (five) miles remaining in the race for the leaders, a rider may receive a "free lap" in the event of a recognized mishap (see the USAC Rulebook for the specific definition of a recognized mishap and further explanation of the free-lap rule). Simply, they will resume their pre-mishap position in the race field when the racers pass the pit location. Depending on the length of the lap, a simple calculation will reveal when the free lap rule is no longer in effect. Otherwise, they go back into the race whenever the repairs are completed and must make up the distance on their own.

CIRCUIT RACE: A circuit race may have one or more pits along the race course. There will likely be a follow vehicle consisting of a wheel vehicle or a dedicated neutral support vehicle. Riders may put a set of spare wheels in each of the pits or place them in the follow car according to the rules. Repairs will be made to the bicycle and the rider will resume the race without any free laps and must catch up.

ROAD RACE: A road race will probably NOT have any pits along the course but the rules allow spectators and others to assist in any mechanical situation short of pushing or pulling the rider. One year in a grand tour a rider broke his bike and it almost seemed planned as the spectator had the exact bike in a suitable size - it actually fit pretty darn good - and gave the rider his bike in exchange.

There will likely be a follow vehicle, maybe even a dedicated neutral support vehicle. Team cars can be here, too, as can "wheel cars". Riders may put essentially anything they want in the follow car related to and including complete bikes as required. Repairs will be made to the bicycle or exchanged for another and the rider will continue the race.

CYCLOCROSS: A cyclocross race will have at least one pit along the course but will usually have two or a "double pit" that serves both directions of the race course. The neutral support mechanic will be in the main pit and additional mechanics may be placed in the other pit.

Depending on the race, pits may be used for exchanging bicycles and wheels or one pit may be dedicated as a "wheels only" pit and the other as the main pit. Riders may put spare wheels in any pit and bicycle(s) in at least one of the pits. All equipment changes must be made in the pit but the rider can do their own repairs anywhere on the course as long as no one helps them in any capacity: no tools, no parts, no guidance.

If the rider hasn't passed the exit of the pit, which is supposed to be marked with a red flag, they may dismount and walk back to the entrance with their bicycle to be serviced. Otherwise they must continue on the course in the proper direction with their bicycle (carried, ridden, or pushed) until they get to the next pit entrance. Cutting the course results in disqualification.

MULTI-SPORT: Most of the time there will be a vehicle or few roaming the course to help participants as needed. There may be pits along the course or a general repair area near the bicycle transition area. Most riders should have repair kits on their bicycle to fix their own problems because the race can be spread over dozens of miles and a mechanic just as far away.

CHARITY: Most of the time there will be vehicles roaming the course to help participants as needed. There will probably be mechanics at each of the rest or water stops along the course and sag wagons to transport riders as needed. Time is not crucial like it is in timed races so it is a less stressful environment. The start area will most certainly have mechanics on hand to assist riders and multi-day rides usually set up a mechanic area each night after the ride.

GENERAL INFORMATION: For all USAC-sanctioned events and others that follow these rules and regulations, it is the rider's responsibility to ensure their equipment is safe, secure, and works properly according to the rules laid out for the particular event. Otherwise the rider may face a fine, relegation, disqualification, or a host of other penalties in the event of an incident caused by said bicycle. The incident may only involve the owner but many times a crash in a field of riders will take out more than just the owner.

A classic example is rolling a tubular tire from the rim. There is almost NO acceptable excuse for rolling a tubular. If I should happen to see tubular tape as opposed to glue on said wheel, there is no question whatsoever that a rider is using unsafe equipment that has no place on ANY bike.

Junior Racers

Understand the problems facing this unique group of cyclists. See the rulebook at USA Cycling's website. Pages 54 to 55 deal with gearing restrictions, the biggest hurdle. I've included a Gear Ratio Chart along with a Gear Rollout Calculator, an example of a Gear Rollout Chart, and a chart for Junior Rollout Restrictions for road and track races.

For an exclusively Junior and Espoir website with lots of information and statistics broken down by age, region, who's at the races and more, see www.jru23cycling.info.

I welcome the banter from anyone who reads this section and has sustainable or logical opinions and/or information to support or discredit it.

IMHO - I will state the following things first and foremost lest anyone question my motivations or reasoning:

• I believe there should be restrictions on youngsters in any physically demanding activity. Anyone who says otherwise is wrong.
• Irresponsible restrictions arise from ignorance. Is it reasonable for a 13 year-old to race in a 64-mile Junior-specific UCI/USAC sanctioned road race?
• To promote Junior racing, Juniors should have separate races and should only be able to compete in Junior races when such races are offered at the event. There are plenty of opportunities to mix it up elsewhere.
• Gear restrictions should be an automatic result of using approved equipment, i.e. the rule should narrowly define the equipment rather than allowing hundreds of combinations that have to be individually tested with an imprecise rollout.
• Improper bicycle fit will do more harm than any other factor related to biking, especially for developing kids. The health and well-being of Juniors would be better served by addressing a real issue like fitting.
• Adults should be deciding what their kids ride, not the other way. Juniors should adapt to normal equipment with as little (meaning NONE) Junior-specific specialization as possible.
• The current rollout and gear restriction rules belong in the garbage can at the local biohazard waste disposal facility.

