"Do you have problems getting jeans?" If you've ever been seen in lycra, this is a question you've likely had to bat down at some point. The answer is often no - but it can be hard not to look down at your quads when asked to see if they'd grown to Hoy-esque proportions overnight.

The question is understandable. Whilst cycling performance is about so much more than appearance, and athletic ability is never determined by aesthetics - since all body types are unique - our society does host somewhat of a fixation with appearance. 

Case in point - if you begin to type 'will cycling' into Google, there's a plethora of aesthetically charged questions: will cycling give me big legs? Will cycling make me lose weight? Will cycling reduce fat?

If you're new to cycling, you probably want to know what it's going to do to your body shape - after all, as nutritionist to World Tour pros Will Girling puts it: "everyone wants to look good naked!" 

Girling has worked with professional road, track and triathlon athletes, as well as amateurs seeking to optimise performance via nutrition whilst balancing busy lifestyles. 

Common questions around cycling and body shape are typically split into two categories - leg growth, and weight loss - so we've addressed each with Girling's help. 

"Form a 'pre-hab' [injury avoidance] perspective, cycling is very one dimensional, if you do already have muscular imbalances, strengths and weaknesses, they will be exacerbated by doing everything in a very linear format," Girling explains.

As an example, knee pain can be caused by the outside quad muscles - used heavily during the push phase of the pedal stroke - developing more quickly than those on the inside of the thigh.

Girling says strength work can be done at home if a gym isn't feasible, advocating exercises that are unilateral - things like split squats, single legged squats, lunges and anything that requires a change in direction, such as side lunges.

Though roadies tend to be adverse to creating shoulder bulk, he advises some upper body work, too - particularly any sort of exercise, like a bent over row, which pushes the shoulder blades together and helps correct the hunched posture we gain from hours over the handlebars.

Professional riders competing in the Tour de France face stages of over 200km in length, and will be on their bikes for anything between four or six hours each day. While stage races like the Tour de France and the Giro d'Italia are usually run off in hot conditions where riders will sweat a lot, they all know the importance of staying properly hydrated. So it’s therefore no surprise that when taking in all those essential fluids, the pros have to urinate during a race. They have to do this without falling off, getting dropped from the peloton, or ruining their team’s tactics.

This might seem like a trivial topic, but Google's auto-complete search function gives live tracking of what questions people are asking. One thing it tells us is that they do actually want to know 'how do cyclists pee?', 'when do cyclists pee [at the] Tour de France?’ and if ‘Tour de France riders pee their pants?’ So here is the answer.

With so much time in the saddle, it's not surprising that riders have to urinate during a race. It's such common practice that there is even a UCI rule regarding it. Rule 2.12.006, 8.6 states a rider will be fined for: Unseemly or inappropriate behaviour (in particular undressing or urinating in public at the start or finish or during the race) and damage the image of the sport.

If caught, the fines range from 50 to 200 Swiss Francs, which will be given to a rider, or to their team if the rider can't be identified. But the UCI also knows that when nature calls, it has to be answered. The unwritten rule is that when riders do pee they must do so outside of a town or city limits, essentially where there are fewer spectators. This can be particularly difficult at a race like the Tour de France where the route can be lined with fans almost from start to finish.

So how do the riders pee during a bike race where they ride in a tightly packed peloton and speeds can reach 100km an hour?

Well, the answer is that there are a variety of options available.

Stop and pee at the side of the road

This tactic is only used early during a race. In pro racing the pace often drops once the break has established itself up the road. Once the break has a time gap they and the bunch behind are happy with, both the break and the peloton will slow to a more manageable speed for an hour or two (depending on the length of the race) before the peloton, lead by the teams who are aiming for the win that day, speeds up later in the race.

When this happens riders will pull over to the side of the road - where there are no, or very few fans - and relieve themselves by leaning forward and pulling down the waist of their bib shorts. Lycra is very stretchy, after all. It's not uncommon to see 20-30 riders doing this at the side of the road, and the TV camera men know to point their cameras in a different direction.

Female riders find it a little harder with bib straps and will often look for a more secluded spot, with some trees or bushes to hide behind.

The peloton will also organise itself, selecting a 'nature break' slot during which the riders will collectively pee; at a Grand Tour, tradition dictates that the GC leader determines when this will be. Anyone that keeps rolling is bound by unwritten law not to attack during this time.

Of course, like all unwritten rules, this has been conveniently overlooked - most notably on stage 16 of the Giro d'Italia 2017 when Tom Dumoulin (Team Sunweb) stopped for a little bit more than a wee. Although as this was an emergency stop, other riders wouldn't have known about it and so continued with the race.

By stopping in groups, riders know they will not get fined, and have wheels to sit behind and get back to the peloton. Stopping on their own, or when the peloton is still travelling at a good speed is more risky.

At this time it's common practice for the cross-legged individual to make their way to the front of the peloton before pulling over and stopping, to give themselves the longest possible window during which to empty their bladder.

Should the rider take their time and be passed by the peloton, they still have the team cars to draft their way back to the bunch.

Peter Sagan told Het Nieuwsblad a few years ago that there was a behaviour change within the peloton, with young riders actively choosing to ignore the unwritten rules in races, creating "total anarchy" as a result.

"I first noticed it when as a leader in a stage race I stopped to pee. They kept on attacking, while that used to be a moment of rest in the peloton.

“The bathroom break just doesn't exist anymore. I saw it again in the Haut Var. You used to have the fixed time to stop to pee together.”

So, how are they doing it now? Well…

Pee while you ride

If the pace of the race is high, or it's in the latter half of the stage and there’s no collective ‘nature break’ in sight, some riders will call on their teammates to give them a hand while they relieve themselves while riding.

Reputable UK news source The Sun (please apply pinch of salt) was most shocked when a fan sent in a picture of Madison Genesis rider Taylor Gunman "pulling out his willy to wee" whilst riding in the Tour of Britain.

Riders typically do this on longer sections of road with no corners and with a slight downhill. At this point, they move to the kerb, put their foot that's nearest to the kerb at the lowest point of the pedal stroke, pull their jersey up, the waist of their bib shorts down and lean as far to the side as possible. The aim is to avoid getting any on your leg or foot.

Some riders tend to look for a helping hand - with a team-mate pushing them from behind so they can keep up momentum whilst pedalling. And everyone knows to pay attention to which way the wind is blowing. Roadside fans meanwhile have to get out of the way. Fast.

“Now everyone is peeing from their bicycle,” Sagan shared with Het Nieuwsblad. “I then ask: Is that normal? I understand if you ride the final of say the Tour of Flanders or Paris-Roubaix. But at a dead-end in the race? You don't lose anything by stopping for a while. And they don't even bother going to the edge of the road.

"No names, but they just piss in the middle of the pack. Everyone pees on everyone. Disgusting. And if you say something about it, you are supposedly arrogant, because you can't decide what someone else should do."

Just get a bit wet 

The final option is simply keep quiet and let it happen. The only time riders do that is when they are already soaking wet from the rain and their shorts are going to get rinsed out further by more rain (then probably thrown out at the end of the stage). There's an added benefit if it's early season and very, very cold.

Choosing this option can be particularly effective in cold conditions; "In races that are soaking wet and freezing cold, I like to piss myself." Mark Cavendish said in an interview with GQ:

"It warms me up for a split second. You get warm and you don’t have to fuss around," he added.

How do female professional cyclists pee? 

Women's races are typically shorter than men's races, something former Olympic champion Jo Rowsell put down to the fact women can't urinate while riding. However, wemen's races are becoming longer, and with that, the need to take a nature break becomes more pertinent.

At the Vuelta Femenina in 2023 there was even controversy over a nature stop, as Demi Vollering (SD Worx-Protime) accused Movistar and Annemiek van Vleuten of attacking while she had to take a break, something she later described as a "shame".

Long races and stages do bring in some extra complications as the whole process of peeing takes a little bit longer for women. While it is possible for women to pee standing up when wearing bib shorts - it can be a messy process if it goes wrong, and frankly it's probably quicker just to squat and use the pull down design of women’s bib shorts.

Since women's races are often shorter, the female peloton tends to avoid nature breaks where possible. The average distance of the road stages last year for the men’s Tour de France is 173.4, whereas for the Tour de France Femmes avec Zwift it’s just 130.4.

What to do if you need to pee on a long bike ride 

If out on your own it's easy to stop and go, once you found a suitable, quiet spot in the countryside. If you're on a group ride, talk to the other riders about stopping for a moment, or slowing down so you can quickly relieve yourself before getting back on your bike and catching up. Just be sure you know if there are any turns coming up.

Another option is to make sure to include a cafe stop along your route. Something which makes the whole thing a lot easier. And cleaner.

It’s also a lot easier for women these days too, thanks to the easy-pee access now built into many women’s bib shorts.

The issue of cyclists and compulsory licences, training and insurance is a debate which continues to rage on, with Google's autocorrect suggestions highlighting how often people are intent on finding this information out, especially as opinions are consistently forthcoming from both sides.

Despite the UK government stating in December 2021 that it had no plans to introduce legislation requiring cyclists to obtain a licence, the debate has reared its head once again.

Scotland Tonight hosted a debate last week (June 2022), asking the question: "Should cyclists face compulsory training and need a licence?"

Journalist  Alan Douglas argued compulsory training and licences are needed for cyclists. 

“They are the only unregulated group of road users," he said.

“Anyone can leap on a bike and head out without any training, licence or insurance. If they commit a traffic offence, like jumping a red light or riding on the pavement, they go unpunished.

“A driver would be fined or lose their licence, so we need punishments for law-breaking cyclists.”

However, there are a multiple reasons why cyclists don't currently require a licence.

In response to a petition calling for cyclists to be licenced in 2021 the government said: "The government considers that the costs of a formal registration system for cycle ownership would outweigh the benefits. 

"The safety case for such a system is not as strong as that for drivers since, by contrast with motorised vehicles, cycles involved in collisions on the highway are highly unlikely to cause serious injury to other road users.

