Schlagwort-Archive: ASO

Comeback bei der Deutschland Tour: Jens Voigt fährt komplette Profistrecke

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Fast auf den Tag genau 13 Jahre nach seinem zweiten Gesamtsieg fährt Jens Voigt wieder die Profidistanz der Deutschland Tour. Vom 20. bis 23. August wird der 48-jährige Botschafter der „kinder+Sport mini tour“ die vier Etappen der Rundfahrt zusammen mit Fans abfahren. Hobbysportler können sich unter DeinRide.deutschland-tour.com zu einem der vier Tage anmelden. Bei „Dein Ride.“ fahren sie schon in diesem Jahr auf der Strecke der Deutschland Tour 2021. In kleinen Gruppen werden die Fans angeführt von Guides, wie Jens Voigt, Fabian Wegmann und Johannes Fröhlinger. Ein Streckentest exklusiv für Fans – ein Jahr bevor die Profis den Kurs erleben.

Foto: Gerhard Plomitzer
„Vier Tage mit Freunden quer durch Deutschland fahren: Ostsee, Thüringer Wald, Fränkische Schweiz – das klingt doch wie Sommerferien. Ich bin Ruheständler und dachte, dass meine 180-Kilometer-Tage vorbei sind. Aber bei dieser Strecke werden die Beine schnell wieder wach“, sagt Jens Voigt, der die Fan-Ausfahrt im „kinder+Sport mini tour“-Trikot bestreiten wird. Seit zwei Jahren engagiert sich der sechsfache Vater bei der Initiative, um Kinder mit Spaß an das Radfahren heranzuführen. Foto: ©HenningAngerer
Streng limitierte Plätze
Maximal 100 Hobbysportler können pro Tag dabei sein. Noch sind Plätze dieser limitierten Kontingente unter DeinRide.deutschland-tour.com verfügbar.

Ambitioniertere Freizeitfahrer werden sich für eine komplette Etappe entscheiden. Vom flachen Abschnitt über 200 Kilometer zwischen Stralsund und Schwerin (Donnerstag, 20 August) bis zum Klassikerprofil mit 150 Kilometern zwischen Erlangen und Nürnberg (Sonntag, 23. August) ist für jeden Geschmack etwas dabei. Zum Reinschnuppern bietet sich eine der Halbetappen ab 70 Kilometer an. Egal welches Angebot genutzt wird: der Spaß am Radsport und das gemeinsame Erlebnis stehen im Vordergrund, denn die Ausfahrt findet auf normalen Straßen ohne Zeitnahme oder Wertungen statt.

Fan-Ausfahrt mit Profi-Service

Bei „Dein Ride.“ werden die Fans auf Profi-Niveau betreut. Shuttlebusse inklusive Radtransport stehen für eine reibungslose An- und Abfahrt zu den Halbetappen bereit. Die Gruppen werden durch erfahrene Guides geführt und mit Fahrzeugen begleitet. Kleiderbeutel-Transport, Reparaturdienst mit Service-Wagen, medizinischer Notfallservice und ein Besenwagen geben Sicherheit. Mittagsrast an einer Verpflegungsstelle, umfangreicher Starterbeutel mit Santini-Trikot und Selfies mit den Guides runden das exklusive Fan-Erlebnis ab.
Detaillierte Informationen zu den vier Etappen von „Dein Ride.“ und zur Anmeldung sind unter DeinRide.deutschland-tour.com verfügbar.