My Pledge - Within the statistical margin of error incurred during rollout, I will 100% fight for any kid that questionably fails rollout if the math supports it. Consequently, don't try to pull one over on the Official and expect me to defend you. OK, enough of the soapbox.

GEARING RESTRICTIONS - Bones are still growing, muscles developing, joint structures stabilizing, it's a hardy but fragile body. Maturing bodies are easy to screw up. Laughable as a means to prevent burning out at a young age, overtraining, injuries, learning to spin, or whatever, the sanctioning organizations won't surrender any of their power or control over the matter.

Gear restrictions apply in road races (road, criterium, circuit, time trial) and track races ONLY. For road bikes, Junior gearing is about 77% of typical adult gearing. Every Junior bike is supposed to report to the designated rollout area immediately after the race where an Official will warmly greet them. Many events have a pre-race rollout, too, which can identify problems before the DQ police pass judgment.

Gear restriction rules have gone through many changes and lots of controversy over the years. Sometimes it's in, sometimes out, it usually applies for this race but rarely for that one, this discipline but not that one unless it's February 30.... Forget trying to cancel the rule, the best outcome would be a clarification. Small change, huge difference.

Though the spirit of the rule has a basis in reality, the implementation is inappropriate and unrealistic. Gear restrictions are about as useful as limiting the size of a gas tank to improve mileage. Really, it's that ridiculous.

The only definable outcome of gear restrictions is to limit top speed. A 12 year-old bombing down a mountain descent at 60mph is somewhat unsettling, no argument here. For the 1% of racing that involves speeds like this, it almost works. Races aren't automatically won by the person with the hardest gears.

Besides, nothing prevents a Junior from using an excessively hard gear and mashing away at any given speed, they just won't have as much top end. I'd argue many Juniors have regular gears on their training wheels. The small percentage of time they race on restricted gears is negated by all the training on regular gears. Just a thought.

The UCI is ultimately responsible for this rule. National cycling organizations like USAC must follow these rules if they want their domestic riders to compete on an international level. So they comply, most of the time.

USAC did bravely test the waters on a different rule. They were going to defy the UCI radio ban because they didn't like the rule. This action placed the entire American cycling program in jeopardy. Olympic cyclists would be deprived of the opportunity to compete at the highest levels, professional riders relegated to Saturday pick-up rides.

The World Cyclocross Championships, for the first time in history, were going to be held outside of Europe, in good ol' USA!!! This would have been taken away, too. We riders, racers, mechanics, coaches, soigneurs, promoters, volunteers, drivers, and others must follow what may seem like silly rules. Even if USAC wanted to do something, they couldn't. They tried, almost succeeded, wisely conceded, and for a moment gave Orwell a glimpse of a 21st century Animal Farm.

USAC can't tackle every issue that seems important.

They are already overwhelmed with rules that are much more significant than rollout. Rules that will forever affect the health and well-being of riders everywhere, the future of the sport if there is to be a future! The most significant piece of legislation ever released, monumental in its importance, worthy of a mention in newspapers across the world for its profound impact on modern-day life, break out that 100 year old bottle of Cognac and the box of Cubans.

Of course I'm referring to the critically important rule allowing sleeveless jerseys to be worn in time trial events, how we ever managed to ride our bikes before such a rule is a mystery. FYI, the pre-amended rule specifically stated the shoulders must be covered; people wearing sleeveless jerseys would only have to "wear" a piece of tape over each shoulder to cover the shoulders and be in compliance, and only for the start of the race; if that tape fell off during the race, too bad, as long as the race was started properly.

What prevents the rider from rolling up the sleeves on any jersey once the race starts, and what is the penalty? Nothing and none. So what exactly does the new rule allow that the old one didn't? More importantly, did there really need to be a panel of experts casting votes, wasting time on something trivial?

Why there was such a rule in the first place pretty much sums up the attitude and direction of UASC for they seem to be less about racing and more about politics and bureaucracy. Why was this rule more important - a piece of tape literally fixes it - than the Junior rollout abomination? Who matters more to the future and direction of the sport: a triathlete who has to tape their shoulders and will probably laugh at the stupidity of such a rule and then race no differently in this or future races; or a parent who can't make heads or tails of some dipshit rollout rule, failing rollout with their kid in tears from a DQ, never to race again? Whatever.

Some rules can be set aside or "open to interpretation" under certain circumstances as deemed appropriate by the Chief Official, rollout is pretty clear. It doesn't matter if it's a Junior-specific race, a Category 2 race, or women-only. Gear restrictions always apply to Juniors. Obviously, Juniors who race in non-Junior races theoretically have a disadvantage against the bigger gears of the adults but, to repeat, races aren't always won with the biggest gears.