"Cycling provides clear benefits, both for those cycling (particularly in terms of health) and for wider society (tackling congestion, reducing CO2 emissions and improved air quality). The introduction of a licensing system would significantly reduce these benefits, especially over the short term. Over the long term, it would deny children and young adults from enjoying the mobility and health benefits cycling brings until they were old enough to pass a formal test.

"The introduction of a system of licensing would also be likely to lead to a reduction in the number of people cycling."

Accountability baked in

The statement continues, suggesting that cyclists are still culpable for their actions even though they don’t need a licence. 

“Furthermore, the National Travel Survey indicates that a very high proportion of people who cycle regularly also hold a driving licence. The absence of a licensing system does not prevent a cyclist from being liable for their actions. The police and ultimately the courts, can take into account all the circumstances of an incident and judge accordingly.”

Figures from the Department for Transport (DfT) show that, in 2020, 88% of people aged 18 years and over who cycled also held a valid driving licence. They also showed 35% of people who held a driving licence also cycled that year, meaning over a third of motorists also engaged with the UK's roads on two wheels.

This serves to counter the idea that cyclists are above the law. Indeed fines of £2,500 for dangerous cycling and a £1,000 fine for careless cycling can be issued. 

While not as harsh as the penalties for dangerous and careless driving, the fines are proportional to the danger cyclists pose. Further offences, such as causing serious injury or death by cycling, is still punishable in court with imprisonment.

Cycling UK makes the point that the cost of licencing outweigh the benefits in it ‘Ten common questions about cycling’ report. 

“Licences and number plates to regulate a relatively harmless activity like cycling would be a waste of time, effort and tax-payers’ money,” Cycling UK said. “It would probably suppress cycling too – not a good thing for public health.”

With the introduction of licences discouraging people from riding, there would therefore be more motorists. More motorists leads to more congestion, more CO2 emitted and a poorer air quality in the country as a result. Poorer air quality causes health problems in individuals, with CO2 also exacerbating the issue of climate change, while greater congestion negatively impacts the economy. 

Burden on the state

Furthermore, fewer people exercising creates more stress for health services, because fewer people are partaking in essential activity during their day. 

With more motorists on the road, there is also the issue of safety. Indeed, of the 23,529 people killed or seriously injured (KSI) from all traffic in 2020, only two per cent were caused by the individual being hit by a cyclist. Cycling UK argues cycles pose little danger to others when compared with motor vehicles, due in part to the combination of speed and weight, or lack thereof, riders travel at. 

“Motor vehicles, not cycles, put pedestrians most at risk,” Cycling UK said. “This is the case in all locations, including pavements and urban areas, where cyclists and pedestrians often mix densely and share the same space. 

“This means that cycles don’t put pedestrians at greater risk of injury mile-for-mile than motor vehicles, even though they are arguably more likely to travel in close proximity and, being slower, meet more people out walking along the way per hour.”

Motor vehicles simply threaten the public’s safety more, as well. Motor vehicles, more often than not, are also found to be the cause of collisions between cyclists and motorists. 

“Motor vehicles in collisions with cycles are more likely to be assigned a ‘contributory factor’ (CF) by police at the scene than cyclists,” Cycling UK reported. 

“From 2015-20, in fatal or serious collisions with a cycle, the police assigned 11,347 CFs for ‘Driver or rider failed to look properly’, the most common CF by far. Of these, 3,782 were allocated to cyclists, and twice as many (7,565) to motorists.”

Finally, with over 25 million bikes in the UK introducing licences for cyclists would cause a considerable, and largely unnecessary, strain on resources. Cycling UK puts describes it as a “costly and bureaucratic nightmare”.

“The government would have to introduce new legislation for cycles and then pay for extensive upgrades to the relevant computer systems. They don’t want to do this, and they’ve repeatedly stated that the costs and complexity would outweigh any road safety or other benefits,” says the organisation.

The average human brain allows hundreds of questions to float around its expanse on a daily basis - but some of them are more common than others.

Google's Autocomplete tool is particularly useful for helping to determine which of those questions are shared by a large proportion of the population - and 'do cyclists live longer' is apparently up there with wonderings over our insurance status, use of bells, and - it would seem - where we draw the line when it comes to hair removal.

It's a reasonable question - cycling carries multiple benefits - but intense exercises can actually suppress the immune system, so does it really add years to our lives?

Exercise and longevity of life

There's a number of studies which suggest that gentle exercise prolongs life - and cycling is a particularly good option as the lack of weight bearing means we can continue into old age.

Getting your active time in via bike commutes is also handy, because it's a time efficient choice (especially considered alongside the oft incompetency of public transport and the tailbacks on offer elsewhere).

Scientists at the University of Glasgow wanted to investigate the link between methods of commuting and incidents of cardiovascular disease (CVD), cancer, and all causes of mortality.

They studied 263,450 participants, with a mean age of 52; 52 per cent of whom were female. The participants used a variety of methods to commute - walking, cycling, and 'non-active' (car or public transport).

By the end of the study, 2430 participants had died - and the breakdown showed that cyclists were the least likely to have deceased.

"Cycle commuting was associated with a lower risk of CVD, cancer, and all causes of mortality," researchers said, whilst walking was associated with a lower risk of CVD.

The scientists concluded "initiatives to encourage and support active commuting could reduce risk of death and the burden of important chronic conditions."

A further study by a group of epidemiologists looked at the sporting background and lifespan of 80,306 British adults.

They found that cyclists were 15 per cent less likely to die from any cause - and those who spent time on two wheels came off best, alongside swimmers, those who took part in racquet sports, and aerobics.

No significant reduction of risk was found amongst those who participated in running or football.

In addition, a Danish study published in the journal Circulation, in 2016, looked at 45,000 adults and found that riding a bike regularly for commuting or recreation lowered the risk of heart attack by between 11 and 18 per cent, compared to non-cyclists.

The scientists collected their data over a 20-year period.

“Many people think that being physically active means doing regular structured exercise, which can be a huge barrier to an active lifestyle" senior author and researcher at the University of Southern Denmark, Anders Grontved told Reuters. 

"Our study shows that biking either for recreation or as a way to commute is also great for heart health," he added.

One possible counter-argument could be an assertion that riding on the road could be considered 'dangerous' .

However, statistics published by the Department for Transport show that in 2015 car occupants accounted for 44 per cent of road deaths, pedestrians 24 per cent, motorcyclists 21 per cent and pedal cyclists six per cent.

When comparing mile-for-mile deaths, vulnerable road users - cyclists, walkers and motorcyclists - had a higher fatality rate.

However, cycling is still statistically safer than walking - for every billion miles cycled in 2015, 30.9 cyclists were killed, versus 35.8 pedestrians. Though neither is a 'good number', we rarely consider walking into town a dangerous endeavour.

Intense cycling and longevity of life

It's often considered that 'gentle exercise' is good for health, whilst the high heart rates and accompanying fatigue associated with high level training is less beneficial for overall health.

It's true that those who push themselves on a regular basis are more likely to pick up sniffles and virus'.

However, a study which looked into the lifespan of Tour de France riders showed that serious medical conditions were kept at bay.

Scientists from the Department of Physiology at the University of Valencia, Spain looked at 834 cyclists who rode the Tour de France between 1930 and 1964 - the riders came from France, Italy and Belgium.

In 2007, the researchers compared the percentage of survivors at each age, compared to that of the general population in the country the cyclists came from. They found that on average, the Tour de France riders lived to 81.5 years, as opposed to 73.5 year in the general population.

The scientists concluded: "The Tour de France is among the most gruelling sport events in the world, during which highly trained professional cyclists undertake high intensity exercise for a full three weeks. Consequently we set out to determine the longevity of the participants in the Tour de France, compared with that of the general population.

"Our major finding is that repeated very intense exercise prolongs life span in well trained practitioners. Our findings underpin the importance of exercising without the fear that becoming exhausted might be bad for one's health."

You may have serious reservations about your commitment to cycling when you find yourself slogging it out round country lanes in the pouring rain. Or when you feel like a parachute riding into a headwind as you struggle your way home on your commute back from work.

One of these questions that may be running through your head is ‘Is cycling good for me?’

To put it simply: yes it is, but there are many reasons that you’ve possibly taken for granted or perhaps never even knew when you hit the road.

Physical health

The main and perhaps most obvious reason for why cycling is good for you is the physical benefits it can bring. Improving your heart health, boosting your aerobic fitness and increasing weight loss are just a few consequences of consistent cycling training.

Add all these benefits together and it not only results in a healthier lifestyle but increases the chances of you living for longer as well.

>>> ‘Why do cyclists wear lycra?’ – you asked Google and we’ve got the answer

Social factor

Despite being recognised as an individual sport, cycling is a great way to improve your social life (particularly when there's not a global pandemic). Whether this is heading out for a ride with your friends, joining a local cycling club or a chaingang.

This can even lead to you heading abroad to test yourself on foreign terrains on training camps and cycling holidays. No matter what time of year we can always benefit from a little bit of sunshine and some guaranteed vitamin D.

>>> ‘Why do cyclists ride in the middle of the road?’ – you asked Google, and we’ve got the answer

Psychological wellbeing

Despite the aforementioned nightmare scenarios of riding a bike, cycling can be an extremely pleasant activity the majority of time.

Getting out and discovering new places, breathing in fresh air whilst riding through country lanes are just a couple of a multitude of factors that have seen many studies and surveys completed that confirm that cycling makes you happier.

>>> It's official: Cycling makes you happier

Low injury risk

There are a plethora of sports to choose from, but few carry the physiological benefits in comparison to the low injury risk factors that cycling brings.

Compared to high impact sports such as running, or high contact sports such as football and rugby, cycling has a much lower risk of causing bodily damage that can occur from these other sports.

Obviously, the odd bump and bruise may happen now and then if you aren’t too careful but, in terms of overuse or accidental injuries the numbers are very low.

>>> ‘Why is my bike so slow?’ – you asked Google, and we’ve got the answer

Improve your sex life

That’s right, cycling can improve your sex life. A number of studies have shown how sports and physical activity such as cycling can lead to an increased confidence, boosted sex drive and even improved sexual satisfaction in the moment itself!

