The course for the 2010 Amgen Tour of California has been announced. The eight-stage event will once again start in northern California and take its tradition run south, but for 2010, the route will be substantially different.
Thanks to its move from February to May, the event will enjoy substantially improved weather that will allow the race to tackle some new challenges. For the first time in the race’s five-year history a stage will feature a mountain-top finish. The time trial will be moved to the urban streets of Los Angeles and the race’s final stage will take competitors over several climbs in the Santa Monica Mountains.
There has been a fair amount of speculation about how the race’s move to a later date in the calendar will affect attendance by European PROs. It’s true that you won’t see a single Italian GC rider at the Tour of California as they’ll all be at the Giro, but there are many riders who have traditionally taken a different approach in preparing for the Tour de France.
The Dauphiné Liberé and Tour de Suisse have been used as traditional build up races for those with ambitions for the general classification at the Tour de France. The Tour of California’s new position in the calendar will give riders yet another shorter stage race as they prepare for Dauphiné/Suisse double.
There are a couple of small problems, though. Even with a great position in the calendar, nothing will change two of the PROs’ biggest concerns: getting in an aluminum tube of a Petri dish and nine—yes nine—hours of jet lag.
Despite these obvious challenges, the organizers have announced four of the biggest names in American cycling will be in attendance at this year’s Tour of California: Lance Armstrong, Levi Leipheimer, George Hincapie and David Zabriskie. A May date and these eight legs will guarantee that every team present will bring their A-game. But how many European teams will that entice?
The Tour of California has an ace up its sleeve: The blessing of the Amaury Sport Organization. It’s safe to say that 18 of the teams that will compete at the 2010 Tour de France will come from the ProTour. They’ll leave out at least one team just to maintain their independence from the UCI and then pick a selection of wild card entries. The Tour of California could potentially serve as some teams’ last-ditch effort to impress the ASO and earn entry to the Tour. While the ASO has typically announced the wild cards in May, and the Tour of California could give them a nice platform to make the announcement for those teams on the bubble.
Yet detractors say we’ll never see a Boonen or Bettini or other Euro star here again. There is that chance. But if it happens, what harm is there? Boonen wasn’t mobbed when he was here this year and he rode anonymously. What if a lesser-known European rider were to come over and make a name for himself with a suicide breakaway the way Dominique Rollin did during the 2008 race? Rollin is no star in Europe, at least not yet, but his breakaway during stage 4 into San Luis Obispo won’t be forgotten; he has earned a permanent spot in the race’s lore.
While the racing is unlikely to be epic in the cold and rain sense, the better weather and with some dramatic new courses thrown into the mix, it seems unlikely anyone will come away from the event thinking it should have remained unchanged. We’ll know for sure when the sun sets on May 23.
Heading towards the first small hill of our first day, I was talking with new team member Tony Cruz. As we caught up on each other’s lives since racing against each other as juniors, I had to excuse myself for not answering his questions. I apologized, in a ragged voice, that after reaching the top of the hill I would resume our conversation. He played down the fact that while I was suffering, the team was climbing at a casual 20 mph! A hole in the pace line opened and he excused himself as he closed the gap. This left Bill and me to wallow in lactic acid as we shook our heads at how calmly these guys flew over the undulating Spanish countryside.
The big news for the Postal Service this year is the signing of Roberto Heras to the team. He was 2001’s mountain revelation in the Tour de France and winner of the Vuelta a Espana, Heras brought much needed strength to help Lance in the mountains of the Tour that year.
The magnitude of Heras’ signing did not hit me until we were rolling through a town early on during a training ride. The whole team went under a pedestrian overpass just as about 100 children crossed the bridge. Dressed in school uniforms and matching backpacks, the children went wild as they stopped in their tracks to watch us pass beneath them. Screaming and yelling out, “Andale-Roberto Heras, Lance Armstrong, Arriba, Arriba!” Bill and I looked at each other dumbfounded by the children’s enthusiasm as the team didn’t miss a beat tearing through traffic and into a large roundabout in downtown Carpe at a mellow 25 mph.
Bill and I were absolutely wasted after only three days of riding with the team. We awoke to aching, dead-tired muscles on the fourth day of camp. Lying motionless, staring at the ceiling, waiting for the other to attempt getting out of bed, Bill broke the silence, “Isn’t it amazing how much more fit these guys are? They are on a whole ‘nother planet. Did you see how Cedric and Benoit just coasted through those little towns, looking sideways at each other and chatting as if we were standing still? If people tried that on the club rides or even in the Cat. II races, bodies would be everywhere!” I nodded my head then winced; even my neck was sore from being in the drops for so long the previous day.
“And going up the hills,” Bill went on, “Heras and Rubiera just kept talking and cruising along like it was no big deal. Did you see that? I think that was right before you got dropped.”
I remembered the moment vividly. I cracked and slowed down before grabbing onto the team car. Dirk DeMol was driving and leaned over the passenger seat, to say to me, “We were wondering who would come off first? Your friend, he looks like a sprinter, but you … you surprised us. We thought you would be the climber!” As my lungs failed to adequately get oxygen to my muscles, or brain for that matter, I had no response. My 5’-8” frame and 150 lb. body seemed fit for a part time racer, but riding alongside the best pro cyclists in the world, I looked and felt like a chunk.