GEARING PROBLEMS - At a recent race I inspected one of the Juniors' wheel vans. There were wheels with 11t, 12t, 13t, 14t, and 15t small cogs, and that was the lesser loaded of the two. I would suspect there was a 16t cassette in the other wheel van or already on someone's bike. That means their bikes had modifications, too. In all, probably 12-15 different gear setups for just two of the six Junior races that day. UGH!

There are just W-A-Y too many gear combinations. Do you think the driver carries a calculator, tape measure, and slide chart to find out if the new wheel will pass rollout? Or takes five minutes to dig out your "my bike will only work if I have my special wheel" from the back of the van? Or spends time blocking out or unblocking gears, re-doing the rear derailleur, or whatever it takes to make it legal? Best of luck, pal.

Confusing people even more is that most "stock" bikes at the local bike shop are unacceptable for Juniors. Bicycle fit will be fleeting at best. Gearing must be special-ordered. Basically, any normal bike will fail rollout and cause the rider to be DQed. Not exactly a great way to reward first time racers who don't realize the rigid nature of the sport.

Some Juniors would find an undersized tire, some weird chainrings, block out three gears with a special screw and only have 7 cogs on the rear wheel (replaced the last 3 with spacers). Totally a piece of engineering, I love to see how people overcome mechanical problems but what's gonna happen when you borrow a wheel? Or forget yours at home?

If this was utopia every Junior would have matching front and rear gears. If every Junior raced with this, it'd be easier on the mechanics and parents. If every Junior had a spare wheel for their bike, it'd work. If every Junior never had a mechanical, replacement wheels with unknown gearing would never be an issue. If every Junior had the exact same everything....

That's a Pandora's Box of ifs. Such bicycle setups work in a perfect world but cannot easily cope with imperfect racing. The more a bike is specifically modified for a purpose the less adaptable it is to any situation, law of specificity. There's a reason people don't race full-suspension downhill mountain bikes in road time trial events and that purposeful mentality should be used to select a sensible Junior bike.

GEARING SOLUTIONS - There are only two realistic choices for complying with gearing restrictions given a typical road bike. One method changes the front gears (smaller chainring is the only plausible solution) and the other changes the rear gears (special cassette, blocked out gears, a dozen other ways, etc.).

The only serious modification that should be required to convert a regular road bike to a Junior-compatible road bike is a smaller front chainring. Manufacturers should stop making silly Junior-specific cassettes and provide chainrings that are compatible with Juniors' needs. Problem solved in so many ways. Or use a cyclocross bike with road tires.

If UCI was concerned about the future of Junior racing with gear restrictions they'd rewrite the gear restriction rule. Here are some examples that would essentially eliminate rollout. Explained in layman's terms, of course, no calculator or chart needed. It really should be that easy, needs to be. Seriously.

Example 1 - Free-for-all

Example 2 - More specific

Example 3 - To the point

Example 3 is the best example that 100% preserves the intention of gear restrictions - it's not changing that aspect. As the rule is currently written, it indirectly mandates a questionable selection from a small subset and then every combination is tested with the rudimentary rollout process.

Mandating equipment is a fine line. Adults dislike restrictions on their own equipment and they're generally less tolerant when it involves their kids. USAC was considering a rule to prevent Juniors from using carbon frames, trick wheels, and uber goodies. The overwhelming response from the parents was, "How dare you?!".

Then the scavenger hunt will be on. Who makes the largest diameter 700x25c tire (manufacturers may catch on and label their tires slightly undersized)? The largest diameter chainring that still has 45t (some manufacturers might make the chainring tooth valley a little shallower, or some creative parent will make a 46t and stamp it 45T)? The smallest diameter cog that has 12t (some manufacturers might make the cog tooth valley a little deeper, or some creative parent will CNC an 11t and stamp it 12T)?

The measurement would be precise unlike the rollout. A stickler would count all the teeth however a simple tool to measure the teeth would quickly and accurately show a yes or no. 3rd grade intelligence is sufficient, as long as you're not my ex-boss you're good to go. The easiest measuring tool would be an actual 45t chainring cut into four pie sections or go budget and use a laminated photocopy. If the chainring on the bike doesn't match the pie section,...Houston, we have a problem. Similar concept for the cassette.

COPING WITH RESTRICTIONS - Starting from scratch, the new gear restriction rule should state a 45t chainring and a 12t cog (no blocked gears) with a maximum 700x25c tire MANDATED as legal equipment. Let's be realistic, this won't happen so what other options are there?

What I advise is applicable and adaptable to nearly every situation without fail. It will meet rollout as it's written, too. For a Junior getting into the sport with gear restrictions as they're written and the plethora of gearing combinations encountered trying to meet those restrictions, the 48/13 combination would be the most adaptable and logical by far.

The 52/14 is, like, the standard if such a thing existed. Most Juniors probably use this combination or strive to use this combination and it is the de facto standard on the international scene.

I can already hear whining because the math says there is a 0.6% loss in gears in the 48/13 compared to the 52/14. The placebo effect is quite remarkable in this impressionable group so the insignificant 0.6% loss will inflict moral turmoil on some. At 55mph this is a 0.3mph reduction in top speed at a 190rpm cadence! The agony of it.