That’s without even mentioning your improved physique you will have on show from the countless hours you would have put in to sculpting your glute, quad and calf muscles.

Myth busting: Why cycling isn’t good for you

There are several stories of cycling and the dangers it can bring. However, if you push aside the attention grabbing headlines it isn’t as bad as first reported or even sometimes completely false.

One of the main issues most people believe cycling is bad for you are the dangers from cycling on the road. One of these hard facts is that cyclist are 11 times more likely to be involved in a fatal accident compared to drivers per mile driven or ridden.

However, when you add up the miles ridden and driven per person, the chances of being a fatality are just as likely cycling, driving or even walking, due to the greater amount of miles racked up by motorists.

Another myth links back to our last point about sexual wellbeing. It is thought that countless hours sitting on a saddle can lead to numbness, discomfort and permanent physical damage. However, studies into this phenomenon are limited with experts still believing the benefits of cycling far outweigh the negatives that the sport may bring.

The wondrous tool that is Google autofill can give us a wealth of information about how people perceive cyclists, and the burning questions searchers are desperate to ask.

And thankfully, in most cases we're able to provide the answers.

When it comes to body composition, there seems to be a bit of confusion. Some searchers want to know how cyclists get big, and others want to know how they get small:

That's because cyclists from different disciplines tend to have very different aesthetics, in the same way rugby forwards are the bigger, heavier players whilst the backs are smaller and faster.

The most obviously examples are track sprinters versus Grand Tour general classification contenders.

Track sprinters need to produce maximal power, quickly, on a flat surface, so for them the power half of the power to weight equation is crucial. GC contenders need to climb quickly with as little fatigue as possible, so the weight end is paramount.

Popular science dictates that human beings are naturally predisposed to certain body types - broadly broken into three categories:

• Ectomorphs - naturally lean, often tall, find it hard to put on weight including muscle
• Mesomorph - naturally predisposed to building muscle
• Endomorph - naturally higher body fat, predisposed to gaining fat

Of course, no one is born ready to grow up looking like Chris Froome or Robert Förstemann - though those who are genetically gifted in the direction that supports their sport will usually find it easier. To get big legs like Förstemann, track sprinters spend time in the gym.

Gym training for cyclists

Let's move slightly away from 'big' and focus on 'strong'. Body builders are big, but it doesn't make them good bike riders.

“To get the neural benefit of strength training, you want to use heavier weights and lower reps. That’s the opposite of what body builders do – they’ll do sets of 10, and lots of exercises per body part. [As a cyclist] your aim is to get the neural benefits of strength training; to work on the way muscle fibres are recruited," explains head coach and owner at Surrey Strength and Performance, Dan Iaciofano.

In lifting heavy, using low reps, Iaciofono - who trains GB Judo players and boxers as well as recreation cyclists - explains: "you’re trying to increase someone’s ceiling of strength, so that in future for the same amount of effort they can be further below it. [This sort of training] is rate coding, you get a benefit in rate of force development - the rate at which those muscle fibres are recruited.

"When you do body building [with more reps], you’re just trying to increase the cell size in the muscle, as opposed to the rate at which they’re firing."

So, effectively if you want to make your muscles 'pump'  like a body builder - do lots of reps, but if you want to get stronger, go low reps with heavy weights.

For cyclists who focus on long rides, and climbing, strength training in moderation will help them to maintain a better position on the bike and can reduce fatigue, especially in the mountains. Those seeking fast-twitch speed and sprinting prowess will want to spend more time in the gym.

Recommended exercises will vary depending upon your own body composition, strengths, weaknesses and even flexibility - which is why it's often advised to seek out a strength and conditioning coach.

However, in broad terms, Iaciofono recommends cyclists include "a couple of bilateral knee and hip dominant exercises – squats, deadlifts, Romanian deadlifts, hip thrusts. Then unilateral [single leg] exercises – like step ups, single leg hip thrusts, single leg Romanian deadlifts. If someone is weaker unilaterally then you want to spend a bit more time on that."

He adds: "Although there’s no direct transfer of upper body work it’s good for health and you might get some core efficiency benefit so [I'd recommend] exercises like press ups, pull ups, and rows."

If you've got competitive goals, the amount of strength training you need to do varies during the year. During the off-season, when it's easier to fit iron pumping in, one to two sessions a week is recommended.

During the peak months, a session every seven to 10 days will suffice for most riders (again, track specialists and sprinters will probably want to do more). Iaciofono recommends keeping weights high and lowering reps to reduce delayed onset muscle soreness (DOMS) which typically occur following the 'pump' body builders seek - that causes swelling in the muscle.

If your routine is going well, and you want to make progress, then adding weight and not reps is suggested: "You don’t want to venture above 4-5 reps," he says - suggesting that other additions could be "velocity lifts – jump squats, banded squats, or plyometrics".

Strength training on the bike

Strength training on the bike is particularly effective as it recruits the exact muscles that you need to work in heated moments when practising your chosen sport.

Big gear efforts are the first port of call here - particularly standing starts, which involve coming to an almost stop, then sprinting against the largest resistance you can muster.

For absolute strength, go for one 20-second sprint, every five minutes or more. To practice being able to follow multiple attacks in a situation such as a criterium race, try sets of 20 seconds sprint/40 seconds recovery, repeated four to six times.

Bear in mind that these sorts of efforts should be spread out, with plenty of recovery between them to allow for adaptation, and they're off the menu if you've got a niggle or injury.

Supplements for building muscle and speed

Finally, there are a couple of supplements that may help you out -  neither will build muscle on their own, but they can facilitate the process when combined with exercise. Both of them are recommended by British Cycling and are entirely legal for racing cyclists to use.

Beta Alanine is recommended for cyclists seeking extra 'kick'. It's available in food, but in low doses. It raises concentration of carnosine, which ultimately reduces fatigue during explosive efforts.

The big one, though, is Creatine. Also naturally available in food, there's about 2g in a point of red meat and 4.5g per pound of salmon.

Creatine increases muscle levels of phosphocreatine, and helps to fuel muscles during intense activity.

"On top of a diet that hits all the overall requirements – is high enough in carbohydrates, has enough protein - then Creatine and Beta Alanine are the most research proven supplements on the face of the planet," says Iaciofono.

"Most people will get a performance benefit from them. If they don’t, they may be getting enough of them in their diet, or just haven’t responded."

It's probably a dangerous sport (perhaps even more so than fixed gear crit riding), but every so often, we like to take a dive into Google and check out what people are asking about cyclists.

• ‘Why do cyclists ride side by side?’ – you asked Google, and we’ve got the answer
• ‘How do cyclists pee in a race?’ – you asked Google and we’ve got the answer
• ‘Do cyclists have to have insurance?’ – you asked Google and we’ve got the answer

A little autocorrect burrowing around 'why do cyclists' suggests that one burning question from the public domain is 'why do cyclists wear gloves?'

Well, you asked Google, and we've got the answer.

Firstly: some cyclists... don't wear gloves

There's a rather healthy selection of reasons behind cyclists wearing gloves, in the summer as well as in the winter. However, as several of our YouTube commenters have noted, quite a few Cycling Weekly staff members do not.

This really comes down to personal preference. Some people don't like dampening the feel of the handlebar and want a close grip without extra fabric. And, some people just want to look as badass as Tom Boonen and are prepared to endure frostbite for the cause.

Reasons cyclists DO wear gloves

Back to those who do decide to cover their pinkies - what are the reasons?

Warmth

Let's get the obvious out the way quickly.

Your extremities are far away from blood supply, so they get cold easily. Once cold, fingers become less adept at controlling the shifters and brakes, so this can hinder your riding as well as being uncomfortable.

>>> Best winter cycling gloves 

Those who don't want to lose too much ride feel through the handlebar should check out gloves that use neoprene, like the Castelli Diluvio option as these are thin but warm. Those who really struggle should check out a creation like the Specialized 'Lobster' Element gloves, which bundle fingers together in a way that allows easy shifting whilst letting them keep each other warm and cosy.

Dampen buzz and protect against nerve compression

Loss of feeling caused by low temperature aside, there's another form of numbness that can happen all year and represents a greater problem.

There's two key nerves that run from your wrist into your hand. If the ulnar nerve becomes compressed, you may notice tingling, numbness or pain in the hand - this is called Ulnar Neuropathy or Handlebar Palsy in colloquial, cycling terms.

If the median nerve is compressed, Carpal Tunnel Syndrome can arise - this causes numbness and tingling in the thumb, index, middle and ring fingers or weakness in the hand.

Once Ulnar Neuropathy or Carpal Tunnel Syndrome set in, they can be a real pain to get rid of. The padding in gloves can help to prevent it, by adding some extra cushion. The same cushioning also helps ward off abrasions and chafing caused by vibrations on rutted roads, off-road or on cobbles.

All this said, compression of the nerve can come about as a result of improper handlebar position, so if you are struggling, a bike fit isn't a bad idea.

Better grip

Most gloves will come with some sort of grip aid, such as silicone dabs which help keep you locked in, a particularly useful added feature in the wet.

This argument does come with an obvious counter: that human skin is quite grippy, too.

Crashes

No one likes to mention the 'c' word, but sometimes we have to.

Wearing gloves all year round, and even when riding indoors at a velodrome, is advised because they provide an extra layer of protection should you be unfortunate enough to meet the ground in an unplanned and unfortunate manner.

Another consideration for trackies, time triallists and other competitive cyclists will be aerodynamics. The jury is out over which is faster between bare naked skin and aero gloves, but those rooting for the latter will want to wear them.

Snot wipes

Often called a 'french terry wipe' or 'microwibre wipe', both winter gloves and summer mitts will usually feature a soft pad along the thumb.

Product descriptions often call this a 'sweat wipe', and you could indeed use it to mop your brow. But in reality, most riders will use it to keep their nose clean.

Hopefully, that answers your question - we'll be back with more 'You asked Google' soon (we know some of you will be waiting with bated breath). 

If there's one (legal) thing that cyclists do that can annoy motorists more than anything else, it's riding side-by-side, otherwise known as riding two abreast.

