A New Project

   Ernesto Colnago has been a big name in cycling since his days as head mechanic for the Molteni team of the legendary Eddy Merckx, who, along with Italian star Giuseppe Saronni, rode almost exclusively on Colnago-built bicycles throughout their careers. It seemed during the 90s that in every issue of Winning - Bicycle Racing Illustrated I would see images of Johan Museeuw (below left photo) or one of his Mapei teammates riding a Colnago machine to victory. In more recent days I’ve been thrilled to see Frenchman Thomas Voeckler (below right) pull on the yellow jersey as leader of the Tour de France and watch him fly up and down the Alps in the matching colors of his specially-built Colnago bike!

   The Colnago company has long been known for its high-quality steel framed bicycles, and has evolved into one of the more creative cycling manufacturers. They have been leaders in innovative design and experimentation with new and diverse materials, including carbon fiber - now a mainstay of modern bicycle construction. For most of the above reasons, and because they just look SWEET, I decided to purchase a Colnago to replace my beloved blue Cannondale that was wrecked when I was hit by an automobile several years ago.
   I had initially purchased a Trek 1.5 because it was fairly inexpensive and had similar riding characteristics to the Cannondale. Don’t get me wrong, I really like the Trek, and it has been a wonderful everyday ride, but when the driver-at-fault weasled out of replacing my bicycle like she said she would, and I received a small amount of compensation from her insurance company, it was pretty much all I could afford. It would take some time and patience to save up for my first choice.
   A couple years of putting aside a little money every week, and plenty of selling on eBay, netted the funds needed, so I kept a lookout for several months for something special to come available online. I don’t know if this particular seller was desperate for cash, but I saw a listing for a used Colnago frame that was built-up with nearly new, top-end components. After I researched all of the parts for reviews, as well as value, I realized the bicycle was worth between $3000-4000 dollars, and when the seller was receptive to my $1275, I quickly snapped up the bike.

   I have received tons of comments about the cool paint job on the Colnago Dream Lux I purchased (see left photo), and it was the kind of lightweight bike that just felt fast when you flicked the pedals. I enjoyed the butter-smooth Campagnolo shifting, but the range of gears didn’t provide a comfortable climbing experience around the hilly Schuylkill Valley. I changed out the huge chainrings that I felt were more suited to criterium (short course) racing, and, allthough I wouldn’t consider the results perfect,  I left my Trek hooked up to the windtrainer on the third floor of the house while I used the Colnago exclusively on rides during all those surprisingly mild days we had this winter. I’m still shocked to go back in my Map My Ride.com records to see I did a 35 mile ride three days before Christmas!
   If you’ve been a regular reader, you heard about my recent Pinarello purchase, and I absolutely love it! The gearing is so close to the "climbing comfort" level I have on the Trek, yet so much lighter, that I use it on all but the most challenging routes. At this point, a little voice in my head kept saying, “Traitor, you’re a COLNAGO guy – now what’ll you do?” I don’t consider myself a collector, and I needed something besides another expensive lightweight bicycle hanging around the rafters.
   When I originally planned a Colnago purchase, I had considered buying a vintage frame to gradually build up with new parts as funds became available. My thinking changed when presented with the incredible price on the Dream Lux, but now I had an opportunity to go back to that plan. Because I would be selling my current Colnago, the guilt of spending additional cash would not be a factor. I attempted selling the complete bicycle a couple times over the last month, but with no luck. This time of year is usually the ideal time for bike sales, and it may have just been odd timing. Looking among the other listings I found a couple similar bicycles, which definitely would have influenced interest in my auction. Another factor may have been prospective bidders being turned off by all the individual components, perhaps wanting to choose their own or, more likely, having a complete matching gruppo, as mechanics call a set of components.
   Contemplating this whole proposal before listing one more time, I decided to disassemble the bike and simply change to a vintage frame, that way eliminating the search I would have to undertake for all of the parts to build it back up. I’m seeing this as an opportunity to find a real classic Colnago from the era in which I first fell in love with the sport, while giving the bicycle a level of modern performance. More to come…