Parents, this is the time when you tell your kids what they will be doing, what they will be using, and to mind their tongues. Yes, discipline and setting limits aren't bad things unless you only do it for Junior gearing. Kids and immature adults can think what they want, no one will fault them for being wrong, we all went through the pigheaded stage.

Tire pressure and selection will have a catastrophic effect on speed, as will sitting up in the saddle, improper fit, or a million other things that are far more important to safety, handling, efficiency, and winning a race than top end gearing. Here are some things to consider about the 48/13 setup compared to the 52/14:

1. NOTE: Prepare to be ridiculed if you don't use a 52/14. Just as the placebo effect is highly influential on Juniors, the effect of peer pressure is even more profound. People who ridicule a sensible decision are jealous.
2. No special cassette required but a regular cassette will have to be "modified". Purchase a lone 13t final cog compatible with the cassette. Using a 12/XX cassette, switch out the 12t with your lone 13t. As cassettes are changed, re-use the 13t. Obviously the installed cassette will have two 13t cogs. Avoid using the one you purchased and it will last as many cassette changes as necessary. Blocking out the illegal cog(s) are a secondary option.
3. Almost without exception, any loaner wheel will work. Just about every rear derailleur will block at least one gear, likely two, but no way can three be expected. A loaner 12t wheel with one blocked out gear, or maybe an 11t and two blocked out gears, will be easy to find. If it's a wheel change during a race, a skilled mechanic could quickly block out a gear or two. Any Junior-specific cassette would work if the small cog doesn't hit the frame.
4. Limited availability and selection, higher prices, specificity, and ignorance make Junior-specific gearing a mystery. The local bike shop probably is ill-equipped to handle Junior racing requirements.
5. Tires come in different sizes, larger diameter tires will have a longer rollout than smaller tires. There is enough wiggle room with a 48/13 to use any 700x25c tire or smaller, maybe even a 28c tire. Common tires are 23c but leaving no margin of error for tire size could reduce all the effort to naught. There is enough variation in 23c tires alone to make a statistical difference.
6. Frame manufacturers follow specifications and/or guidelines set forth by the component manufacturers to ensure their frames will work with the components. Some modern frame designs have strange shapes, slightly vary from the specs, or are designed for a specific purpose to the exclusion of all others. The 14t or 15t small cog on a Junior cassette will actually smash into some frames because it is too large to be in the first position. Third or fourth position no problem, just not in the first couple of positions. These frames work fine with regular gearing, that is how they are designed, they don't work with Junior cassettes. These problems can usually be overcome without buying a new frame or modifying the existing frame but it's gonna take some ingenuity.
7. The gearing would be appropriate for cyclocross. In fact, a cyclocross bike is the best choice for a youngster, providing versatility for two racing disciplines and all around daily use (riding, commuting, training, bike paths, gravel or dirt roads, hiking trails) without compromising the performance or functionality. Less expensive, more durable, better value.

MATHEMATICALLY COMPUTING ROLLOUT - The only two numbers required for computing rollout are gear ratio and tire circumference. As such, an error will have a devastating effect on the rollout. While the math is made easy because it's based on a perfect cog-to-chainring ratio, it has been grossly oversimplified on the modern bike. There is much more happening than dividing this by that and throwing in a piece of pi. Math does not account for reality.

The proper way to determine rollout is to actually perform a rollout, those are the rules. All the math is moot if it fails rollout. Learn how to do a rollout with absolute precision if you are going to push the limits.

These are a few factors that will cause a statistical deviation. The scientific approach has been preserved as best as possible. Factors which are entirely dependent on human interpretation, application, and measurement are generally not mathematical variables in the simple equation. A separate section is devoted to human errors during rollout.

Cog and Chainring - The spacing and orientation of the teeth on the gears are dependent on the chain. The diameter of the gear is proportional to the number of teeth on that gear, or the other way around, they are almost identical. Almost identical means there is an ideal tooth profile that meshes with the chain for maximum efficiency and engagement.

If the "valley" of the tooth profile on the gear was higher than ideal (the chain doesn't rest as deeply in the valley, it sits higher), the actual diameter of the gear would be greater. Maybe 1.0mm, maybe less. The teeth only hold the chain in place, forget about ratios for a minute, focus on the physics: larger drive gear or smaller cog makes a taller/harder gear, a smaller drive gear or larger cog makes a smaller/easier gear.

While this doesn't affect the rollout process it would give inaccurate results with the basic mathematical formula. Add or subtract a few inches depending on what gear is what size, maybe they cancel out, but there's potentially a few inches floating around.

Chain and Drivetrain - Slop in the chain or drivetrain components may two of many gremlins that change the math. The drivetrain system is designed to go in one direction, forward. The freewheel isn't for pedaling backwards, it's for coasting. When the bike is pedaled backwards, the drive components (gears, chain, derailleurs) don't always align properly. Catching the chain on a tooth or somehow altering the normal pathway is a distinct and common possibility. Add the slop in the chain as it engages the gears and maybe an inch pops out of the equation somewhere.