For motorists who may not have experience of riding a bike in a group or knowledge of the laws surrounding cycling on the roads, this can be seen as dangerous, illegal, or just downright rude and inconvenient.

However for cyclists, the reasons for riding side by side are clear, and in fact it is often better for motorists that cyclists ride in this way.

What the law says

The first thing to say is that riding side by side is perfectly legal, with Rule 66 of the Highway Code only stipulating that cyclists should ride in single file "on narrow or busy roads and when riding round bends."

>>> Chris Boardman explains why cyclists ride two abreast in safety video

Of course, the fact that cycling side by side is legal is not a reason in itself for cyclists to do it, with riders instead choosing to ride like this for the benefit of themselves and drivers.

Why ride side by side?

The main reason that cyclists ride side by side is for safety.

First off, a group of cyclists riding two abreast will be easier to see for drivers, making it less likely that they will be hit from behind, but the main reason is to make sure that drivers give them enough room when overtaking.

Although the Highway Code says that motorists should give cyclists "at least as much room as when overtaking a car" (which we would suggest to be 1.5m), not all drivers abide by this.

If a group of cyclists were riding down a road with oncoming traffic in single file, then drivers may be tempted to overtake too close to the cyclists, potentially causing an accident if the cyclists have to move out into the road to avoid a pothole or other obstacle.

>>> Top tips for cycling and training in the dark (video)

However, if the cyclists are riding side by side, then the motorist will have to wait until there is no vehicles approaching in the opposite direction, meaning that there is enough space to safely overtake.

Watch: group riding - how to use hand signals

This may sound frustrating if you're a driver who doesn't ride a bike, but one of the other reasons that cyclists ride side by side is that it can be more convenient for motorists.

For example, if you have a group of ten riders riding in single file, then even if every rider is riding very closely to the rider in front, the group will be 20 metres long.

>>> How to get started in road cycling

But if the riders are riding two abreast, then the group will only be 10 metres long, meaning that it will take less time for vehicles behind to overtake.

The final reason is that riding two abreast makes riding more enjoyable as cyclists are able to talk to each other.

Think about how hard it is to have a conversation with someone in the back seat of a car. Now imagine doing that in a convertible, with both people being out of breath, and you've got some idea of what it's like for cyclists trying to talk to each other when riding single file.

>>> Eight reasons why riding in a group is better than riding alone

It's not very fun sitting in a car for a few hours with no one saying anything, so there's no reason why cyclists should not be allowed to talk to each other with the same east that drivers and passengers do.

Also in this series:

• ‘Do cyclists have to ride on the road?’ – you asked Google, and we’ve got the answer
• ‘Why do cyclists ride in the middle of the road?’ – you asked Google, and we’ve got the answer
• ‘Why do cyclists wear lycra?’ – you asked Google and we’ve got the answer

How cyclists look out for drivers

With all that, it is still important that cyclists are considerate of other road users and adjust their riding appropriately.

When a car is behind that could get past if riders are in single file, but not when riding two abreast, then riders at the back of the group should shout "car up" which will then alert the other riders, who should move into single file when it is safe for the car to pass.

As a final point, it's worth remembering that the vast majority of cyclists also drive a car, so understand why being stuck behind a group of cyclists might be frustrating.

A group of cyclists is much more likely to quickly move out of the way and signal that it's clear to pass when a motorist is sitting patiently behind rather than revving the engine and sounding the horn.

Start your question 'do cyclists' or 'why do cyclists' - and several of the top Google autocomplete answers revolve around insurance - namely do cyclists pay it and if not, why not?

The presence of these two questions in the ready made search options puts them into the 'most asked' group on the dominant search engine. So what are the answers?

You asked Google, and we’ve got the answer:

• ‘Why do cyclists ride side by side?’
• ‘Why do cyclists ride in the middle of the road?’
• ''Why do cyclists wear lycra?’
• 'Do cyclists have to ride on the road?'

Are cyclists required to have third party liability insurance?

Third party liability insurance is a legal requirement for a driver, and it pays for claims made against them. In the instance that a cyclist is injured or their bike is damaged in a collision caused by the driver, their insurance will pay.

It is not a legal requirement for cyclists to be insured.

There have, in the past, been calls for cyclists to have insurance - as well as number plates - but these have been unsuccessful.

Cyclenation, a federation made up of local cycling organisations, explains the reason cyclists do not have to have insurance, stating: "In most collisions involving a cyclist and another road vehicle it is the cyclist who comes off worst. It is therefore up to them to decide whether they should take out insurance, not the state."

What if a cyclist causes an accident and damages a car or injures a person?

Though it's not a legal requirement for cyclists to have any sort of third party insurance, some do. There are several ways in which an injured party could make a claim...

Cyclists may be covered through home insurance

Statistics released by the Department for Transport state that 80 per cent of cyclists also hold a driving license - so are likely to own a car which is insured. However, if a cyclist is involved in an accident whilst riding their bike, it's not the responsibility of their car insurer to pay for any damages.

If an accident takes place, and the liability is with the cyclist, it's sometimes possible for the injured/damaged party to make a claim on a home insurance policy held by the cyclist.

This does depend upon the cyclist's policy - but most home insurance policies cover first party property and third party liability claims. The former covers the individual and their property. The latter covers them for claims made against the home owner or their family members, who reside in the home.

Cyclists can have cover through British Cycling or CyclingUK membership

Aside from claiming through home insurance, many cyclists are also members or organisations like Cycling UK or British Cycling - who will also cover damages if a cyclist is liable.

There are over 67,000 Cycling UK members in the UK - and they pay in the region of £3.75 a month (or £45 a year) for the privilege.

One of the benefits of being a Cycling UK member is that the individual receives £10m third party liability insurance cover to protect them on and off the road.

Sam Jones of Cycling UK told CW: "If you are liable in an accident and you don't have Third Party insurance, and it's not possible to claim on home insurance, then you could have to pay out of your own pocket. So having insurance is a good additional safety net."

Cycling UK's insurance policy also covers collisions between cyclists - so for example if you and a pal happen to collide during a group ride, as long as it's not a race, then you can (in a friendly manner) claim against each other.

It's also possible for people who cycle for a living - for example offering cycle training - to take out additional policies and Jones told us that was something he'd advise.

British Cycling members also receive third party cover up to £10m - provided they have a Race Gold, Race Silver or Ride membership.

Ride members, Race Gold and Race Silver members also receive Legal Support - which means British Cycling will help cyclists who have been injured or suffered damage to property in the event of an incident.

Finally, Race Gold members have Personal Accident insurance too which will help pay for any medical bills.

Cyclists can buy third party cover as part of wider policies

Whilst cyclists are not legally required to purchase insurance, there are policies available.

Popular insurers include Yellow Jersey, Cycle Guard and PedalSure.

Though the majority of policies include Third Party cover, most are largely focused around covering the bike rider, and their property. Perks also include cover if the rider is forced to cancel entry to a race, a holiday or damage to the bicycle when travelling on an aeroplane.  Third party liability insurance is usually thrown in as well.

>>> Bicycle insurance: everything you need to know

PedalSure's Phil Cooper told CW: "The benefits [of having Third Party Insurance] are simple, you will be covered in the event that you cause a claimable damage to a third party."

"Those with [third party liability cover] from BC and others, often think they are also covered themselves. PedalSure entered the market to address the shortfall in cover for Personal Accident that covers the cyclist themselves."

"We include cover up to £150k, physio, dental and also loss of earnings. Whilst this level of cover is optional, it provides transparent add ons which help explain the limits of third party insurance."

Should cyclists have Third Party Insurance?

We've established that cyclists don't have to have third party insurance - but they can buy it, or get it through Cycling UK or British Cycling membership.

Should they?

PedalSure's Cooper adds: "If a liability is found against a cyclists, then without adequate insurance, the cyclist themselves would be liable. That exposes anyone cycling on the open road without adequate cover.

"My personal view is that everyone is in a stronger position if Third Party Insurance was compulsory. It would help protect cyclists from monetary effect of claims and also ensure that motorists have an assurance of payment.  If the cyclist has poor financial means, then the motorist (or pedestrian) may end up unpaid."

Sam Jones at CyclingUK is less pro the compulsory idea, but does suggest it's a good idea: "[Third Party Insurance] is one of our major offerings to our members. We do support the idea and encourage people to have it.

"But at Cycling UK we don't think it should be compulsory. It would become an additional barrier to entry not to mention next to impossible to administer. Also, there's a low likelihood of a cyclist being in a position to cause a massive amount of damage."

The 'You Asked Google' franchise at Cycling Weekly is a longstanding one with a simple premise: ransack Google for the questions people are asking, and answer them.

When the ever invasive search engine spat out 'how many bikes should a cyclist own?' the collective office response come back by rote: N+1, where N is number owned, or S-1, where S is the number that would result in separation from ones partner.

A problem arises when both components of a home-sharing partnership has a healthy appetite for bicycle collection.

In this instance, S-1 becomes redundant, and N+1 could be never ending.

>>>  Best hybrid bikes reviewed 

My own collection begins with the race bike, soon to be relegated with the arrival of an aero race bike, because Dan Bigham told me I'm perpetually squandering away 20 watts without one (see the 16/05 edition of Cycling Weekly mag for details).

Then there's the winter bike. I tried to deny this requirement once, under the misguided opinion that I could simply clean the 'best bike' after every ride and maintain its best-ness.

The best bike in question was eventually relegated to winter bike, but only after I'd spent the Cicle Classic National series race terrorising every rider in the peloton with the alarming cries exuding from my crumbling bottom bracket.

Then there is the track bike, without which I could not ride track. And the time trial bike, without which I could not tentatively tread the line between boring myself to death and scaring myself to death, once annually on a dual carriageway somewhere in Wales.

That's all whilst restricting myself to the tarmac. Go outside of that and there's a need for a cyclocross bike, plus mountain bikes wearing wheels in more sizes than you'll find plates on a Michelin star restaurant's dinner table.

For a conservative rider, that makes the minimum number of bikes five, multiplied by two to cater for two individuals in a partnership, with an endless +1 as more needs are unearthed.

This wouldn't be a problem, but for the fact that purchase of the afore mentioned bicycles has a knock on affect on the amount of floorspace available to store them.