„kinder+Sport“ bewegt Kinder bei der Deutschland Tour
Mit der „kinder+Sport mini tour“ ist die Bewegungsinitiative seit 2018 als Partner der Deutschland Tour aktiv und veranstaltet spannende Aktionen für Kinder. Das Ziel: Kinder und Jugendliche für das Radfahren zu begeistern und für mehr Sport und Bewegung zu motivieren. Die „kinder+Sport mini tour“ Laufradrennen geben Kindern zwischen zwei und fünf Jahren die Möglichkeit, sich auf den letzten 100 Metern der Profistrecke zu beweisen. Kids zwischen sechs und zwölf Jahren haben bei der „kinder+Sport mini tour“ Bike Parade die Chance, gemeinsam mit vielen anderen Kids in einem Rundkurs auf der Strecke der Deutschland Tour zu fahren. In der „kinder+Sport mini tour“ Fahrrad-Erlebniswelt können kleine und auch größere Biker ihre Fähigkeiten im Radfahren austesten und unter professioneller Anleitung verbessern. Jens Voigt begleitet alle Aktionen und gibt den Kids unter anderem Tipps & Tricks zum Radfahren sowie wichtige Hilfestellung für den sicheren Umgang mit dem Fahrrad.
Weitere Informationen zur „kinder+Sport mini tour“: www.kinderplussport.de
Pressebüro Deutschland Tour | Sandra Schmitz || sandra@flessnerschmitz.com | www.cycling-pr.com

CRITÉRIUM DU DAUPHINÉ 2020 THE RACE FOR THE SUMMIT

Key points:
 Following the revision of the UCI calendar due to the coronavirus epidemic, the Critérium du Dauphiné 2020 will start on Wednesday 12 August in Clermont-Ferrand and finish on Sunday 16 August in Megève.
 The shortened five-stage race, which includes neither time trial nor prologue, will feature a series of climbs building up to Sunday’s climax in Megève. The last four stages remain unchanged from the original route, while the new first day will see the riders traversing undulating terrain between Clermont-Ferrand and Saint-Christo-en-Jarez.
 The favourites for the forthcoming Tour de France already have their sights set on the intense examination in the mountains: Primoz Roglic, Egan Bernal, Tom Dumoulin, Julian Alaphilippe, Romain Bardet and Thibaut Pinot have all identified the Dauphiné as a key objective in their preparations for the Tour.

The 72nd edition of the Critérium du Dauphiné has already earned its place in the history books. The race presents a new five-stage format with no time trials, in addition to an unprecedented starting point in the capital of the Massif Central. Indeed, the opening day will serve as a dress rehearsal for the city of Clermont-Ferrand, before riders gather there again for the 14th stage of the Tour de France in September. Stage 1 will offer the competitors precious little opportunity to find their legs: covering a total of 218.5 km and culminating in a final circuit around Saint-Christo-en-Jarez, the route throws up constant changes in pace and gradient – riders beware, your refuelling strategy may be crucial!
Having been partially redesigned in order to ensure the race’s integration into the revised international calendar, the 2020 route will mark a break with tradition. Gone is the sprint finish in Bourg-de-Péage, with the riders embarking from the second day on a quartet of alpine stages that are guaranteed to push the peloton to its limit. The racing on Thursday and Friday will follow a dense and cadenced itinerary featuring a succession of technical descents, including the Côte Maillet, as well as the first cols. Notable among the latter will be a new route up to the Col de la Madeleine, a climb also featuring in the Tour de France for the first time on the 17th stage of this year’s race.
The real showdown in the mountains is reserved for the weekend, however, with 4,700 metres of elevation gain to tackle on Saturday alone. In order to prevail, stage contenders will need to keep enough energy in the tank for one final flight up to the altiport of Megève. Sunday’s grand finale, also in Megève, will unfold on a loop punctuated with four major tests: the Côte de Domancy, the Col de Romme, the Col de la Colombière and lastly, in the shadow of Mont Blanc, the gruelling Côte de Cordon. The stage is set for an alpine extravaganza, played out against the backdrop of the Grand Départ of the Tour de France, which will be just over the horizon on 29th August in Nice.

Route of the Critérium du Dauphiné 2020:
 Wednesday 12 August – 1st stage – Clermont-Ferrand (63) > Saint-Christo-en-Jarez (42) – 218.5 km
 Thursday 13 August – 2nd stage – Vienne (38) > Col de Porte (38) – 135 km
 Friday 14 August – 3rd stage – Corenc (38) > Saint-Martin-de-Belleville (73) – 157 km
 Saturday 15 August – 4th stage – Ugine (73) > Megève (74) – 157 km
 Sunday 16 August – 5th stage – Megève (74) > Megève (74) – 153.5 km
@ASO