Wheel Measurement - Measuring the diameter or circumference of a wheel isn't easy. A few millimeters adds up real fast, sometimes compounded or multiplied by other mistakes. Though the actual circumference of diameter measurement is subject to human error it is part of the mathematical equation and deserves mention.

ROLLOUT PROCEDURE - The rollout process should duplicate what happens as the bike is ridden for it to be effective and fair for all riders. Therefore, a rollout that is performed without a rider while the bike is rolled backwards without swerving or leaning from the measurement line as measured by an uncalibrated tape measure on questionably flat or smooth ground without the use of tools to determine starting and finishing crank position with all observations, documentation, and final decisions tainted by human error is an insult to common sense. And a long sentence for the grammar police to proof.

The rollout process isn't terribly accurate, basically. Kind of like the weatherman who can't forecast rain while being soaked by a torrential thunderstorm. Captain Obvious and his sidekick Lieutenant Getaclue have been silenced, it's really about top speeds, not science.

Seriously, this isn't 4000 B.C., measure the wheel with an accurate vernier and do the math. Decide on one gear set-up for Junior-specific equipment so there is no need for rollout. Rollout is sooo subject to human error as to be laughable as a sole means of DQing a rider. As required, each step has an expected error value that will either work FOR (benefiting) or AGAINST (penalizing) the rider.

1. Find the gear restriction limit for the discipline and age (for road races it is 26 feet; track races varies with age).
   NOTE - This is the only scientific and precise part of rollout...and it hasn't even technically started yet! Nothing about the rollout process is remotely scientific or precise after this step.
   ERROR - Even the most precise and easily definable part of rollout is subject to error. Rollout values are rounded off for simplicity resulting in a beginning error that only gets worse. Small amount FOR or AGAINST the rider, I guess it depends on the price of hot dogs on Jupiter.
2. Measure the appropriate distance on smooth, flat ground. At the races, we Officials use pieces of tape for start/finish and a long straight piece stretching the distance, acting as a pathway for the wheel.
   ERROR - Probably no more than about an inch on the actual measurement. Is the tape measure certified, accredited and calibrated? My guess is a big fat NO. Is the ground perfectly smooth or level? Combined they could conspire for a few inches FOR or AGAINST and be compounded by other errors.
3. Shift the bike into the hardest gear possible (large chainring front, smallest cog in back).
   ERROR - Up to 24 inches if it isn't in the correct gear FOR or AGAINST.
4. Align the crank arm so it is perfectly perpendicular to the ground with the pedal axle of the down crank arm centered over the start of the rollout line.
   NOTE: Without a tool to ensure the correct starting and finishing position of the crank arm, it's a guess. One degree of mis-measurement the crank arm will cause a 0.87 inch error in rollout. The most skilled hands could only expect a +/-1deg accuracy with the use of tools under perfect conditions. A novice eye without, good luck.
   ERROR - Up to 6 inches wouldn't be unreasonable FOR or AGAINST.
5. Roll the bike backwards along the line ensuring the rear wheel does not stray from the line, the bike tracks in a straight line from start to finish, and the bike does not lean from side-to-side.
   NOTE: It is easier to roll the bike with the front wheel off the ground however the starting height of the wheel must remain the same throughout the rolling process or the results will be skewed.
   ERROR - Worse "good" case up to 4-6 inches for improper wheel height FOR or AGAINST. Straying from the line and leaning the bike, a few inches FOR the rider.
6. As the bike is rolled backwards, the cranks should turn as a result.
   NOTE: If the drive system is not engaged, is malfunctioning, or has low-quality hubs the bike may roll for up to eight inches before the crank arm moves.
   ERROR - Worst case up to 8 inches always AGAINST the rider.
7. The crank must make one complete revolution, i.e. the crank arm in the down position must return to the down position before reaching the finish line. If the crank does not make a full revolution the bike will fail rollout and the rider will be DQed. See notes at step #4.
   ERROR - Several inches FOR or AGAINST.
8. One glaring and painful "The Emperor has his New Clothes and he's riding the pink elephant with the boogeyman" inconsistency with rollout is that it does not test true rollout. How many races are won by riderless bicycles traveling backwards on the course? None, so why is rollout performed backwards without a rider? What basis in functional reality does that have? Once again, none whatsoever. If rollout was truly for rollout purposes, the rider would be pedaling on the bike during the process to measure the true rollout as the bicycle is ridden. If formulas cannot be used to verify rollout then how is the riderless bicycle acceptable for rollout purposes? It's only a model, a formula if you will, that changes once the rider mounts it.
   ERROR - Rider weight compressing the tire, easily a few inches FOR the rider. The bike is difficult to control with a rider on it so this could add another inch or so FOR the rider.

WORST WORSE-CASE ROLLOUT SCENARIO - Add up everything above and it's easy to see how a bad rollout can shiv a crucial foot or more. The errors are compounded from step to step. If 99% perfection was attainable for each and every step - and it isn't, shoot for 95% at best in the field - it'd still only be 91% accurate after the last step. Once again, I will polish off my best line to describe the accuracy:

COMPLETE & UTTER BULLSHIT!