Paris-Roubaix, la deuxième partie (part two)

   Organizers of professional bicycle races sometimes like to vary their courses to keep things interesting, but the Classics are a bit different in that they usually maintain the same route year after year. In fact, a big controversy arose this season when the Tour of Flanders eliminated a few of its most famous climbs in order to include a more crowd-friendly three lap finishing circuit. I see these changes being made more for the benefit of the sponsors, whose V.I.P. tents will be along the circuit, and, while I understand this happening in today’s market conditions, I hate for tradition to be abandoned just because of money.
   While most pro cyclists race where they are told and are happy to win anywhere, some past champions and veteran riders have spoken out harshly against alterations to “The Monuments”, as the oldest Classic races are called. I suspect, however, that we may see the peloton revolt if changes were made to two of the most iconic features of Paris-Roubaix, the route through the Trouèe d’Arenberg (Arenberg Trench) and the finish in the Roubaix Velodrome.

   The 1½ mile section of pavè through the Raismes Forest-Saint-Amand-Wallers (pictured above), officially called La Drève des Boules d'Herin, was originally proposed by former professional cyclist Jean Stablinski, who worked in the mines under the woods of Arenberg. Until 1998, the approach to the forest was slightly downhill, leading to a dangerous sprint for strategic position. The route was reversed in 1999 to reduce the speed, directly in response to the crash of Johann Museeuw, who nearly lost his injured leg to gangrene. Below is a picture of Museeuw pointing to his knee as he won the 2000 race, proving those who doubted his comeback wrong.

   Because of deteriorating conditions, some due to subsiding of the abandoned mines, the Trench was left out of the race in 2005, but regional and local councils spent 250,000 euros to repair the section for re-inclusion. If you haven’t seen any of the video (click here to see it) Trek has put out recently to promote their new Domane bicycle, it features Fabian Cancellara bouncing along the Arenberg Trench on the company’s latest machine. You can also see that another danger of this section is the growth of grass and moss in between the pavè, since it is closed to traffic most of the year. As the peloton entered the Trench during this year’s race, a couple riders lost control on the slippery road and went down hard (click here to see video).
   The race also features a finish of 1½ laps on the smooth concrete of the Roubaix Velodrome. For all but three years, when the finish line was located outside the offices of the race sponsor, the race has finished in the stadium since 1943. One would think this arrangement could lead to confusion when cyclists enter the stadium with others on the track, but due to the nature of the race, with the field fragmented into small bunches, there has rarely been any problem of note. The largest groups that enter together are usually no larger than that seen in a velodrome points race, and a trailing bunch of riders would be steered clear of a sprint, should one be contested while they enter. I have seen crashes on rainy days as the riders negotiate the sharp turns into the wet, slippery track, although I don’t recall them ever involving a winning move.

Johan Museeuw (I told you he was my favorite) leads two teammates through the Roubaix Velodrome during an amazing team sweep at the 1998 race.

   If you ever have the chance to pedal on cobbles anywhere, give it a shot, and imagine doing that for 32 miles with another 112 of road riding tacked on. The full Paris-Roubaix distance on smooth roads at professional pace would be hard enough, but when you add in the pounding pavè, you get a whole different level of appreciation for the fitness and pain threshold of these athletes!

Paris-Roubaix, Part One

   I was reminded Sunday morning, during Eurosport’s coverage of Paris-Roubaix, that there is a distinct difference between the Cobbled Classics (Tour of Flanders or Paris-Roubaix) and Ardennes Classics (Flèche Wallone or Liège-Bastogne-Liège) later in the spring. Commentators David Harmon and Sean Kelly pointed out that, while everyone knows of the physically punishing sections of cobbles in the early spring contests, the later races have more difficult hills as they roll through the countryside and favor riders with more of an all-around ability.

Tom Boonen (left) won Sunday to tie him with legend Roger de Vlaeminck for most Roubaix wins, four.