LA COURSE BY LE TOUR DE FRANCE 2020 with FDJ : LADIES IN THE SPOTLIGHT

Key points:
 The 7th edition of La Course by Le Tour de France avec FDJ will take place next month on a 96-kilometre course with the start and finish in Nice, for the first time before the Tour de France riders head into action.
 While the sprinters cannot be ruled out, the route chosen for the ladies also offers opportunities for punchers capable of breaking away and resisting the return of the peloton just until the Promenade des Anglais.
 The most prominent champions in the peloton have already circled 29 August on their calendar, starting with the four winners of La Course by Le Tour de France avec FDJ, Marianne Vos, Anna van der Breggen, Chloé Hosking and Annemiek van Vleuten, who will have to contend with the likes of Cecilie Uttrup Ludwig, Katarzyna Niewiadoma, Ashleigh Moolman-Pasio et Marta Bastianelli.

The women’s peloton was welcomed for the first time on the Tour de France at the conclusion of the 2014 edition and started to make the Champs-Elysées their stomping ground. They then discovered the high mountains with a finish at the Col d’Izoard in 2017, followed in Marseille by an atypical pursuit race on the time trial course. At the Grand-Bornand in 2018, then on a „championship“ type circuit format around Pau last year, the women’ race then experimented with different scenarios. In 2020, it is in Nice where the world’s elite female racers will come together this time with the honour of starting the competition even before the men set off on their Tour de France.

On the 96-kilometre course, which will use part of the route prepared for the men’s race, the women will probably not be expected to compete in a large group sprint, according to Jean-Marc Marino, the event’s sporting director. “The race will consist of a loop to be completed twice. The côte de Rimiez will allow for a solid group to break away. All the more so as after reaching the line drawn for the mountain points, there will actually be several kilometres of climb left to the village of Aspremont. This springboard is perfect for really strong girls who get along well, especially since the descent is technical and not very conducive to organizing a chase“. The four champions who have already put their names on the list of winners, namely Marianne Vos, Anna van der Breggen, Chloé Hosking and Annemiek van Vleuten, can now start to fine-tune their strategy.
Amel Bouzoura, FDJ Director of Sponsoring and Partnerships: „with a considerable presence in French sport and as a sponsor of a men’s cycling team for over 20 years, FDJ is proud to continue its support of elite women’s cycling. Since 2017, the Group has been supporting the women’s cycling team FDJ – Nouvelle-Aquitaine – Futuroscope, and has strengthened its commitment to ensure the team’s UCI World Tour license in 2020. The team will participate in „La Course by Le Tour“, of which FDJ has been a „Major Sponsor“ since 2016. The company is committed to the promotion and encouragement of women’s sport with its „Sport pour Elles“ programme. In addition to professional cycling, FDJ supports the French Cycling Federation in the development of amateur cycling for all. »

23 teams, the leading participants (as of 29/07/2020) in alphabetical order:
ALE‘ BTC Ljubljana (ita)
Aromitalia – basso Bikes – Vaiano (Ita)
Astana Women’s Team (Kaz)
Bizkaia – Durango (Esp)
Boels Dolmans CyclingTeam (Nld)
Canyon / /Sram Racing (Ger)
CCC – Liv (Pol)
Ceratizit – WNT Pro Cycling Team (Ger)
Charente – Maritime Women Cycling (Fra)
Cogeas Mettler Look Pro Cycling Team (Rus)
FDJ Nouvelle – Aquitaine Futuroscope (Fra)
Hitec Products – Birk Sport (Nor)
Lotto Soudal Ladies (Bel)
Mitchelton Scott (Aus)
Movistar Team Women (Esp)
Parkhotel Valkenburg (Nld)
Paule Ka (Che)
Rally Cycling (Usa)
Team Arkéa (Fra)
Team Sunweb (Ger)
Team Tibco – Silicon Valley Bank (Usa)
Trek – Segafredo (Usa)
Valcar – Travel & Service (Ita)

All information about La Course by Le Tour de France with FDJ on
www.lacoursebyletourdefrance.com/en/
@ASO

The Tour to the power of 10

1950: divorce Italian style (5/10)