S-1, it seems, is effectively a safeguarding tool. It was put in place to to prevent N+1 reaching a point where the cyclist in question is unable to fund the irritating eating habit that sometimes gets in the way of bike riding.

Without it, an alternative safeguard must be sought, to save us from ourselves. E-1 could work, where E is the number of bikes that will result in Eviction from the home.

Alternatively, just buy a caravan and a really big garage.

At Cycling Weekly, we love a good snoop around Google's autocorrect function - which (apparently, though we're suspicious), tells us what the rest of the world is burning to know about cyclists.

There's been some real gems, the highlight perhaps is the world's preoccupation with how cyclists pee on the bike, whilst some questions are a bit more troubling - like why we don't use cycle lane or have insurance. 

One of our recent favourites? 'What's the point of a breakaway in cycling?'

Well - never fear, world: we have the answer.

To highlight sponsors

Ever wondered why the breakaway that consistently 'goes from the flag drop' is made up of Pro Continental riders and wildcard teams?

Well, firstly, no one is going to let a likely winner get a gap in the opening kilometres - whilst those in the lower ranks are a lot more likely to be given free reign.

Secondly: if you're not particularly likely to be snapped with arms raised, taking the win, then what better opportunity to get your jersey and sponsors some TV time than with a day long four-up?

To make way for a team mate

Sometimes the rider up the road is a strategically placed decoy.

Let the peloton chase. The teams eager for the win can do the work, whilst a dangerous lurker lies in wait within the bunch. As soon as the carrot on the stick is caught: bam, the true protected rider will taste the wind for the very first time that day.

Cervelo-Bigla did exactly this by sending Cecilie Uttrup Ludwig off the front at La Course this year, team-mate Ashleigh Moolman-Pasio made her move exactly as her jersey partner was caught - eventually holding on for third place.

Because the race travels through their home town

If the rider in question isn't really a threat, the peloton might well let them play out a theatrical home town breakaway. Because who hasn't dreamed of passing their own home, two minutes clear of the bunch?

Because: young, bored, cold

The longest stage of the Tour de France this year was 230 kilometres. The result was a sprint finish, eventually won by Dylan Groenewegen who pushed Fernando Gaviria into second - but during the course of the day, four breakaways formed, only to be caught as the finish line neared.

“Days of 230km are boring and make no sense,” Alejandro Valverde said after the race. Peter Sagan backed him up, stating "it was boring today."

Now, the sprinters are never going to put themselves out in the wind all day just to break up the monotony - but someone else might.

The same applies on a wet, cold day, when being alone at least means being warm - and youngsters with a bit more va-va-voom in their engines than sense are likely candidates too.

To entertain you

Not everyone has the viewer at front of mind, but if Sagan is to be believed, then sometimes a rider just wants to put on a show.

“The fans appreciate that [effort and ability], then I’m very happy to do that for the fans, it’s nice.”

“I don’t care about victories, it’s more about show,” the former world champion said after three second places in Tirreno-Adriatico.

We're not completely sure we believe him - but it's nice to be thought about.

To win

Well, there is another motive for breaking away: a desire to win ahead of the bunch.

The most notable breakaway of 2018 has to be Chris Froome's 80 kilometre solo fight to win stage 19 of the Giro d'Italia. It was the stuff of Coppi and Merckx from days gone by.

It's not easy for a marked rider to succeed in this way, but when they do, it's spectacular.

It's incredible how much you can learn about the world's thought processes from a simple Google Autocomplete. When it comes to 'do cyclists', the number one question is apparently 'do cyclist have to ride on the road?'

The dominant search engine's autocomplete service offers suggestions as to what you might be searching for, and it says these suggestions come from "what other people are searching for." This is backed up by font of knowledge 'searchengineland.com', who explain: 'the suggestions that Google offers all come from how people actually search."

Also in this series: 

• ‘Why do cyclists ride side by side?’ – you asked Google, and we’ve got the answer
• ‘Why do cyclists ride in the middle of the road?’ – you asked Google, and we’ve got the answer 
• ‘Why do cyclists wear lycra?’ – you asked Google and we’ve got the answer

In the interest of answering the question, we've sifted through the tomes of the Highway Code and other resources to bring you the answers.

Do cyclists have to ride on the road?

Taken at face value, the question would be answered by 'no' - no cyclist has to ride on the road. A rider could choose instead to use exclusively trails, or in some areas it may be possible to use only dedicated cycle tracks instead.

Cyclists looking to build up a route using as many cycle tracks or trails as possible may want to check out a map of the National Cycling Network. The Cycle Streets Route Planner also lets you plan a ride from A to B, using cycle tracks where possible and selecting the quietest roads.

However, across the vast majority of the country a cyclist would need to combine trails or cycle paths with the road as most cycle tracks and trails are broken and will cease to be at some point.

Judging by the common theme of this question's results (as selected by Google, which will put the most relevant and clicked on first) it's more than likely that the actual query is 'must cyclists use the road instead of the pavement'?

Can cyclists ride on the pavement?

The highway code itself doesn't actually refer to pavements - rather footpaths, footways, cycle tracks and cycle lanes.

However, to clarify the web of information, Gov.uk determines that cyclists must not cycle on what most of us would refer to as 'pavements'.

The highway code articles it uses to come to this conclusion are 'HA [Highways Act] 1835 sect 72' and 'R(S)A [Roads (Scotland) Act sect 129'.

The first refers to a "penalty on persons committing nuisances by riding on footpaths"... "or causeway by the side of any road made or set apart for the use or accommodation of foot passengers".

The second states that "in a footway, footpath or cycle track, as the case may be drives, [any person who] rides, leads or propels a vehicle or horse, or any swine or cattle, commits an offence" - an exception being made a pedal cycle "which is either not being ridden or is being ridden on a cycle track."

All of this applies to children - but those under the age of 10 (or eight in Scotland) are below the age of criminal responsibility so can't be prosecuted.

Cyclists can receive a Fixed Penalty Notice (FPN) for riding on the footpath - but when these were introduced in 1999 the Home Office Minister Paul Boateng added guidance, saying that: "The introduction of the fixed penalty is not aimed at responsible cyclists who sometimes feel obliged to use the pavement out of fear of traffic and who show consideration to other pavement users when doing so.

"Chief Police Officers who are responsible for enforcement, acknowledge that many cyclists, particularly children and young people, are afraid to cycle on the road, sensitivity and careful use of police discretion is required".

This caveat was reinforced in 2014 by Cycling Minister at the time, Robert Goodwill - he said:  "I agree that the police should be using discretion in enforcing this law and would support Paul Boateng’s original guidance."

He added that the matter should be brought to the attention of the Association of Chief Police Officers - which it was - and they advised "discretion in taking a reasonable and proportionate approach, with safety being a guiding principle".

Providing some context to the decision to exercise discretion, a Freedom of Information request made by Cycling UK (then the CTC) showed that between 1998 and 2007 just two per cent of pedestrians injured or killed on the footway involved cycles - whilst 58 per cent (and 37 deaths) involved cars on the footway.

More recently, in January 2017 Camden Police said they would not fine cyclists choosing the pavement over the road; instead they would ask cyclists why they were choosing the pavement in an attempt to understand fears riders might have around the road.

Do cyclists have to use the cycle lane?

Many roads (carriageways) feature a cycle lane - a space marked my a white line along the carriageway.

The Highway Code makes it very clear that cyclists are not duty bound to use these - stating in its 'rules for cyclists' section 59 to 82 "use of cycle lanes is not compulsory and will depend on your experience and skills, but they can make your journey safer".

It does add guidelines for how to use cycle lanes safely if you choose to do so: "keep within the lane when practicable. When leaving a cycle lane check before pulling out that it is safe to do so and signal your intention clearly to other road users."

There are very real situations in which a cyclist would reasonably choose not to use the cycle lane.

For example, if it were poorly maintained, strewn with glass and debris, or if there were cars illegally parked in it causing the rider to have to dodge in and out of vehicles - potentially putting themselves in danger.

Do cyclists have to use cycle tracks?

Different to cycle lanes, 'cycle tracks' are usually located away from the road - sometimes along footpaths and indeed pavements. These are often shared use - though sometimes with segregated areas for bicycles and for users on foot.

Again, cyclists do not have to use cycle tracks - but if they choose to use one and it is segregated they must not use the section marked for pedestrians: "When using segregated tracks you must keep to the side intended for cyclists as the pedestrian side remains a pavement or footpath."

Again, there are many valid reasons for not using a cycle track. For example, it may suddenly come to an end resulting in inconvenience or indeed danger. Where it's a shared use area, pedestrians may also be using the track and cyclists may feel their journey would be safer and more direct on the road.

The simple answer...

Cyclists do not have to ride on the road - it may be possible to construct a journey entirely from cycle tracks or trails. However, in the process of getting from A to B most will find it necessary to use the road at times.

Cyclists are not meant to ride on footpaths or sections reserved for the passage of people on foot. Police can issue a Fixed Penalty Notice to cyclists who do so - but they are advised to use discretion. In the past cyclist have been responsible for just two per cent of injuries to pedestrians on the footpath - so statistically it's unlikely they pose the greatest danger.

It is not compulsory for cyclists to use a cycle lane or cycle tracks - but if using a cycle track, it is compulsory to stay out of the pedestrian area if its segregated.

If there's one thing that annoys drivers almost as much as cyclists riding side-by-side, it's cyclists riding in the middle of the road.

>>> Best hybrid bikes reviewed

The thing is that cyclists don't ride in the middle of the road to get on drivers's nerves (although if you're leaning on your horn and revving your engine behind, then that may well be a factor). No, the answers are much more sensible, and all involve cyclists looking after their own safety.

Poor road surfaces

The main reason for cyclists riding in the middle of the road is to avoid poor road surfaces at the edge of the road. You may think that potholes are bad when you're driving in a car, but that's nothing compared to what they're like when riding a bike.

For a cyclist hitting a pothole, the best case scenario is that they get a nasty bit of pain right where it hurts, but the worst case scenario is that they can fall off, potentially causing serious injury or worse.

