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20 Random Ramblings From 20 Years Coaching Bobsled. Stu McMillan

In this instalment of The Brake Presents, we're honoured to have ALTIS CEO and all-round speed coaching behemoth Stu McMillan present his thoughts on Bobsleigh. This is based on his 20 years experience coaching at the top level. It's a pleasure to have him on TBM, we know this is gonna be popular. Take it away Stu...

He loves a black and white phot and so do we

1. I started coaching bobsledders in 1998, working with a few Canadian women at the dawn of the introduction of the sport to them - with the 2002 upcoming Games being the first that women were invited to.

I began to actually figure out what I was doing in 2001 - working with The Eagles

Bobsled Club. The US team back then was kind of a ‘club system’ - with Brian Shimer on

American Bobsled Club, and Todd Hays and Mike Dionne with Eagles. I was the push

coach for The Eagles, while Chris Lori was the driver coach. We had some really good

pushers - Pavle Jovanovic, Garrett Hines, Randy Jones, Billy Schuffenhauer, Dan

Steele, and a young Steve Mesler. They were all SO different!

2. What makes a good brakeman?

Most people would say size, strength, and speed.

If you are not fast, you better be big and strong.

If you’re not big and strong - then you better be really fast.

The best are all three.

This is the way I used to see it.

I think a little differently now: you can be a good bobsledder if you are strong, fast, and-

or elastic. You won’t find any who are not at least one of these. Good ones are two of these. The best are all three.

BTW - I figured out that elasticity was a KPI (Key Performance Indicator) watching the Russian crew push - Stepushkin was a monster (he long-jumped 7.76 and tripled-jumped 16.33 at close to 100kg). All of those guys were jumpers, and so great to watch - especially in 4man.

3. Sometimes, brakemen are good despite being small, weak, and slow...

Yeh - I don’t know how either. More on this later.

4. What about size?

Size is important, but it’s way less important than most people in the sport think. Far too many place too great an importance on body mass, and end up killing their speed, and-or affecting the aerodynamics of the sled-athlete system.

Put on a bunch of upper body mass - and you are pretty much guaranteed to slow the sled down. You’re better off staying lighter, and focusing on getting stronger, faster and more elastic.

Adding weight to the bottom of the sled lowers the ballast, and gives you a more stable and aerodynamic sled - but that’s another article for another day.

5. “What makes a good brakeman?”

Probably isn’t the most important question is it?

A better question is “what makes YOU a good brakeman?” Identifying “why YOU are good”, is the most important thing for you: it will tell you how you should train, and how you should push. If you are good because you are super-fast, then you should train to maximize this ability, and you should push to take advantage of it.

I call this starting with your ‘unique abilities’ - or ‘mailboxing’. I do it with my sprinters as well - but it's a slightly more homogenous group - there are only so many ways to run 12m/s. There are far more ways to push a bobsled fast.

Force-velocity profiling might be a really good start in determining your mailboxes.

6. The totality of the driver-brakeman system takes precedence over the individuals within the system.

Sometimes combinations just don’t work - even though you might put the 3 fastest

pushers with the fastest driver, they might just be slower than four guys who just gel

together better. The individual parts of the system are important - but (and especially in 4-man), how they interact and inter-relate is often more important.

Stu in full technicolour days with Team Canada

7. If you’re not already a good brakeman — let me give you some advice: go do something else.

You’ll never be good.

Or - more accurately - you might be good. But it’s very doubtful. Good bobsledders are pretty much always good immediately. And great bobsledders are great within three years.

8. What makes a good start?

There are four things that determine a good start:

1. Velocity as you enter the track (15m from the block)

2. Start time (flying 50m from 15m to 65m)

3. Start velocity

4. Velocity as the sled enters the first curve

All of these are important. All are somewhat inter-related.

But velocity as you enter turn 1 is the most-important. (Look at Team Holcomb’s escape

velocities from the 2010 Olympics and you’ll understand what I mean. They didn’t have

the fastest starts, but their velocity out of the push was the difference-maker.)

Use this as your primary KPI, and work back from it.

9. What affects Velocity into 1?

The most-important factor is the speed of the crew.

But all things being equal, it comes down to the depth of the load, and the speed of the

load. The depth is when the first pusher leaves the ice. The speed is the time taken between when the first pusher leaves the ice, and when the last push athlete sits down.

In my Team Holcomb reference, the last down was actually the three slot (Mesler). Typically it’s the brakeman, but their formula was different. More on this below.

The combination of the depth and the speed is the key to maximizing velocity into turn

one. Sometimes you want to be deep. Sometimes you want to be fast. It all depends on the track, and the guys pushing the sled. All tracks are different, and will require slight

variations on speed, depth, and sometimes even crew.

10. If you don’t have a specific push-strategy for each track, then you’re doing it wrong

Every start slope is different. Think about what that means as it relates to the guys on your crew and design a strategy accordingly.

11. The tighter the load, the higher the start velocity (usually)

We created the ‘uni-load’ back in the early 00s: basically having all the push-athletes

load simultaneously. While this tactic didn’t lead to the fastest start times, it did tend to

achieve the highest velocities - which we found to be a more important metric than start

time (this is well-known now, but wasn’t 20 years ago).

12. Sometimes load efficiency trumps load speed

The challenging thing about the uni-load is you have three 100kg guys trying to get into a tight space at the same time. This isn’t easy. In fact, it’s really hard.

We adjusted this slightly going into the 2010 Olympics when we focused on the three

and four spots loading concurrently, but two steps after the two spot. We found the one

drawback with the uni-load was it left the three spot on the bunk too long - an effective

6’2” windsock. Splitting up the 2-3 load solved that problem.

The depth of the load was key, and we began to show the importance not only of a tight load, but also an early one. Up until that point, most countries and crews ran it as deep as they could - chasing times, at the expense of velocity. I still see some making this mistake today.

13. The best 'hit' is the one that puts you into a position to enter the track at the highest velocity

People are all over the place with the hit. Most of you are overthinking it.

Beat Hefti crouched way down low, with his hands right under his shoulders. This

doesn’t mean that you should do this. Kevin Kuske did the old ‘snatch & sling’. That

worked well for him. But he’s a freak show. You’re probably not.

Want a model for a great hit? Watch Steve Langton. Want to watch the genesis of

Langton’s hit? Watch Pavle Jovanovic. Simple. Effective.

Guidance for one of GB's best sprinters

14. Who’s the best brakeman and brakewoman in history?