At the turn of each decade, the Tour de France has gone through organisational changes and backstage struggles that have variously turned out to be decisive or utterly inconsequential. The journey back in time proposed by letour.fr continues in 1950, marked by the collective departure of the Italian riders after incidents that resulted in Gino Bartali being threatened and assaulted by French spectators in the Pyrenees. Between the resurgence of the old internal squabbles within the „Squadra“ and the diplomatic consequences of the Col d’Aspin affair, the 1950 Tour extended well beyond the roads of France.
A quarrel between neighbouring countries on the Tour de France is both simple and, at the same time, much more complex than an anecdotal overzealousness and wine in the ranks of the supporters of both sides. In 1950, traces of World War II remained and the memory of the Mussolini regime’s collaboration with Nazi Germany was still fresh. On the political front, there was a genuine desire to reintegrate Italy into the community of nations on both sides of the Alps, but progress was slow and sport had its place in this process. In the world of cycling, the Italian federation (UVI) was not readmitted into the UCI until 1947. In concert with the authorities, the organisers worked to bring consistency to the peloton and to provoke a maximum number of encounters between the champions of the two countries, for example with the creation of the Desgrange-Colombo Challenge, in tribute to the founders of the Tour de France and the Giro d’Italia. As a symbol of the newfound friendship, Sanremo hosted a stage finish on the 1948 Tour, where Gino Sciardis won ahead of Urbain Caffi… two French riders of Italian origin!

The understood interest of the two organizing newspapers, L’Equipe and La Gazzetta was to ensure that their races had the highest possible density, coexisting with the chauvinistic fibre that also sold newspapers. But this approach tended to heat up controversy and in the 1949 Tour, the French riders were copiously insulted, pushed and targeted by stone-throwing Italian supporters during the stage leading to Aosta. After the domination of Bartali and Coppi in the two previous editions, and a minimalist strategy that hardly made Italian riders popular in France, the 1950 Tour began in a climate of hostility towards them. Heralded as the rider to beat when Coppi was unable to ride, Gino Bartali felt threatened from the very first days, when the Italians won three of the first five stages. In the time trial in Brittany, he narrowly avoided falling after a spectator threw a stick into his wheels, but his team manager, Alfredo Binda effectively negotiated with the Italian journalists present not to worsen the situation. Gino himself declared in La Gazzetta on the eve of the Pyrenees that „it is better not to win“, just to ease tensions.

Jacques Goddet paid a visit to the Hotel de France in Loures-Barousse. The boss decided to meet the Italian delegation and convince Bartali to stay in the race. But his arguments didn’t change a thing. The leader of the „Squadra“ felt he was in danger.

The fears of the two-time winner were well-founded and the atmosphere grew increasingly tense in the Pau-Saint-Gaudens stage. On the Col d’Aspin climb, the pressure of the crowd sent both Robic and Bartali off their bikes, then the situation degenerated. Accounts of this scene of confusion varied greatly, but the limits of simple intimidation were largely exceeded and there were certainly punches thrown. In any case, Bartali, enraged, managed to get back to the leaders of the race and won the sprint in Saint-Gaudens, while his young team-mate Fiorenzo Magni claimed the Yellow Jersey, and immediately afterwards decided to leave the Tour where he felt in danger. That night, Jacques Goddet paid a visit to the Hotel de France in Loures-Barousse. The boss decided to meet the Italian delegation and convince Bartali to stay in the race. But his arguments (including financial ones, according to some…) didn’t change a thing. The leader of the „Squadra“ felt he was in danger and explained himself diplomatically in L’Equipe: „In many circumstances, I’ve been wonderfully welcomed in your country. But I think it only takes one crazy person for a disaster to happen. And that’s the madman I’m afraid of. Please understand, I have children and a family. Why take such risks? No, it’s for Italy that I’ll leave tomorrow“.

