There’s some scary shit in there. But it’s all part of the history and tradition of the race, whether you come in first or 40 minutes behind, like my first time. You get into the velodrome and go into the showers, and De Vlaeminck, Merckx, Hinault—all these legends have been in there before you, and you’re scrubbing mud out of your ears. It’s all part of the adventure.
In 1966, Paris–Roubaix became Chantilly–Roubaix, at least on the map. It moved out of Paris and off to the east to include cobbles that mayors hadn’t seen the need to resurface. And in 1968 it took in Jean Stablinski’s road through the Arenberg forest.
The Arenberg created a sensation. The British journalist, Jock Wadley, arrived in France to find newspapers predicting “only 30 at most will finish this race. Even fewer if it rains.” Another suggested riders would need a sprung saddle, padded bars and fat wired-on tires to finish in the first 10. One official said nobody would finish at all if it rained.
There were now 57 kilometers of cobbles. The 15 kilometers between Templeuve and Bachy had almost no tar at all.
Pascal Sergent wrote: “The press announced that the 1968 edition would be, without doubt, the most difficult and the most extraordinary in history and that the Queen of Classics would see a legendary winner in the style of cycling’s heroic period.”
It remained to see who it would be, for the order was changing. Where Rik van Steenbergen had had to succumb to Rik van Looy, now van Looy was also threatened. Eddy Merckx had won “his” world championship. Van Looy’s not inconsiderable pride was dented.
In 1965 Merckx had been in van Looy’s Solo-Superia team, sponsored by a margarine company and a bike maker. But he had committed the crime of threatening his boss and he moved to the French team, Peugeot. There he won Milan–San Remo for the first of seven times. But Peugeot was skinflint and its riders had to buy their own wheels and tires. It wasn’t hard to move to a new team supported by Faema, an Italian maker of coffee machines returning to the sport. And there, 1967, he became world champion.
Van Looy was grudging. When Merckx started 1968 badly, losing Milan–San Remo and abandoning Paris–Nice, he scoffed: “If Merckx is the boss, let him prove it.” The two were so wary of each other in the break in the GP E3 in Belgium that Jacques de Boever won instead. De Boever had never won a decent race in his life and never did again.
Before Paris–Roubaix, van Looy, now 35, said he was delighted by the tougher route. “It will make the legs of the young hurt,” he said pointedly.
Nerves in the peloton made the first break go at 17 kilometers. It had four minutes by Solesmes. There, riders seemed almost surprised to find cobbles. They got going just as the break began flagging. News of their weakening came back via the blackboard man and Merckx attacked, taking 13 others with him. The notable exception was van Looy.
At Coutiches, Merckx looked over his shoulder and counted. There were too many. He attacked. Only Ward Sels and Willy Bocklandt stayed with him. Of those, Sels was the greater worry. He was a sprinter of Rik van Looy’s level and sometimes his lead-out man. A little later things grew worse with the arrival of the mournful-looking Herman van Springel, whom any film director would cast perfectly as a pall-bearer. Van Springel didn’t have the same talent but Merckx was now fighting on two fronts.
Imagine, then, his relief when Sels punctured 26 kilometers from the finish. Merckx hunched his shoulders and spread his elbows in a style that was just becoming familiar and attacked. Van Springel had to sprint out of every corner to hold his back wheel. Merckx swooped past his rival at the finish by rising to the top of the banking at the finish and accelerating down and past him. He won, his right arm raised, by a wheel.
It was the beginning of the end for van Looy. Three punctures had done nothing to help his chances but the eclipse was starting. It’s not even sure what happened to him. Pascal Sergent says he was in a group sprinting for ninth place, eight minutes down. The result shows the sprint was for eighth, but that matters less than that van Looy’s name isn’t there at all. He rode just once more, in 1969, came 22nd and never rode it again.
And the Arenberg? An anticlimax. Merckx finished with barely a splash of mud on his white jersey.
There had never been a talent like Eddy Merckx’s. He is the only rider to have sent the sport into recession through his own success. Riders became disillusioned because they rarely raced for anything better than second place. Their salaries fell because sponsors saw little value in backing a team they knew would be beaten. And contract fees for village races tumbled because promoters had to pay so much for Merckx, whose simple presence guaranteed a crowd and advertisers, that there was less left for the rest. And this continued for season after season.