   They also had a discussion on why, unlike the days of Francesco Moser and Eddy Merckx, we no longer see riders who excel at the Classics and major tours, and it all comes down to a specialization in modern bicycle racing. Sean explained that in the modern era of cycling, one-day events are contested at such a high tempo throughout, that riders are required to peak early in order to excel at the Classics, and the tour riders generally peak in the late spring to early summer. Teams select their squads for their particular strengths handling the topography of the course, and while you occasionally see cyclists more known for their climbing ability excel during the Ardennes Classics, generally the more powerful body types deal better with the harsh conditions of the North.
   Paris-Roubaix covers 261 kilometers (162 miles), of which 51.5 are covered in cobbles that have been in place since the rule of Napolean. Cobbles is actually a misnomer, since that would be more of a rounded pebble used in inner city streets, and the term pavé should be used instead. Granite setts, which are roughly hewn blocks, are used because they are considerably smoother, and believed to be safer, than cobbles.

   As television coverage of the race increased after World War II, mayors along the route resurfaced their cobbled roads for fear the rest of France would see them as backward and not invest in the region. Fearing that the race would become a boring, flat event that would lead to a pack sprint every year, race directors actively sought to preserve sections of pavè. Unfortunately many of these sections are used heavily as farm roads and are broken apart and covered in mud (see picture at right), which led to the formation of the Les Amis de Paris–Roubaix, the friends of the race, who help to maintain the route. The forçats du pavé (“forced” laborers), as they call themselves, will adopt a section of pave, sometimes ripping out severely damaged areas and completely resetting the stones.
   Maintenance of the course in no way means a smooth ride is on the menu. Not all sections receive the appropriate attention, and I think there is a real attempt to leave some difficulty in the race. Weather creates its own brand of fun as well - rainy days make the stones treacherous and the mud moves over the road quickly, while dry conditions see a choking cloud of dust trailing the riders and race caravan all day! Images of barely recognizable cyclists making their way to the post-race showers are standard media fare. By the way, the shower cubicles are named after past winners, and each is adorned with an appropriate plaque with that information.

   Here are two fantastic pictures I found - the one above includes barely recognizable American cyclist George Hincapie, who this year set a record for most finishes in Roubaix with 17, out in front of my all-time favorite cyclist, Johan Museeuw, a three time winner of this race. George and Johan finished 4th and 2nd, respectively, in this particularly messy 2001 race. Below, Kevin Ista shows extreme helmet head while attempting to rehydrate on the infield grass of the Roubaix Velodrome.

   The incredible amount of pounding over the uneven surface puts stress on rider and machine. George Hincapie crashed spectacularly in 2006 when his steerer tube snapped – just imagine riding along and having your handlebars suddenly come off! Cyclists have tried many modifications to their bicycles to better deal with the ever-present threat of flat tires and the accumulated strain on their bodies. Tubular tires are preferred because they have less pinch-flats than clincher rims, and riders are always experimenting with tire width and air pressure. Some companies have developed self-sealing tubes, but I haven’t heard that they are a miracle cure. Riders prevent sore hands with extra padding in their gloves or with extra layers of gel tape on the handlebars. Suspension systems similar to those found on mountain bikes have had some success, but modern frame materials dampen much vibration and eliminate the extra weight most pros aren’t willing to add with shock absorbers. One compromise seen in the peloton has been the use of the more relaxed geometry of a cyclocross frame.

   I’ll continue with more stories from Paris-Roubaix next week, but I’ll finish this article with a quote from Chris Horner, American cyclist currently racing for the Radio Shack-Nissan team: “They plowed a dirt road, flew over it with a helicopter, and then just dropped a bunch of rocks out…That's Paris–Roubaix. It's that bad - it's ridiculous."

'Tis the (Classics) Season

   I started Sunday morning with one of my favorite spring rituals, watching a European classic race simulcast on the web, in this case the Tour of Flanders. Of course I am a big fan of the major tours, watching the daily variety of sprint stages and mountaintop finishes, along with the struggle of the team leaders for overall victory, but I really enjoy watching the one-day classics. Perhaps in my dream world I see this as the type of race in which I could excel - the cobbled roads and hilly terrain of the Low Countries require a little more powerful body type than those possessed by the mountain goat-type flyweights like Alberto Contador and Andy Schleck.

