Brevet & Randonnée Course Planner長途單車認證賽 (BRM) 路線規劃工具

How the days are split, in priority order. The three things you might want are in conflict on any tight event, so they are ranked and the lower one gives way.

1. The same wake-up time every morning. This wins over everything else. A rider who gets up at 05:00 four days running is a different animal from one who gets up at 05:00, then 03:40, then 02:20. So the hotel stop is set to whatever makes the riding-plus-sleeping cycle come to exactly 24 hours, and every roll-out is pinned to your Daily roll-out time. Time the limit does not need is banked as finish margin, not spent on longer sleeps — spending it would push the cycle past 24 h and start moving the alarm. The suggested number of riding days is chosen to land on a 24 h cycle wherever one exists, even when the clock would allow an extra day.

2. Climb-adjusted riding time spread evenly. Every day gets the same number of hours on the bike, measured after the climb allowance and any transfers are added. Where a fixed wake-up is impossible — a 1200 in 90 hours cannot be ridden on a 24 h cycle, and no arithmetic will make it so — the cycle is held constant instead, so the roll-out moves by the same amount every morning rather than lurching about.

3. Distance per day is whatever falls out, and is deliberately not levelled. Equal hours mean unequal kilometres, and that is the point: a day carrying 2,000 m of climbing or a ferry crossing buys fewer kilometres with its hours than a flat day does. Levelling the distance instead is what produces the classic broken schedule — a gentle first day and a mountain stage on day three that quietly runs six hours long.

Two consequences worth knowing. Snapping a stop onto a control shifts the hours slightly; when the wake-up is pinned, that difference is absorbed by the hotel stop rather than the alarm. And every suggested stop is written out with its roll-out timestamp, so nothing here is hidden.

Sleep stops are your hotels — they need not sit on a control, though it is worth a lot when they do: you eat, get the card stamped and sleep in one stop, and sleeping after checking in turns a thin margin into a fat one.

Riding days is filled in for you with the count that best satisfies the priority order above — that is what the auto badge means. Type your own number and the badge goes out and the tool stops touching the field; press Use suggested to hand both it and the finish buffer back.

Every suggested stop is written out with an explicit roll-out timestamp, so nothing is hidden. Edit any of them by hand and press Recalculate schedule; delete the timestamp and that stop falls back to your Daily roll-out time.

One row per thing that happens, in kilometre order.
• Control rows compare your arrival against the card. The margin is arrival against closing.
• Sleep rows show when you arrive, how long you are off the bike, and when you roll out. Their margin is the roll-out margin — how far ahead of the closing line you are at that kilometre at the moment you get back on the bike, which is a different and far more dangerous number than the one you arrived with. This is where brevets are actually lost. The cutoff clock does not sleep.
• Transfer rows show a fixed delay being spent. Everything below one is pushed back by it.

Some organisers record only arrival, so leaving after a control shuts is harmless; under strict ACP practice it is fatal. Ask, do not assume.

Sunrise and sunset are computed for your actual position and date at every point of the plan, so these are the hours you will ride in the dark on this route — not a generic figure. On a 400 or a 600 ridden straight through, this is usually the single most useful number on the page. The coldest moment of any brevet is high ground in the small hours, so that crossing is called out separately.

Smoothing (m) — the elevation trace is resampled onto a 25 m grid and then averaged over a window this wide. Barometric and SRTM data is noisy, and without smoothing every metre of GPS wobble is counted as ascent. 300 m is a sane default for road routes; drop to 100–150 m if you want short sharp ramps to survive, raise it to 500 m if the total looks absurd.
Min gain (m) — how much a rise has to gain before it is listed as a climb at all.
Drop tolerance (m) — how much height a climb may give back part-way up while still counting as one climb.

Total ascent is very sensitive to smoothing — at 100 m it may read 40% higher than at 500 m. Neither figure is wrong, so always quote the window alongside the number. Changing it also moves the band boundaries your climb allowance is measured against, so set it once and leave it. ACP and LRM grant extra time only above roughly 11 m of ascent per km.

Garmin shows roughly 10 characters / 15 UTF-8 bytes of a course-point name — the byte column flags anything over budget. Names are hhmm then the place, so the device tells you the time you ought to be there. Controls carry their card number (1922 C1Barfl) so you can match the head unit against the brevet card without thinking. If your names use a non-Latin script, set the device display language to match, or they render as tofu boxes. Edit any name in the table — your edits survive a rebuild, and a save file carries them too. Climb summits come from the section above, which is why it now sits first.

Loading a FIT: USB → copy into GARMIN\NewFiles\ → eject → restart the head unit → Navigation → Courses → Course Points. Test one day file on a short ride before you trust the set.

Everyone else — Wahoo, Hammerhead, Bryton, phone apps, or you just want the route on a map — take the GPX. It carries the full track plus every course point as a named waypoint, which is as good as those platforms get.

Max track points. Course points are never thinned — every control, sleep stop and summit goes in whatever this is set to. This only governs how finely the line itself is drawn. Head units filter or truncate over-long courses rather than telling you; on an Edge 530 that starts somewhere above roughly 8,000 points. But thin it too far and the device cuts corners, beeps off-course at every hairpin, and distance-to-next drifts short. Aim for a point every 25–50 m on anything you will navigate by; the readout beside the box tells you what your setting works out at.

The full-route file carries your real ETAs, which means it also carries the overnight gaps — the head unit reads it as one enormous ride and any Virtual Partner becomes meaningless. Ride from the per-day files. Each is re-based to 0 km so “distance remaining” counts down to tonight’s bed, and each keeps the previous night’s stop as its first course point so you can check the clock before rolling out.