For him, Paris–Roubaix was just one classic among many. “I took a particular interest in my equipment,” he said, “especially if the forecast was for rain but, for me, it was a classic like the rest, with its own demands and a particular character.”
In 1970 he won Paris–Roubaix by more than five minutes. The rain fell, lightning was forecast over the northern plains, and riders fell and tore skin. Jean-Marie Leblanc, who went on to organize the Tour de France, broke his frame. Merckx left the Arenberg forest with six riders behind him. He punctured at Bouvignies, 56 kilometers from the finish, changed a wheel, re-caught the leaders and went straight back to the front. And, before long, off the front. He won by 5 minutes 20 seconds.
In second place that day—and fifth the year before—was a dark-haired, gypsy-looking man with long sideburns: Roger De Vlaeminck.
“In a country in love with Eddy Merckx to the point of servitude,” said the writer Olivier Dazat, “literally dead drunk on his repeated exploits, the showers of stones and thorns from the Gypsy constituted, along with the Mannequin Pis [the statue in Brussels of a small boy peeing], the last bastion of independence and humor, a refusal of uniformity in a conquered land.”
De Vlaeminck—it’s pronounced Roshay De Vlah-mink—won 16 classics and 22 stages of major Tours. He rode Paris–Roubaix 10 times and always finished, four times in first place. The only laurels he lacked were a world road championship and, because he was only a moderate climber, a big stage race.
He had a characteristic position. He crouched low across the top tube, his hands on the brake hoods, his elbows lower than his wrists. It provided bounce, springing against the shocks. When he got going seriously, he lowered his hands to the bends of his bars and pushed his body horizontal, a cyclo-cross man turned track pursuiter. He gave, said Olivier Dazat, “the impression of gliding, of being in a perpetual search for speed, like a skier perfecting his schluss.”
The weather in 1972 was apocalyptic. It drizzled throughout the race. Water lay between the cobbles and, more treacherously, on the irregular sides of the roads, hiding missing stones, displacing others under the weight of the cars and motorbikes that preceded the riders. There could be no worse setting for the Arenberg. The break entered it at full speed as usual, riders trying to get there first to avoid piling into fallen riders.
Their speed in the rain brought down a heap of riders, including Merckx. De Vlaeminck rode on and feinted an attack where the old mining road rejoins the tar. The others matched him and he sat up. It allowed Merckx to catch them.
There was a brief hope that a local would win when Alain Santy, a northerner, got clear with Willy van Malderghem, winner of the previous year’s Quatre Jours de Dunkerque. His moment lasted until 35 kilometers from the end, when his weakness showed. Van Malderghem pushed on alone with more than a minute and half in hand.
De Vlaeminck waited. The lead stayed unchanged. Then he set off and caught van Malderghem at Cysoing, dangerously close to the end. He pressed on and crossed the line, his left hand raised, a fraction less than two minutes ahead of André Dierickx and 2 minutes 13 seconds before Barry Hoban. Merckx was seventh at 2 minutes 39 seconds.
De Vlaeminck said: “When you’re really fit, you rarely get a flat tire because you’re more lucid. I had a puncture once, in 1970, and then never again in 10 years. The other secret is confidence. I often started with the idea that I was going to win. I missed my chance once or twice but no more than that. I knew how to get ready for Paris–Roubaix. I used to ride three days of 350 kilometers a day in the week before. I used to ride Gent–Wevelgem and then ride another 130 kilometers having just changed my jersey. One year I rode 430 kilometers in a day. I needed that, that sort of training, to start the race in a good frame of mind.”
He’d got it right. In 1974 he won by 57 seconds, ahead of Francesco Moser, who had crashed.
De Vlaeminck rode now for Brooklyn, a team sponsored by a chewing gum maker owned by brothers named Perfetti. The team—he rode there with his brother Erik and with Patrick Sercu—wore a garish jersey based on the American flag. The curious thing was that for all the American connections in the name and jersey, and the image of the Brooklyn bridge, the chewing gum sold in the USA only three decades after the team folded.