PREVENTING ROLLOUT FAILURE - These items should be checked before every race unless the same equipment is used. Still, people forget which cassette is on which wheel and bring the wrong one to the race. Some fixes are not possible on race day. These guidelines are quite helpful for bikes that haven't been Juniorsteined yet.

1. The cassette can be "blocked out", meaning the rear derailleur limit screws prevent the chain from engaging the smallest cogs. As long as the race isn't a National Championship or a select international race, this is entirely within the rules.
2. The front derailleur can be blocked out so it won't shift into the large chainring. Sort of a hack solution but if it is the difference between riding or going home, block that sucker out. As long as the race isn't a National Championship or a select international race, this is entirely within the rules.
3. Change the cassette or change the smallest cog(s) on the cassette.
4. Replace the illegal cogs on the cassette with dummy spacers.
5. Change the front chainring.
6. Change the tire to a smaller/thinner one (i.e. from a 700x23c to a 700x20c). This will only reduce rollout by a couple of inches at best. If the bike miserably failed rollout this won't work.
7. If the limit screw on the rear derailleur can't be dialed in enough then determine which gear will pass rollout. Shift the bike into the hardest gear in back. Undo the cable anchor bolt. Manually move the rear derailleur into the pre-determined gear and hold in place. Re-tighten the cable anchor bolt. The rear shifter "thinks" it is still in the hardest gear but it is really in a different gear. The cable is acting as both the cable and the limit screw. Shifting might be compromised but any number of consecutive gears can be blocked in this manner.
8. If enough gears can't be blocked out or the above step won't work, the rear derailleur hanger can be bent so the derailleur doesn't track properly. This is truly a hack solution at its finest. The shifting will be crappy and the derailleur may dive into the spokes if the other limit screw isn't adjusted.
9. Get a bike with smaller wheels or borrow one that is Junior-compatible. Just sayin', not advisin'.
10. Dirty Tactic: Exploit human error. Distract the Official. Learn how the various Officials administer the rollout. Study their technique and exploit their flaws. Share it with your friends. You're an idiot, though, if you rely on this method.

MAXIMIZING ROLLOUT - Or is it minimizing? Well, the term is not important, the result is. What can be done to benefit the rider?

There are not many options for maximizing rollout. It's kind of one of those "it is what it is" things. However, for the weight- and tech-weenies out there, a few tricks can get an extra inch or few. The rollout method leaves plenty of room for error and these tactics will fully exploit every legal loophole. See the section on cheating if that's what you want to do, this is the non-cheating section.

Tires - Let's compare two identical tires, one new and one that is almost worn out.

First, a new tire will have a larger outer diameter since it is, well, new. During rollout, this will produce a longer rollout than a worn tire. Each 1mm in diameter for a 700c tire accounts for 0.064 feet of rollout, or 0.78 inches (3/4 inches). The rollout doesn't care what tire is on the bike, the rollout is only used to determine how far a (riderless) bike travels backwards with one pedal revolution in the hardest available gear. If rollout still has a few inches left it seems to makes sense to get a newer tire even if (mathematically) it's only 3/4 inch longer.

Second, a new tire is perfectly shaped. It must deform and compress when the rider mounts the bike. It takes energy to deform and compress, energy that is lost as friction instead of locomotion. The actual tire-to-pavement contact is about the size of a postage stamp, which is called the contact patch. A used tire has this contact patch worn away and doesn't deform as much as a new tire. It still compresses a marginal amount but less compression and deformation mean the diameter will fluctuate less under load than its new counterpart. This number is hard to quantify but accounting for the outer diameter decrease, it's gonna be an inch or so for rollout as ridden plus wasted energy.

Third, if the race is a two hundred-corner criterium, the flatness of used tires will actually give a higher top end than new tires. The bike would have to be leaned over and pedaled in the hardest gear through all corners but the math says it's worth another fraction of an inch for each corner.

Though new tires have a longer rollout as seen in example one the amount of effective outer diameter is more rapidly decreased when a rider actually gets on the bike as seen in example two. Worn tires are an advantage for rollout because they will have a smaller rollout diameter as measured by the weightless bike rollout but when actual rollout is performed with a cyclist, the rollout will be truer due to less deformation and compression. It is the best of both worlds as far as rollout is concerned.

Worn tires are dangerous and should not be ridden, these examples were for illustrative purposes only. I'd DQ you for using unsafe equipment long before I busted your ass during rollout, don't even think of it!

Bicycle - The rules do not disallow the rider from being on the bike during rollout. If a bike fails by a slight margin, insist that the rollout be performed with the rider to ensure a "true" rollout. Your argument: If rollout was truly about rollout, the rider should be on the bike for a more accurate measurement and the bike should not be rolling backwards to be persnickety. The Official will likely refuse to do it but the rules do not forbid this method, so insist on it. They might pull rank and tell you to go pound sand, in which case you should file a formal, written complaint. The rollout will be very difficult but should work in the rider's favor.