>>> Nine reasons why commuting by bike is surprisingly brilliant

In fact, nearly a hundred cyclists have been killed or seriously injured on Britain's roads in accidents where defective road surfaces have been a factor, so this is not something to be taken lightly.

Drivers also shouldn't assume that just because they haven't seen a pothole, doesn't mean that the cyclists won't have.

Cyclists are constantly on the look out for poor road surfaces, as even a narrow break in the tarmac (which a car driver would not even notice) might be enough to trap the skinny tyre of a road bike, potentially causing the cyclist to fall.

Hazards ahead

Moving into the middle of the road (which is also called taking the primary position) can also be used as a cyclists way of saying "please don't overtake me, it's not safe to do so".

Often this is because there is a hazard coming up in the road ahead, such as a traffic island in the middle of the road.

If a driver were to overtake here, then they would either have to pass very close to the cyclist (the Highway Code requires drivers to give cyclists, and other vulnerable road users, at least as much space as they would a car - roughly 1.5m) or accelerate around the cyclist and cut in at the last minute.

>>> People who commute to work by bike should get £250 tax break, says British Cycling

Neither of these are safe, and will often result in the cyclist being hit, or the driver hitting the traffic island, neither of which are preferable to adding two seconds to your journey and overtaking after the traffic island.

This is also the case on narrow roads, where the cyclist may stay in the middle of the road until it is safe for the vehicle behind to pass, so drivers aren't tempted to try and get round without giving the cyclist enough safe.

Parked cars

Like potholes, parked cars at the side of the road may seem pretty innocuous to drivers, but for cyclists they can cause a trip to hospital.

Well, OK, not the cars themselves, but the people getting out of them, who may open the doors without looking (or at least without looking for cyclists) potentially knocking an unfortunate rider to the ground.

>>> Five top tips for safe commuting (video)

This is especially the case when riding past schools where parents are dropping off their kids, or past taxi ranks on a Friday night.

For this reason cyclists will often ride at least a couple of metres away from cars parked on the side of the street.

Slow traffic

This one only really applies in towns, where cyclists will ride in the middle of the road because they're travelling at the same speed as the other traffic around them.

This means that the cyclist is easier to see for drivers behind (which is particularly important at night), but also means that drivers won't be tempted to overtake before having to slam on the brakes because of slow traffic ahead.

Riding in the middle of the road in this situation will also make it easier for cyclists to overtake other traffic on the outside if it comes to a halt, which should be safer than going up the inside.

According to Google, there's a number of questions people have around cyclists - 'why do they wear gloves' and 'why do they jump red lights' both feature - but most importantly it seems people want to ask 'why do cyclists shave their legs'?

We'll admit that we don't 100 per cent trust Google. Perhaps its autocorrect is influenced by the amount of money shaving foam and razor brands spend on their Adwords features - but if you are looking for the answer to the question 'why do cyclists shave their legs?' then we've got it right here.

Many people - men and women - choose to remove hair for aesthetic reasons. But aside from the pursuit of beauty, what are the key cycling related reasons for leg shaving?

Road rash

Road rash - grazed skin caused by crashing ones bicycle - is an unfortunate occasional side effect of being a cyclist. The best treatment for road rash is to clean it thoroughly and pick out any large pieces of grit or dirt before applying a mild antiseptic cream and keeping it dry and covered.

Picking out little bits of grit and scrubbing road rash is painful enough as it is - having to search for the gravel through a forest of hair would make it even worse.

You can pick up road rash on any part of your body - even your face, but it's most likely to be experienced on your lower body and the hair on your legs is much thicker and thus more likely to cause a problem.

Of course, no one likes to plan for a crash, but it is better to be safe than sorry.

Massage

This is an argument more likely to be used to pro cyclists, lucky enough to get regular massages - but it's a lot easier to massage shaved legs than it is to rub down prickly porcupines.

Massage can really help to relieve tightness and muscle tension associated with logging the miles - and if restricted areas can be loosened off with regular massage you're less likely to suffer full blown injuries. You might find your partner is more willing to give your legs a rub down if they don't have a similar effect to sandpaper (there's exfoliating and then there's wood stripping...) but if a regular massage is not an option, check out some of the foam roller exercises than can have a similar effect.

Aerodynamics

Since most roadies don't receive weekly massages and aren't riding with the intention of crashing, the most common argument is that leg shaving has been shown to dramatically increase aerodynamics*.

http://www.youtube.com/watch?v=DZnrE17Jg3I

Specialized is famous for having tested a range of hairy questions in its "win tunnel" (including best hairstyle for long hair - it's the plait/braid). It tested a number of athletes, pre shave and post shave - and found leg shaving saved on average 70 seconds, with individual time gains varying from a still impressive 50 seconds to 82.

Chris Yu, from the Specialized R&D team commented: "To put it in perspective, that difference is basically like going from a traditional round tube frame all the way to something like a Venge."

The Venge being the aero road bike from Specialized which costs £3,250 for a frameset only, the fact that Specialized is happy to point out that a £3 razor could provide the same results is quite convincing (just imagine what could happen if you shaved and bought the Venge).

* There are some arguments to the contrary, though - Edmund Bradbury of NFTO argued against being clean shaven here - but it's fair to say he's in the minority

Because fashion

Finally, for the same reason some like to wear our socks over our leg warmers, for the same reason it's not ok to wear black shoes and white socks, and for the same reason the saddle must be the same colour as the bar tape or black: it's a social convention that marks us out as being a cyclist.

Where should you stop shaving?

Oh, the age old question. Where the leg grippers stop? All the way up the thighs? Further?

The aero gains will stop when you get to the leg gripper, there's no benefit to removing hair under your skinsuit. The massage and road rash issues are illuminated, probably, at the top of the thigh.

Fashion? It's really up to you.

How to remove hair for cyclists*

Women (and some men) all over the world will no doubt be rolling their eyes at this question - but it's a debate we've heard newer converts to cycling related de-fuzzing discussing at length.

Here are your options:

Shaving

Lather up with shaving foam, and using a sharp razor strip hair starting at the ankle and gliding towards the knee.

Shaving usually lasts anywhere between one and three days before re-growth appears. It's completely painless, only costs as much as a razor and some shaving foam but can result in ingrown hairs which can become infected if you're not careful - regular exfoliation can help reduce the likelihood of this.

Those with thicker hair might find they have to shave a few times to get it all off. If you've not shaved your legs before and are pretty hairy, using hair removal cream the first time is a good idea.

Hair removal cream

Hair removal creams - or depilatory creams - work by dissolving the hair. The cream is applied by hand or with a spatula, and the market leading brand is Veet. There's even a 'Veet for men' version if you feel it's necessary. The process is totally painless - though the stuff smells pretty whiffy.

Hair removal cream removes the hair just below the surface of the skin, so it can last a bit longer - some brands claim up to four weeks but we'd suggest a week. As the hair isn't chopped at the root, it does grow back a bit smoother and less stubbly.

Waxing

This involves applying hot wax to the skin, before adding strips which are pulled off quickly to remove the hair. The hair is yanked out at the root and the results can last anywhere between three and six weeks, depending upon your body type.

Waxing can be a bit painful, and does require you to leave some regrowth before repeating - so if you're going for the aero edge you might need to plan your approach as meticulously as you plan your taper week.

Epilating

Epilators can be used at home and are effectively handheld tweezing machines that pull hair out from the follicles - you can pick one up from about £30. They're mess free and like waxing the results usually last for three to six weeks.

A bit like tweezing - as you can see in the faces of those who plucked their eyebrows into a permanent state of surprise through their teens - epilating does reduce re-growth and hair will grow back sparser over time. The real con is that it can be a little bit painful.

*It's the same as for everyone else

The Tour de France - or any three week Grand Tour, for that matter - puts a huge amount of stress on a rider's body.

This year's 21-stage route covers a total of f 3,460 kilometres - so it's understandable that Google's autocomplete tells us that many people out there want to know how much weight the riders will lose over the course of the race.

It certainly is possible to lose weight at a Grand Tour - in fact, publication of meal plans and data from Chris Froome's 2018 Giro d'Italia show he did exactly that, in pursuit of a performance gain.

The eventual GC winner varied his intake from as little as 2,566 calories earlier in the race, to as much as 6,663 calories on key 'attack' days.

Want answers to the others? Try:

• How much prize money will the Tour de France winners make?
• How many calories do Tour de France riders burn?
• How fast do Tour de France riders go downhill?

This year, World Champion Alejandro Valverde revealed he had purposefully dropped his weight ahead of the Route d'Occitanie, to see if his body would respond well to the low weight in preparation for the Tour de France - though he did add that he would gain a little before the race, to aid recovery.

Losing weight in the lead up to the race, or even during a Grand Tour, is not something all experts would recommend.

"It is possible for a rider to lose weight over a Grand Tour, but not advisable," explains Sunweb team nutritionist Titia van der Stelt. "In the end energy management over three extreme weeks is one of the most important things. This help you not lose power. With a bad day you can easily lose your spot in the GC."

Instead the team monitors rider weight throughout the year, choosing optimum times when riders might seek to lose weight - more than likely when out of competition.

Even in the weeks leading up to the big race, weight loss would be avoided.

"Usually we make a complete year plan with weight and fat percentage for the entire year based on their performance plan, so as long as a rider follows this plan accordingly there will be no weight loss the last three weeks before a Grand Tour. Or in case of an emergency, the maximum weight loss would be 0.5kg," Van der Stelt explains.

Though calorie burn and intake will vary between individuals, she says the riders use up to 8,000 calories a day - "taking on 10 per cent extra every day, just in case," which can even cause some weight gain.

When a rider is looking to lose weight, care is taken to ensure it doesn't impact training.

"In cases where weight loss is needed we fuel the body for the energy it needs to train and to recover and decrease the remaining energy around it, so it doesn’t influence training or recovery, but still causes weight loss."

Team Sunweb's meal plan at the Tour de France

A recipe for weight loss is to ensure that calorie expenditure is greater than the calories taken on. To maintain it the two must be equal, and to gain weight we need to eat more calories than we burn.