And why did it fold? Because a member of the Perfetti family was kidnapped and there was no money left for a team after paying the ransom.
By now, De Vlaeminck had started training in secret. His technique was straightforward if arduous: “I used to get up at 5am. When it was good weather I went out behind a Derny with my lights on. I used to meet Godefroot to go training and I’d already ridden 120 kilometers. I used to pretend that I was tired because I’d just got out of bed and try to persuade him we should have a shorter ride together. I don’t know if I took him in but I needed to bluff the others to raise my own morale.”
Godefroot trained with De Vlaeminck because the schisms in Belgium cycling meant he never spoke to Merckx. He said of De Vlaeminck: “In the evening he’d call me to ask me if we could go out later than we’d agreed. ‘It’s not worth doing too much,’ he used to say to me. The next day, he’d get up at six, train for two hours behind a Derny, and then he’d turn up at the rendezvous as though nothing had happened. That was Roger.”
In 1975, April 13 started dull with an occasional beam of sun. It had rained the previous days, though, and the race hit a bog of wet mud when it reached the first cobbles at Neuvilly. Chaos followed. Cars got stuck in the swamp at the side of the road and motorcyclists came sliding off. Riders who stayed upright picked their way through and the field shattered. By the time the cobbles ended there were just six in the lead. De Vlaeminck wasn’t there but he came up a little later with Merckx, and then at the approach to Valenciennes, they were joined by a group including Francesco Moser.
There were four by Roubaix, all Belgian. Merckx began the sprint on the back straight. De Vlaeminck looked beaten but struggled back. He passed Merckx just before the line and won with his pedals opposite Merckx’s front tire. He didn’t even have time to lift his arm.
“It’s nice to win,” he said, “especially when Merckx is beaten.”
André Dierickx was third and Marc Demeyer came fourth.
It was the following year that Demeyer both won and started promoting another brand of chewing gum, Stimorol, from Denmark. The success that caused such an exciting advertisement on Radio Mi Amigo wasn’t a surprise; in 1975 he had ridden alone in the lead for 50 kilometers. He was a gentle giant, Demeyer. He turned professional in 1972 with almost casual disregard, spreading his contract on the roof of a car just before a race. And, equally casually he then won the race, the Dwars door België.
Demeyer spent most of his short life as lead-out man for Freddy Maertens. He could win races for himself, as Paris–Roubaix proved in 1976, but he was self-effacing by nature and happy to ride as Maertens’ knecht, closing gaps and opening sprints.
There was no greater bitterness than between Maertens and his fans and the Eddy Merckx camp. They were opposites, Maertens the near-unbeatable sprinter and Merckx the rouleur.
Philippe Brunel of L’Équipe asked Merckx if it was true what journalists wrote, that there was an anti-Merckx brigade.
“And how!” he answered. “You’ve only got to remember the names of the riders there were at Flandria: Godefroot, the De Vlaeminck brothers, Dierickx, Leman, and then later on, Maertens. They all rode against me.”
De Vlaeminck’s response was: “It’s simple: we were all against him. Even my wife! During meals with the Flandria team, Merckx was all we spoke about, from morning to evening, to work out what we were going to do to beat him.”
That was the atmosphere when Paris–Roubaix set off for the 74th time, delayed by a protest which blocked the start. It got away only after the demonstrators had deflated all the tires on the car which Félix Lévitan, the co-organizer, had been expecting to drive. He considered the situation with a mixture of anger and puzzled offense. What had he done to upset the demonstrators, beyond giving them a piece of his mind?
The Belgian civil war between Merckx and Maertens reached an armistice when both fell off at Neuvilly. Maertens abandoned the race and Merckx finished sixth at 1 minute 36 seconds. Freed from his duty to Maertens, Demeyer had a free hand.
De Vlaeminck wanted the race, of course, and tried to split it by sending away two teammates. Johann Demuynck and Marcello Osler stayed away through the Arenberg cobbles but impressed few into chasing. Guy Sibille rode alone in the lead for 35 kilometers but that threatened nobody. Who on earth was this Sibille man, anyway? He’d come third in Milan–San Remo the previous year but he’d never won better than stages in regional tours. He did, in fact, win the 1976 French national championship, but that came after rather than before Paris–Roubaix. The others could ignore him, and they did—for three-quarters of an hour.
