I find the problem is rather the opposite... being too early at the first control, which is often the case if the first few km are flat and there is a large group.
Depends on how close the first control is to the start. With the exception of a secret control in the first 5km of a Dutch 300, it's rare round these parts to get a first control in under 50km. Just how fast are you going to be early at the control?
Being late at intermediate control means being late at the arrivee, unless that's due to an accident or serious mechanical...
Not at all. It depends on the conditions and geography. If you take the November Dutch BRM Luctor et Emergo, conditions there are really windy, it's pan flat. With a Westerly wind, you could easily struggle to make it to CP1 and CP2 inside the time limit, but the same wind gives you a stonking tail wind so the return leg you fly back. Last year we had the reverse wind (tail wind out, headwind back), I averaged 25kph as far as CP2, and barely 15kph from there to the Arrivé.
This weekend's 200 we had a stonking headwind for the first 105km, I got blown down to 11kph at one point. We also had all 1000m of climbing in this bit, The final 90km was pretty damn flat (300m in 90km), A young couple really struggled to get to Cp2 in the time limit, but the wind change meant we got them to the arrive with an hour in hand, having left CP2 after it had closed.
In terrain less governed by the wind, then being out of time at an intermediate control may mean that you're gonna be out of time at the end, but it doesn't always make it the case.
With the regular control timing for a LRM 1200 my mental calculation is
first 600 a regular 600 riding straight t hrough the night
2nd night, you get an extra 5 hours bonus but during the day keep the 15km/h average
3rd night another 5 hours bonus and do the remainder with a 15km/h average
Doesn't work always but it keeps the calculations easy for a 1200 with a morning start.
From an organisers point of view, what does it work as?
The universal assumption here is that the closing time of an intermediate control is the latest time you should arrive by.
But, arguably, it is also the time you must leave by (in the case of a staffed control).
Surely it's more a case of "we're locking up here, but there's a bench outside if you want to recover a bit longer before you set of" rather than "oi, get rolling!"
Does anyone know how it works on a SR600? are the photos timestamped?
But, arguably, it is also the time you must leave by (in the case of a staffed control).
Disagree
A staffed control may still be a commercial venue. The controller is at liberty to leave once the clock ticks over but riders can still rest and eat.
Yeah, nearly all the staffed controls I've used on Dutch and Danish BRM's have been commercial venues. I've seen the controller get up and leave while I'm still eating. A couple of controls have been the organiser out the back of a car by the side of the road (one on top of the Citadel at Namur, and 2 secret controls).
Or in the case of an overnight control. I would not be impressed at being kicked out at 3am with far more time than required to reach the next control.
Agreed.
And I, as a controller, would not be impressed by someone arriving on the dot and then putting their feet up.
But would you be equally annoyed if they got their stamp, refilled their bottle, then sat under a tree outside for 15-20 mins eating a mars bar and resting their legs?
J