   European sports network SPORZA coversed the whole six-hour race, but I saw no need to get up at 5:00AM, so I picked up the action around 8:00. SPORZA’s coverage is regional throughout the continent, and therefore also broadcasts in several languages. I started off listening to coverage in Flemish, which sounds like a blend of French and Dutch. I changed over to British EuroSport when their coverage started around 9:30, so that I could actually understand what was being said as the race neared its conclusion. An added bonus was the color commentary by one of my all-time favorite cyclists, Sean Kelly, but more on him later.

   I found myself frustrated at the end of the race, because of some stupid crashes that took out strong contenders for victory. One involved a spectator and Sebastian Langeveld, who was sent flying when his front wheel hit the leg of the panicking man as he tried to jump out of the road. The other accident occurred when Fabian Cancellara tangled up with another cyclist in a feed zone and went down hard on his side. Cancellara and Langeveld both suffered broken collarbones and will likely miss the rest of the classics races this year. Fabian seemed to be in such great form this spring, and I will particularly miss watching his dominating style off the front of the peloton.

   Another frustrating aspect of this and some other recent races has been the tactics by individual riders as they near the finish line. A couple weeks ago during Milan-San Remo, Simon Gerrans (pictured right, edging out Cancellara for victory) responded to an attack by Vincenzo Nibali on the race’s final climb. When Fabian Cancellara went by both of them, Gerrans and Nibali just sat on his wheel and were effectively towed to the finish line. Nibali is a poor sprinter and was always going to finish third, so I don’t know why he didn’t try to get away from his breakaway companions, but perhaps he had nothing left. Gerrans really only took one turn at the front in the three person breakaway, setting the stronger Cancellara up to do most of the work to keep the trio away from the quickly-closing pack, and keeping himself fresh for a sprint victory. To his credit, Gerrans acknowledged Fabian’s efforts as the “strongest rider of the day”.

   In Flanders, Alessandro Ballan broke away on one of the final climbs, with only Filippo Pozzato and Tom Boonen able to catch on.  Ballan (pictured left, with Pozzato, then Boonen, trailing) was the weak sprinter and really had no choice but to attack, and Boonen, being a Belgian on his home turf and pre-race favorite, would have to chase any move. This left Pozzato to just follow Boonen and save himself for the last dash. Well, Ballan didn’t try nearly enough, and ended up leading out the sprint for the line. Pozzato sat on Boonen’s wheel until the last few meters and couldn’t come around him. The two Italians explained later how they discussed (in their native Veneto dialect, no less) their options in trying to shake Boonen, who has won the green jersey for top sprinter at the Tour de France. Well, I can imagine their plan didn’t involve neither of them winning!

   I know that the riders may not use the best of judgment when fatigue sets in after riding 150 miles, but in this age of race radio, team directors should be giving some helpful tips into their cyclist’s earpiece. The Italians would have found more success wearing out Boonen by taking turns attacking; he wouldn’t be able to cover every move! At the very least, Pozzato should have positioned himself behind Ballan in the sprint and forced Boonen to come around both of them. Sean Kelly, winner of several Classics and scores of sprint finishes during his career, even commented on a similar strategy -  his advice would be GOLD!

   I’ll leave you with a humorous excerpt from the race coverage, following Fabian Cancellara’s unfortunate exit from the Tour of Flanders – not that his crash was in any way funny! SPORZA’s English language ticker, which accompanies the Flemish broadcast for the benefit of us Yanks, has the term “Lost in translation” immediately coming to my mind:

Cancellara is the game seems over for Cancellara. During the supply smacking hard against the Swiss champion the asphalt. De grote favoriet blijft lang liggen, de koers is onthoofd. The big favorite is long down, the rate was beheaded.