Over the top of one particular mountain, Bill had been gripping the car’s door and chatting with Alan the head mechanic when George Hincapie slipped back to grab some food and full bottles. Wanting to stay out of the way and feeling revived from the respite of the car, Bill let go and rode in the car’s draft.
As Hincapie came alongside the car, we were heading into the descent and the team was riding at around 30mph through some tight turns. He, in a word, was smooth. Every move I saw this guy make over the course of a week was like water. He flowed. From waiting for the elevator after dinner, to hopping off his bike at the end of a seven-hour ride, Hincapie was as graceful as Gene Kelly.
So the car heads into the first turn, a pretty tight one, and Hincapie has his left arm in the window and his right hand on the brake hood. He’s not gripping the hood, just resting his hand on it. He grabs some bottles but is not yet finished when he’s interrupted by the winding road. Staying glued to the car—and without a single unnecessary movement—he slides right through the tight right bend at about a sixty-degree angle, all the while his elbow still rests in the doorframe. Then he puts some food wrapped in foil into his jersey pocket, stands up out of the saddle, and bridges the gap from the car, not just to the back of the group, but all the way to the front, so as to lead the charge down the mountain.
“It’s hard enough just hanging onto the car going straight, much less a stunt like that,” Steve Swartzendruber, the Trek representative to the team, pointed out at dinner after Bill told us the story.
Written by James Newman
Illustrations by Bill Cass
Two working stiffs get the chance to live the life of pros during a 2002 U.S. Postal Service Cycling Team training camp in Altea, Spain.
It is always a shock for me to see how little pro bike racers are in real life. Almost horse jockeys, they’re tiny. Even George Hincapie, at over six feet, is rail thin and maybe weighs a buck and a half. While watching the team file out one by one for a morning ride, I couldn’t help but recite their names and accomplishments in my head. “Cedric Vasseur—solo stage winner and yellow jersey owner for a few days in the ’97 Tour; Viatcheslav Ekimov—Olympic Time Trial gold medalist; Jamie Burrow—World Cup under 23 Champion …” and on and on. But when Lance walked out from the hotel’s back lobby, last of the team’s 21 riders, he seemed huge. Not thick, or excessively muscular, just simply larger than life. I was beside myself. It didn’t seem real that I was going to ride with the whole U.S. Postal Service team for a week.
Just two weeks prior, my old racing buddy, Dylan Casey, who was in his third year as a pro with the First Division American team, asked me to come down from Portland to the Bay Area for a visit right after the new year. Knowing that riding with him alone would mean certain suffering for me, I enlisted another close friend, Bill Cass, into the scheme. After all, misery does love company.
“I can get out of the office for a week at the end of January,” Bill told me on our first Saturday club ride after the New Year.
“That’s no good, Dylan will be at training camp with the team in Spain at the end of the month,” I said. We rode on our fender-clad bikes in silence for a few minutes as the nearly freezing rain numbed our bodies even through multiple layers of high-tech fabrics.
Bill broke the silence, “Hell, let’s go to Spain!”
Bill is probably best known to you through the illustrations that used to grace the pages of Bicycle Guide and bicyclist; he keeps himself busy with a day job as a footwear designer for Nike and creates the Ride for the Roses poster used by the Lance Armstrong Foundation. He and Lance stay in close contact; Bill developed the cycling shoes that the Tour de France champion has worn since his comeback from cancer. With the help of Dylan and Lance putting in the good word for us with team director Johan Bruyneel, Bill and I were given the green light. We boarded our plane after a minimum of planning, last minute training and, of course, talking our wives into our foolhardy plan.
I could clearly see that Lance Armstrong wass a leader and motivator. When the team is out training, Lance was in charge. Even from the back of the bunch where he spent the first half hour or so each day chatting with Bill or me, he called the shots. If someone didn’t point out a pothole, or stood up while pedaling and inadvertently shoved his bike backwards into the front wheel of the rider behind, Lance let him know. “Who owns that,” he asked as someone swerved while Lance hit the hole in the road. “Hey, take it with you,” he yelled as another of the riders stood up to pedal and Lance had to lean his front wheel into the other rider’s rear wheel to keep from crashing.
After those first few minutes each day with Armstrong, we never saw him again for the rest of the ride. Well, actually we could at times see him. If the road turned and we could make out the head of the group, there he was. Lance would stay on the front for nearly the entire ride. No matter how long the ride was, there he was—at the front, leading his team. Headwind, tailwind, uphill and down, Lance set the pace and rode like a motorcycle. He lead some of the smoothest, fastest five hour rides of my life.
That year the team had three camps instead of the usual two. The first camp was in Texas just before Christmas. A second camp in Tucson, Arizona was more business related and gave the press a chance to get interviews and photos of the team. The Spanish camp was designed solely for training the team of the reigning Tour de France champion. The swanky Hotel Metia Hills, which the Postal Service would be calling home for the next week, was, unfortunately, in a poor geographical location for cycling. The hotel and surrounding resort community sit atop a steep, mile-long climb. This simple “driveway” served to bring already broken men (Bill and me) to a state of groveling at the end of each day’s training ride.
End Part I