Van der Stelt ensures that Team Sunweb's fuel stores remain well replenished throughout the race. We asked her to detail an average day:

Before the stage

Riders will have a lot of ‘slow’ carbs which release energy over a longer period - such as whole grain bread and oats.

Also three hours before exercise, the riders take a capsule from our premium sports nutrition supplier 'Born', which includes the key ingredient Fruitflow  - the rider’s secret weapon to better support recovery. It not only helps blood platelets circulate more freely, but also reduces the inflammation caused by intense and endurance exercise, therefore aiding a faster recovery.

On the bike

Here riders have very quick carbs in the right amounts of glucose and fructose for a maximum uptake - mainly in a form of bars, gels and isotonic drinks.

After the stage

Riders need a mixture of carbs - some quick carbs for recovery such as fruit but also slow carbs such as wholegrain pasta to provide them with energy over a longer period.

Of course after the stage there will also be some protein to rebuild the muscle damage as well. We use for instance PeptoPro protein in our recovery shake, which is a pre-cut protein to improve the recovery time.

But when anyone undertakes an intense or endurance training session, not only do they cause trauma to the muscles used during the exercise but they also cause other types of inflammation in the body that are detrimental.

>>> Supplements for cyclists

Exercise releases thrombin and epinephrine - adrenaline -  into the blood stream, ‘activating’ blood platelets and causing inflammatory stress, which can slow down the recovery and adaption processes. This can happen in anyone and the effects can last up to 48 hours, which can hinder recovery and thus performance when taking part in multi-day events.

Before bed, the rider's also take a 'Born' drink with casein protein and Fruitflow. Casein is a slow releasing protein for a good recovery overnight and Fruitflow is a natural supplement that reduces the effects of inflammation caused by intense and endurance work.

Google's autocomplete can tell us a lot about what the wider public wants to know about cyclists. Apparently, they're as puzzled about why we say 'chapeau' as they are about how the hell bike rider's pee in a race.

A French lexeme which translates to 'hat', to bestow a 'chapeau' upon another individual is to verbally express the tipping of your cap.

So - it's that simple - we say 'chapeau' when we want to pass on congratulations, well done; it's a shorter (and more audibly pleasing) way of saying 'cor, blimey mate, I certainly couldn't do that'.

Our cross-channel friends are in the lucky position of playing host to the greatest bike race race in the world - the three week Tour de France dominates cyclists's TV sets and laptops for the month of July and is responsible for drawing in crowds not usually embroiled in a love of two wheels over the rest of the year.

Thus, a lot of French language has slipped into the vocabulary of the peloton (see!) - almost to the point we barely notice it. In case any of the other commonly used French phrases, masquerading in the English speaking cyclist's vocabulary as commonplace, are confusing, here's a quick guide...

Allez

The cry that fans shout from the side of the road, typically on a climb. Translated, 'Allez, Allez, Allez!' means 'Go, Go, Go!' - and it must always be uttered with a pint in one hand and a baguette (or a hot dog if you're spectating in the UK at a town centre crit) in the other.

(Also the name of a Specialized model of bike which was the first racing machine owned by 70 per cent of the amateur cycling community, conveniently for Spesh, Allez rings well with aluminium alloy, which is what like this bike is made of.)

Baroudeur

This one means 'warrior' - and it's a term bestowed upon the rider courageous (or stupid - depends how it pans out) enough to breakaway from the peloton, in pursuit of a solo win - and failing that, at least giving us something to write about on a 200+km sprint stage and gaining the opportunity to 'montre le maillot' (get your sponsors on TV).

Directeur Sportif

The person sitting in the team car who is in charge of tactics, typically treating all the cyclists like chess pieces on a board. If you've been watching Tour de France: Unchained on Netflix, then you'll recognise them as the stressed characters with walkie-talkies and, occasionally, sweary outbursts. 

Domestique

Nothing to do with ironing your socks, replacing toilet rolls or doing the washing up.

But by the same token, if domestiques stopped doing their oft unreported jobs, all the teams would grind to a halt. These riders protect their team leader, bring them bottles from the team car, and generally sacrifice their own glory for the greater good.

Echelon

A formation used in cross winds, where riders sit slightly to the side of each other instead of directly behind (as per a pace line, which would be preferable in a head wind).

Étape

The stage. The Tour de France has vingt-et-un étapes every year. And étape 21 traditionally finishes on finish on the Champs-Élysées in Paris. For amateur cyclists L'Etape du Tour is an annual opportunity to ride a stage of the Tour de France

Équipe

A team. Although cycling is ostensibly an individual sport, behind every successful rider is a strong team - see domestique. A lead rider's team will protect them in the peloton - see later - lead them up climbs and can play a huge part in one rider's victory. And you obviously need a good équipe for a team time trial (TTT)

Flamme Rouge

A red flag denoting that there's one kilometre left until the finish line, the flamme rouge haunts the dreams of baroudeur's who want nothing more than to see it come into view with a healthy margin on the chasing bunch.

Grimpeur

A climber. At the Tour de France one of the jerseys awarded to the leaders of different in-race competitions is the coveted polka dot jersey for the best climber. Points are awarded on climbs of each stage - sorry étape. Oh, and of course that jersey has a French name -  maillot à pois.

Grupetto/Autobus

Okay, okay - we know grupetto isn't actually a French term, but it's the phrase most often used for the position in which everyone who is not a climber will find themselves in the mountain stages - the last group on the road. There is a French term, though, so if you want to stick purely to Gallic then refer to the grupetto as the autobus.

Hors categorie

A climb that is 'beyond categorisation' - read: very long, very steep. Très horrible.

All climbs which play a part in the mountains competition are categorised, from Category four to HC - with the former being the easiest. Rider's attempting to hold the aforementioned maillot à pois will be motivated to crest an HC climb first as there will be more points on offer.

Lanterne Rouge

Well, someone's got to be last - and being called the 'Lanterne Rouge' at least makes it sound cooler.

La tête de la course

Precisely the opposite - the head of the race, usually on the road (i.e the breakaway).

Maillot jaune

Maillot means jersey - so the 'jaune' variety is the yellow one, worn by the overall la tête de la course. The wearer will usually change a number of times during the race - the leader in the general classification at the start of each stage rides in yellow. Whoever is wearing the maillot jaune come the start of stage 21 in Paris is overall winner. It isn't the only jersey at the Tour - we've already mention the polka dot King of the Mountains jersey, but there's also the green jersey for the best sprinter and the white jersey for the best young rider.

Peloton

Before it became synonymous with indoor cycling and personal trainers, peloton was only ever used to describe largest group of riders - anyone off the front is a breakaway, and anyone off the back is in the grupetto, or - less kindly put - dropped.

Puncheur

A rider who specialises in short, punchy climbs - typically someone like this will excel at the Spring Classics.

Rouleur

An all rounder rider, who is usually most at home churning a big old gear on flat roads - will do well in a time trial, but not if it's uphill.

Soigneur

An individual who works tirelessly to ensure that riders are kept fed, watered, and clothed in a clean chamois. Not quite cycling's slaves, but not far off.

Souplesse

Pedalling with such deftness and agility that it can only be commented on in French. We've written about it in English, but very few of us have achieved it.

One of the most common complaints that non-cyclists have about cyclists is that they don't always use cycle lanes, which is often also used as an argument against building cycle lanes, cycle paths, and other cycling infrastructure.

However just like riding two abreast and riding in the middle of the road, they're not just doing this to get in your way (honest!) instead choosing to steer clear of some cycle lanes for a number of very legitimate reasons.

It's not compulsory

The first thing to say is that there is no legal obligation for cyclists to use cycle lanes. According to rule 61 of the Highway Code, advises cyclists to 'use facilities such as cycle lanes and tracks, advanced stop lines and toucan crossings where they make your journey safer and easier.' It goes on to say 'cyclists may exercise their judgement and are not obliged to use them.'

>>> 'Do cyclists have to ride on the road?' - you asked Google, and we've got the answer

Of course this isn't a reason in itself for cyclists not to use cycle lanes - and they will use them when it is suitable to do so - but there are plenty of reasons why they still choose not to use them...

Cycle lanes can be unsafe

The main reason that cyclists sometimes choose not to use cycle lanes (and a reason why cyclists do a lot of things) is to improve their safety.

You might think that cycle lanes would always improve cyclists' safety, but this is not the case. For example if there is a cycle lane running down the left-hand side of traffic waiting to turn left at a junction, then cyclists travelling straight on will choose to move out and travel down the right-hand side of traffic or wait behind the traffic, therefore avoiding having drivers not see them and possibly hit them when turning left.

Cyclists may also choose not to ride in a cycle lane when travelling in slow moving traffic, instead moving into the middle of the lane. This will help improve their safety as they are more visible to motorists, and also discourage motorists from attempting to squeeze pass and attempt unsafe and unnecessary overtaking manoeuvres.

>>> 'Why do cyclists ride in the middle of the road?' - you asked Google, and we've got the answer

Another issue that can make cyclists unsafe when using cycle lanes is when the cycle lane is too narrow. Sustainable transport charity Sustrans recommends that cycle lanes on the side of roads be a minimum of 1.5 metres wide, extending to two metres at junctions.

Cycle lanes that are too narrow encourage inexperienced cyclists to ride closer to the edge of the road than is safe, and can make drivers think that as long as they are not in the cycle lane then they are giving the cyclist enough space, potentially encouraging unsafe close passes.

Cycle lanes can be littered with obstructions

One of the biggest problems with a lot of cycle lanes in the UK is that they are littered with obstructions that make them impossible to use.

According to the Highway Code motorists should not park in cycle lanes, but there is no option to penalise them for doing so unless the cycle lane is mandatory (i.e. bordered by a solid white line). This means that, particularly around schools and in residential areas, some cycle lanes can be impossible to use due to continuous lines of parked cars.

>>> Watch: Cyclists forced to ride into oncoming traffic as pared cars block cycle path in Dublin

Aside from vehicles, there can be all sorts of other things left in cycle lanes, such as bins, skips, and even no-parking signs that are presumably designed to keep the cycle lane clear of cars

The other thing to consider is that because cycle lanes are at the sides of roads, they generally collect plenty of road debris swept away from the middle of the road by passing vehicles.