In the end, De Vlaeminck sorted things out for himself. There were still 30 kilometers to go. He went so decisively that Merckx couldn’t go with him, his legs and will hurt by having to change bikes five times and chase back to the leaders each time. Francesco Moser was there, though, and so were Godefroot and the lightly stammering Hennie Kuiper—and Marc Demeyer.
But De Vlaeminck was overconfident. He mastered Moser’s efforts to dislodge him and no longer had to worry about Godefroot, who had flatted a tire. He led on to the track, sure he had the best sprint. But he’d ridden too hard in the last 30 minutes and he’d gambled too much on the final dash for the line. Moser came past him and then Demeyer came by them both.
“They just sat on my wheel for the last 20 kilometers,” De Vlaeminck said miserably.
On January 20, 1982, Marc Demeyer went training for 100 kilometers in the morning, then went to collect new equipment from his team manager, Bert De Kimpe, boss of a team supported by Splendor, a bike company whose sponsorship went back to 1936.
That evening he was sitting at home, doing a crossword. He never finished it. He had a heart attack and died. He was 31. He is buried in the Outrijve churchyard at Alveringem, 40 kilometers east of Ypres in West Flanders.
Image: John Pierce, Photosport International
Earlier this week we ran an excerpt from Bill and Carol McGann’s latest release, The Story of the Giro d’Italia, Volume II. I don’t think I can do anything here to recommend this book more highly than the incredible narrative the McGanns wove, but this is my chance to comment on it directly.
Yeah, so this is going to be a favorable review. It’s like that.
The Giro is an odd event. It’s not the Tour de France transported and translated to Italy. While that statement is hopelessly broad and not properly rooted in objective, evidential detail, it’s got to be said. It’s just a different beast. The Giro has often been political in a way the Tour can’t approach. Its formula has been tinkered with in a way that would cause the board at Coca-Cola to gasp.
This is the second half of his survey of the race. It begins in 1971 with Gösta Pettersson’s victory and takes us through wins by Merckx, Hinault, Moser, Indurain, Pantani and ends with Alberto Contador’s 2011 performance. It’s quite a ride.
What the McGanns have done is to give you a look at the race in its proper perspective. It’s not just the couch, it’s the couch in your living room. And I should add here that while Bill is the rabid racing fan, Carol is the meticulous editor, and Bill demonstrates his class by crediting Carol as his full partner. To say this account is dispassionate misses the point. There’s plenty of passion in these pages. Bill doesn’t have any trouble telling the reader when someone delivered a ride worthy of a champion. It’s easy to sense the excitement he felt as he scoured old Italian newspapers and books in his quest to illustrate those days that are woven into the history of the Giro. His real talent is to strip the partisan favoritism that comes with nationalities. You end up cheering a bit for everyone—the guy who kicks ass, the guy whose ass got the kicking, the gregario who humbled himself for the team.
And while it may seem like a semantic point, the McGanns haver termed this the “story” of the Giro instead of the “history” of the Giro because it is meant to give the larger human drama that plays out. It helps to paint why non-cyclists could care so much.
McGann Publishing has put out quite a collection of books at this point. There’s plenty of good reading for a rider waiting for the Tour to start. Check them out here.
Editor’s note: The days are long and for some, the exploits that come this time of year are longer, and perhaps a little crazy, too. And there’s the itch for the start of the Tour de France. If there’s a man who knows crazy in cycling, it’s Les Woodland. The following is an excerpt from Woodland’s book “Cycling’s 50 Craziest Stories” (McGann Publishing).
The French word canicule means oppressive, stifling heat when the air is thick and refuses to move and dogs can’t raise the energy to scratch themselves. There was just such a day in the Tour de France of 1935, when the riders faced a long hot 17th day from Pau to Bordeaux. The speed was as low just 13 mph as their spirits. Men just rode without talking, their legs as dead and listless as their minds.