The rules will not let UCI/USAC use a formula to determine which bikes fail rollout yet the riderless bikes, which are nothing more than inaccurate models or formulas that change when they are ridden, are somehow OK???

CHEATING ROLLOUT - Yeah, BABY! That's what I'm talking about, give drugs to the bikes, not the riders (insert crowd cheers here)! A process so ripe for error must be exploited, it begs for it! I cannot think of any other rule which is so easy to break or cheat even in plain view of the Official.

All Officials should carefully study this section and all other sections that deal with rollout and gear restrictions to prevent cheating and improper use of rollouts to DQ or sanction riders. This is not a definitive how to cheat guide, it is a guide to prevent and identify cheating. That is why I included this section.

Riders, be creative, you'll have to do much better than the examples below. If you're gonna go through the effort of cheating, might as well do it right. Or at least a good "I tried" story that humors the bike race community. Riders have about one chance to cheat and forever be known as a cheat or honorably apologize and take their lumps.

Try this at home, kids, don't try it at a race. The time constraints imposed at the race likely preclude checking all the possible cheating tactics, cheating can be difficult to detect under the best circumstances. Wise Officials will quash any discovered ruses and hastily DQ but enterprising and lucky youngsters will slip through.

I will recommend a lifetime suspension for any adult who condones, participates in, or willingly agrees to cheat on behalf of a Junior, PERIOD!

1. Let a lot of air out of the rear tire before rollout using a pin. Time it just right, get a slow leak, play it as cool as possible, maybe no one will notice. As long as no one sees you poking the tire or letting air out, home free! Experiment with different pins beforehand, carry the one that will seal itself at 30psi for weightless rollouts or 60psi for weighted. I'll sell you a case of tubes and patches at a real good price so you can practice, practice, practice.
2. Multi-tools are handy. Pretend like you're stretching while holding onto your bike for balance. Turn the limit screw a few times to block out that illegal gear. Straighten up and stretch your arms behind your back and slip the tool into your jersey, away you go. It just so happens I got a great deal on some multi tools to go along with those tubes.
3. Barrel adjusters are nifty devices. Set your limit screw one gear harder than normally passes rollout, dial in all barrel adjusters, undo the anchor bolt and pull the cable taught, retighten the anchor bolt, and then dial out the adjuster(s) until the derailleur shifts into the legal gear. Properly-designed bikes should have barrel adjusters near the handlebars for front and rear shifting. After the race starts dial the barrel adjuster 'in' until it shifts into the banned gear and dial it 'out' to pass rollout. I always have some of these in stock.
   NOTE - This is an honest way to block out gears but not when used to cheat. If replacement equipment (from a Wheel Van during the race, for example) has illegal gearing, use the barrel adjuster as much as possible to block out a gear or two. If this does not work, the derailleur will have to be blocked out and/or cable anchor bolt repositioned.
4. For a tire that is oversized, skid some of the rubber away. It'll only take away fractions of an inch but a little here, a little there, it starts to add up to real gains! I have some relatively inexpensive tires for sale, buy a case of them and start skidding your way into rollout heaven.
5. Pre-shift the bike into the legal gear. Jam something in the shifter to prevent it from shifting. Take it to rollout and the Official might think it is in the hardest gear. The shifter must appear and feel like it's working or your little game will be busted. In a pinch, break the shifter out of desperation, they're only a few hundred dollars, a small price to pay for cheating rollout. I can't rebuild some shifters for $50 plus parts, send 'em in.
6. Start the race with illegal equipment. During a mechanical service very late in the race, get equipment that will pass rollout. Of course this means that your parents, coach, mechanic, or other adults are assholes, too, for participating in the charade.
7. The ole cog switcharoo. Most Officials will blindly shift into the last gear which should be the hardest. However, due to a sinister game of cog musical chairs the night before, the low/first cog is a legal 14t but somehow the 12t or 13t ended up in the second or third position. Hopefully the Official won't see the real breadwinner camouflaged amongst its larger peers and do the rollout with the 14t legal gear. Play the "my (insert scapegoat's name here) put the cassette on last night, I guess they really screwed it up" excuse if bagged. You'll fail but at least you won't be known as a cheater, only that you have a mechanically inept scapegoat.
   True Story: My former boss screwed up numerous cassettes like this even after repeatedly being shown how to do it correctly. Most of us learned the skills to properly install a cassette in kindergarten: large to small, they only fit one way, put a spacer between each one. It was mildly amusing and sadly ironic to hear him say "Don't treat me like a child!".
   Moral - Never underestimate the limits of outright stupidity.
8. Team Tactics! One member is the sacrificial lamb. They should have the worst illegal gears and everyone else drafts off them. When it is rollout time, the designated rider will distract the official so the teammates can make their own bikes safe for rollout with any of the tricks above. Sacrificial lamb: duck and cover, distract, screen, waste as much time as possible with the Official, get them real annoyed so everyone else will be whizzed through. Learn to work together for victory.