This means that many cycle lanes in urban areas are scattered with grit and broken glass, and often have a very poor road surface, meaning that any cyclist that uses them is at risk of suffering a puncture.

Cycle lanes can be inconvenient and poorly designed

A major issue with a lot of cycle lanes is that they seem to have been designed not to help cyclists by keeping them safer and speeding up their journeys, but to move them out of the way and off the road.

This problem can manifest itself in all sorts of ways. For example many cycle lanes are routed along pavements, which means that cyclists have to ride considerably slower than they would do on the road due to the presence of pedestrians.

This sort of cycle path will often also require cyclists to stop at side junctions where they could carry on unimpeded if they'd have been on the main carriageway, present them with obstacles such as bollards and street signs in the middle of the cycle lane, and often end without warning, leaving the cyclist having to get off their bike, walk back to the road, and try and merge back into traffic.

>>> 'Why don't cyclists pay road tax?' - you asked Google and we've got the answer

The routes of cycle lanes can also be poorly designed, sending riders along inconvenient and indirect routes, with cyclists (who have just as much need to quickly get to where they're going as motorists) understandably choosing instead to follow the quickest and most direct route.

There are so many poorly designed off-road cycle paths in the UK that the default position of many cyclists with years of experience of meeting "cyclists dismount" signs and cycle paths ending without a dropped kerb is not to use the paths and stick to the main carriageway, particularly when riding along roads that they are not familiar with.

Cast an eye down any newspaper column or radio discussion show about cyclists and there's a chance that the words "road tax" won't take long to crop up.

An argument frequently trotted out against cyclists, spending on cycling infrastructure, better protections for cyclists etc. is that cyclists don't pay road tax, whereas motorists do. Right? Well...

What is "road tax"?

Great question. If you're a hard-working motorist paying hundreds of pounds each year on road tax, then it's time to have a word with your accountant as there's been no such thing as road tax in the UK since 1937.

>>> 'Why do cyclists ride side by side? - you asked Google and we've got the answer

Yes, that's right road tax, which was first introduced in 1909 to fund the building of roads only lasted 28 years before being abolished as part of the 1936 Road Traffic Act.

So what's the tax I pay on my car?

Ah ok, we get what you mean now. What you're talking about is officially called Vehicle Excise Duty (VED for short), which is collected and enforced by the DVLA and often, rather unhelpfully, referred to as road tax.

But the important thing to note is that VED doesn't actually help to pay for the roads - well not directly anyhow. Instead all the money raised from VED goes into the Treasury's central coffers, where it is then used to pay for the NHS, defence, welfare etc. It is not directly to pay for road improvements.

VED, road tax, whatever you want to call it... shouldn't cyclists pay it anyway?

The thing is that the same level of VED is not paid by all vehicles on the road, instead it is linked the vehicle emissions. This means that drivers of the most polluting vehicles have to pay a whopping £1,065 each year, while drivers of electric cars have to pay nothing (as do disabled drivers, drivers of cars built before 1977, farmers, government ministers, veterans, and a whole load of other people).

On that basis even if cyclists were included in VED, they wouldn't have to pay anything anyway as bicycles don't have any emissions.

>>> 'Do cyclists have to have insurance?' - you asked Google and we've got the answer

The other thing to think about here is that the vast majority of cyclists (around 85 per cent or so) are also drivers. So that cyclist you shout out for not paying road tax (or VED or whatever) most likely is, just on the car sat in their driveway rather than holding you up on your way to work.

Finally 100 per cent of cyclists will also be paying their taxes (well, we hope so anyway) just like, and a portion of that - around 0.24 per cent in 2018 - will be coming out of the Treasury to be spent on the roads that we all cycle and drive on.

It’s a question asked by cyclists everywhere: why is my bike so slow?

You’re sure it isn’t you – last time you were out riding, you felt on top of the world. But today’s ride is different, you feel like you’re cycling through glue, but why?

You asked Google why this phenomenon happens, and we’ve put together a list of the most common causes of slow bike syndrome, and how to rectify them.

>>> How to puncture proof your tyres

Low tyre pressure

Running tyre pressures that are too low will have a dramatic impact on how fast your bike is able to roll. This means you’ll be having to work twice as hard to keep up with your mates.

This can be the result of couple of things. Firstly, you could have a slow flat. This is a puncture that lets air out of the tyre slowly, rather than farting it out all at once.

This is the worst-case scenario, and will mean you need to patch the tube or replace it.

Best-case scenario? You just need to inflate your tyres a little bit more. You can check the recommended pressure on the tyres sidewall, but as a good in-between for maximum rolling speed and good grip we’d recommend 100PSI.

It's windy

If you go out riding, chances are it’ll be into a headwind. In fact, you’ll always cycle into a headwind.

It’s just one of those unexplained, freak of nature occurrences.

The good news, however, is that you’ll get fit and your legs will become stronger.

Your chain needs lube

This one is a little more technical, but can make a difference.

Basically, a dry chain will not move as smoothly as one that has been lubed. You can lose precious Watts when riding with a dry chain and your shifting will be less efficient.

>>> How to lube your chain

However, it’s worth bearing in mind that an over-lubed chain can be as equally damaging – it’ll pick up all sorts of road debris.

Solve this problem by making sure you regularly degrease your drive chain and apply fresh lube.

Watch: How to repair a puncture

 Your brakes are rubbing

This is another classic problem and is often responsible for a bike feeling slow.

It can happen if you run either discs or normal rim brakes. The aim is to always make sure the brake pads are as close to either the rim or the discs as possible, as this provides the best stopping power and lever feel.

Sadly though, this could result in brakes rubbing the rim or your discs.

If you suspect the brakes are the culprits of your fatigue, check if the wheel is turning properly and re-arrange the calipers of the brakes.

You're riding a false flat

An optical illusion that we’ve all experienced, a false flat is when the road looks flat but your legs are struggling to power you along it.

However, chances are that if you check your Garmin it would show that the road would have some sort of gradient to it – largely unnoticeable but enough to be a menace.

Also in this series:

• ‘Why do cyclists ride side by side?’ – you asked Google, and we’ve got the answer
• ‘Why do cyclists ride in the middle of the road?’ – you asked Google, and we’ve got the answer
• 'Why do cyclists wear lycra?' – you asked Google and we’ve got the answer

The hard truth... maybe you're unfit?

So, you’ve checked your tyre pressure, made sure (multiple times) that your brakes aren’t rubbing and degreased your drive chain, but still your legs just won’t work.

There is still one thing that might be causing you to struggle – you. Perhaps then, its just time to grit your teeth and bear it. After all, “it never gets easier, you just get faster”.

As cyclists we constantly have to have our wits about us, particularly when riding in urban areas, with a whole load of hazards that could potentially cause us injury.

One of the most common hazards that cyclists face is "car dooring", which has led to the death of cyclists in the past.

What is car dooring?

Car dooring, or simply "dooring", is where a cyclist (or motorcyclist) is hit by the door of a parked vehicle opened by a passenger or driver, usually after they fail to check over their shoulder for cyclists.

This type of collision occurs most frequently in urban areas where cars are parallel parked along the side of a road. Taxi ranks and lines of cars parked outside schools in the morning and mid-afternoon are common places that these types of incidents occur.

Is car dooring illegal?

Car dooring is illegal under the Road Traffic Act 1988 and the Road Vehicles (Construction and Use) Regulations 1986, which states that "No person shall open, or cause or permit to be opened, any door of a vehicle on a road so as to injure or endanger any person".

This offence has been criticised by cycling charities such as Cycling UK as it only allows for a maximum punishment of a £1,000, with there being no possibility of the offender receiving penalty points on their license or prison sentence.

>>> Children should be taught how to safely open car doors, says father of cyclist killed in dooring incident

However there are also loopholes in the law surrounding car dooring, such as when driver Kenan Aydogdu was charged with manslaughter after opening his door into cyclist Sam Harding, who died after crashing into the door before being run over by a bus in 2012.

Despite admitting to not looking in the mirror before opening his door, Mr Aydogdu was found not guilty in the case, and could not be charged with causing death by dangerous driving as he was not driving at the time of the incident.

Watch: What lights do I need for winter riding?

How common is car dooring?

The latest government figures reveal that there were 490 casualties where a "vehicle door opened or closed negligently" was a contributing factor in 2016. Of these, 429 were "slight injuries" and 60 were "serious injuries", with one person dying in a dooring incident.

However these figures only include "accidents where a police officer attended the scene and in which a contributory factor was reported" meaning that there will be many more incidents that happen each year that are not recorded in the official figures.

What measures can be introduced to prevent car dooring?

Cycling campaigners have called for the government to introduce measures to reduce the likelihood of cyclists being doored, specifically with a public awareness campaign around the "Dutch Reach".

>>> Car dooring is not a joke and needs to be addressed by government, says cycling group

This is a different technique for opening car doors, which involves opening the door with the hand furthest away from it (so a driver using their left hand if getting out of a right-hand drive car).

This means that the driver or passenger is unable to fully open to door without being forced to turn their body, making them look over their shoulder to check for the presence of cyclists before getting out.

What can cyclists do to avoid being doored?

The most obvious thing that cyclists can do to avoid being knocked off by a driver or passenger opening a car door is to ride further out into the road when riding past parked cars.

This will not only mean that you should be far enough out not to be hit by car doors being opened, but should also mean you are more likely to be seen by drivers and passengers who are only looking for cars in the middle of the road before opening a door.

>>> 'Why do cyclists ride in the middle of the road?' - you asked Google, and we've got the answer

The technical term for this is taking the "primary position", which basically means riding assertively in the middle of the lane, and is often good practice when riding in slow-moving traffic and in areas where it is not safe for vehicles to overtake.

Another thing that cyclists can do is to keep an eye ahead, looking for cars that have recently pulled in or have their hazard warning lights on, often a sign that people might be about to get out.

Finally, make sure that you have a good front light when riding in the dark or in low-light conditions, although even this is not certain to make people see you if they don't look properly.