And then, like men in a desert, they saw an unbelievable sight: ahead of them, waving to them temptingly, were rows of spectators behind tables laden with cool beer. In adventure films the mirage disappears and the oasis turns out to be no more than more burning, featureless sand. But this time the cold drink didn’t shimmer into thin air. It stayed on the tables. Or rather, it passed into the spectators’ offering hands and from them to the reaching hands of the grateful riders. The slow-bicycle race of the Tour de France had come to a complete and unscheduled halt as riders downed drinks and some loaded the pockets of their thick woolen jerseys with more.
Only one rider decided he wasn’t thirsty enough to stop. His name was Julien Moineau, which means “sparrow” in French. The bunch had forgotten about him in the clammy heat and the misery of their jobs but if anyone had cared to remember he would have recalled that Moineau had been the centre of both interest and ridicule at the start of the day. He had turned up with a 52-tooth chainring, common these days but unheard of then. Seeing the other riders stop for beer, he pulled on his gear lever, shifted his chain on to this monstrosity, turned it as hard as he could and won the stage by 15:33. He even stood by the finish line to toast the bunch with a beer as it followed him in.
As well he might. He had organised the stunt himself. The generous beer people with their roadside table were all his friends and he’d asked other friends in the bunch to help delay the race as much as possible. He wasn’t a total no-hoper because he came second in Bordeaux–Paris in May 1935 and third the previous year and fourth the year before that. But his beer-stained win in the Tour de France was the highlight of his career. He died in 1980 when he was 69.
Given the date, the obvious thing to do would be to concoct a series of clever, but false, stories about the PROs. Cancellara is retiring because his feet have continued to grow through his adult life and now he can’t get shoes to fit his feet. Or how the Giro d’Italia is, in fact, owned by Silvio Berlusconi and with his tax and legal troubles he has decided to cancel the race indefinitely. Perhaps Ricardo Ricco has just proven his innocence to CAS and is now suing WADA and the UCI for damages.
These 50 episodes are often brief in their rendering for this is little need for nuance, for context, for character background. They each, on their face, are so strange as to be worthy of forehead-slapping, belly-holding guffaws of wide-eyed disbelief. These stories can make Brittney Spears seem only a tad quirky.
Told instructionally, as a blueprint for strangeness, a how-to of memorable, these stories beguile comprehension. Charles Terront won a 1000km race on the velodrome. That’s not even the strange part. Terront is said to have won the race by an inner tube, but not in the fashion you might guess.
The temptation is to recount bits of this book, but in doing so, I’d be doing nothing so much as spoiling the surprises and I could do nothing crueler in my recommendation of the volume than spoil the fun.
For those who climb into bed tired, this is the ideal bedside reading, not more than four of five pages to an anecdote. I defy you to drift off during the exploits too strange not to have happened.
Every bathroom needs at least one cycling volume. Back when I had roommates I used to leave a history of Mont Ventoux, in French, on the tank of the toilet, just to mess with them. When I was younger, my volume of the Rolling Stone Record Guide occupied the coveted tank spot.
I’ve got a new book to occupy those trips to the reading room. Title rather simply, Bicycle History the first book from Bill and Carol McGann’s new venture, McGann Publishing, is a year-by-year assemblage of bicycle trivia, spanning 1860 to the present.
For the suspiciously minded: Frequent readers of RKP will recall that Bill McGann has contributed to RKP. Anyone who purchases a copy of the book will find a cover blurb I wrote for it. In neither case did any money change hand. I like what he does and he seems to have some regard for RKP. That’s as far as this goes. End of full disclosure.
Imagine a perfect world. In Utopia, I expect there would be a game show devoted to bicycle trivia. Who won the 1952 edition of Paris-Roubaix? When was the toe clip invented? And by whom? This volume could serve as the perfect source material.
Bicycle History is a compendium of facts unbridled from the constraint of a narrative in which the author might seek to impress upon the reader a larger truth. As a result, it’s an easy, if compelling read. You can sit down with 1951; maybe you’ll make it through the whole year before you’ve finished your business. What sense there is to be made of the facts is left up to the reader to decide.
Frankly, the disparate details the book includes are a bit like Lay’s potato chips. You won’t stop at one. Or two.
Each year’s chapter is a bit like a time capsule encompassing racing results, the births of future stars as well as the deaths of former greats, technological developments and sometimes business transactions as well.
Interested? You can order it here.