CONCLUSION - For research I did rollouts under every perfect condition I could think of - which is far more than I've written about - and I'm as particular as can be. Rollout made little sense prior to this. Nearly every measurement can be altered with a sneeze, fart, or carelessness. It just doesn't work. Add some laser levels, adjust for atmospheric pressure and temperature, throw in some digital angle finders and protractors, be as scientific as possible with procedures and measurements and ,... it becomes less practical with the best tools, it still doesn't "work".

I'd have a difficult time DQing a Junior rider if their bike failed by a small margin. In good conscience no one can enforce the Junior gear restrictions using a backwards, riderless rollout as the sole pass/fail method. An appropriate rollout number would be whatever the defined "rule" is PLUS the margin of error that can be reasonably expected from the process PLUS a consideration for human error.

It's close enough for me if a bike fails by a few inches when the math says it works. I can and will only interpret the rule based on its inherent inaccuracy, judged on its own merits if you will. Other Officials will be adamantly rigid, their over-exaggerated sense of self-importance and ego knights itself 'Sir Rollout', able to fail a bike within 1/4 inch. Where did I put that saying, let me polish it up a bit:

COMPLETE & UTTER BULLSHIT!

The problem begins with the theory of rollout and gets worse every step of the way. I can perform what might be perceived as a perfect rollout, repeat the procedure and show an easy 18 inches of variation or really tweak it for a few feet! Rollout is incredibly difficult under ideal laboratory conditions, I can't even guarantee +/-3 inches accuracy using the 21st century tool arsenal. The variables and procedures are uncontrollable in the real world.

Ten different Officials could get a different number every time they did rollout and those numbers would likely be different from everyone else's. Any Official who doesn't see the inconsistencies of rollout or enforces the rule without common sense is a danger to racing. As there are bad racers, bad races, and bad mechanics, there are bad Officials, too.

Rollout and gear restrictions only reduce top speed, there is no argument to the contrary. I hope this information has highlighted the ineffectiveness of gear restrictions and the hassles associated with it. Moreover, the incredible effort people expend to meet and/or cheat rollout. Parents need to decide what is appropriate for their children: a sensible bike for all situations or a pure race-only machine for one situation.

Please make the rollout process as difficult as possible, it needs to go away. The Officials will begin to complain about all the troubles regarding rollout and there will be an incentive and reason to simplify.

I advise all parents to keep a copy of this article in their bike racing kit. Within a foot or so, insist that every conceivable error be rectified, and try another rollout. Point out the margin of errors I've included with the appropriate examples, determine if rollout is within the statistical standard deviation expected from this process. The gear combination better support a plausible rollout (don't try to sneak a 49/13 or a 53/14 through, those are failures).

I am less confident in my ability to perform a quality rollout now than before this research. Ignorance was bliss, I really tried to do good rollouts when I was assigned the duty at races. Now it is apparent just how wrong I was and how I'm even wronger now.

Junior Rollout Restrictions - Road and Track

Gearing restrictions are based on discipline and racing age. Racing age is an anomaly unto itself, a chronological 13 year-old might be racing in the 15-16 year-old racing age category. The age groups listed in the chart are racing ages, not chronological ages. The values are somewhat rounded off for English measurement conversion but exactly as printed on pages 54-55 of the online 2011 USAC rulebook.

Gear Ratio Chart

The following chart shows the gear ratio for a variety of common gearing options. Gear ratio alone is useless without knowing the wheel's circumference. Therefore, the colored squares show how a nominal 700x23c tire would perform. Variations in actual tire circumference will be critical for values that skirt the 3.73 limit, which translates into 26 feet of rollout for this chart. Even though mathematical formulas are 100% accurate, the useless and ineffective, easily-cheated rules mandate the most pathetic test of a bicycle's viability, the time-wasting and inaccurate rollout.

The Gear Rollout Calculator below the chart can be used for more precise calculations, particularly how tire diameter changes rollout.

Gear Rollout Estimator Chart

This chart highlights the gear ratios for a given tire circumference (as opposed to gear ratio alone like the previous chart). The tire circumference is NOT a normal 700x23c tire or any road tire for that matter, it is probably closer to a 29er or a large cyclocross tire. The data and illustration are the important parts that show the affect of different gear combinations with a known tire circumference. The rollout limit for the colored squares is the arbitrary and useless road race standard of 26.02ft.

NOTE - The colored spots will most certainly appear at different locations with different values than the previous chart. Note the two additional colors: blue will likely pass rollout; orange, likely fail. Borderline rollouts are clearly tracked across the chart. It puts things in perspective, not many choices for maximum rollout.

How does this translate into a real road tire - 700x23c??? Well, the chart shifts to the right about three spots with a lot more greens, fewer reds, and even fewer viable yellows. That doesn't leave much of a choice for Juniors.

Tire Circumference: 2261mm
Rollout Limit: 26.02ft.
Yellow Range: 25.76ft. to 26.28ft.

Gear Rollout Calculator

1. Enter Chainring Size in teeth
2. Enter Cog Size in teeth
3. Enter Tire Diameter in millimeters
4. Click the Compute button
5. The answer will be displayed in the 'Estimated Rollout, feet' box or 'NaN' will appear with invalid numbers.