In fact, opinions were divided in the Italian camp. Fiorenzo Magni, who led the general classification, could legitimately believe in his chances of going for the greatest victory of his career. Bartali did not like this, partly because of Magni’s militia past. Alfredo Binda, who coached the team, rather thought about the need to maintain friendly relations with the French, but finally agreed with Bartali’s position and assumed the group withdrawal of the two Italian teams, taking the „Cadetti“ with him. The situation helped Ferdi Kübler, the new rider in the Yellow Jersey, but more than anything else caused a lot of upheaval. Very soon after the departure of the Italians, it was decided to cancel the arrival in Sanremo scheduled four days later for fear of reprisals from the tifosi. In the rush, Goddet and his services took on the logistical challenge of preparing a fallback arrival in Menton, with more than 1000 people to house and feed.

Practical considerations were quickly relegated to the back burner, as the Aspin affair entered the judicial arena with the opening of an investigation, and political considerations as soon as the stability of Franco-Italian relations was compromised. The diplomats of both countries were much less heated than their respective supporters and tried to calm things down. The Minister for Foreign Affairs, Robert Schuman, first of all hastened to send a message to the Italian ambassador, expressing his „deep regret at the incidents of which the Italian riders were victims“. The issue also came up in parliamentary debates in both countries, with Edouard Bonnefous, the Chairman of the Foreign Affairs Committee, solemnly declaring that „the Italians are friends who came to our country to demonstrate their class, not to be insulted. We cannot allow a handful of scoundrels to jeopardise good relations between the two countries“. In the same spirit of appeasement, the Italian Ambassador in Paris replied that „the regret expressed by the French Minister for Foreign Affairs served as a reminder that such incidents could never disrupt the friendly relations between the two governments and the two peoples, whose collaboration will increasingly develop in all areas“. As far as cycling was concerned, the presidents of the two federations, Adriano Rodoni and Achille Joinard, met in the second week of August with the Tour de France organisers to talk about the future. The Italian riders would definitely come to the 1951 Tour de France.
More information on www.letour.fr/en/
@ASO

The Tour to the power of 10

1940: The Tour that wasn’t (4/10)

At the turn of each decade, the Tour de France has gone through organisational changes and backstage struggles that have variously turned out to be decisive or utterly inconsequential. The journey back in time proposed by letour.fr continues in 1940: when the country entered the war, Henri Desgrange tried to keep the 34th edition of the Tour alive until spring, but had to resign himself to its cancellation. Before July France was already under German occupation, and Desgrange left the Tour orphaned in August.

According to the tautological principle that you can’t suppress something that doesn’t exist, the 1940 edition of the Tour de France is the only one in history to have been cancelled. Although its detailed route was never published and its dates were not officially announced, its organisation was well thought out, envisaged and programmed in the offices of the organising newspaper, in a France that was nevertheless at war and whose youth had been drafted in September 1939. It would be far-fetched to suspect L’Auto of existing naively in a sports bubble ignoring the major issues in the balance on the battlefield, quite the contrary. From mid-September, the newspaper even assumed a total commitment by changing its title to L’Auto-Soldat, and its editorial line then split between news of the world conflict, analysis of the competitions that continued to take place and news of the champions called up to serve in the armed forces. On 16 September, the headline was accompanied by an unequivocal quote from Voltaire: „Every man is a soldier against tyranny“. It is in this line that Henri Desgrange, who, although seriously ill, did not let go of his pen but distanced himself from sport, multiplied patriotic editorials and caricatures, for example Hitler, whom he described as a „house painter“.

In its services, all the assistants were active and strove to give shape from the very beginning of winter to a cycling season that could also sustain the idea that France continued to live on. In December, discussions began with the heads of the bicycle manufacturers to try to come up with a calendar and invent a new formula. How can a bunch of riders of at the same skill level be formed when most of the riders in the 1939 Tour were fighting? Were foreign cyclists from non-belligerent countries going to be accepted? Who would therefore have their best people available? Where can we get bicycles when the entire industry is focused on the war effort? The debate was launched, and even initiated in the columns of the newspaper, which transcribed the content of the negotiations like a soap opera. Alcyon’s boss was optimistic, but not as determined as Colibri’s: „I’ve come, like all my colleagues, to put a white ball in to get unanimous congratulations,“ read the 16 January edition of L’Auto. On the other hand, Genial-Lucifer had more misgivings („Maurice Evrard felt that in his own opinion the uselessness of certain road races was obvious“, L’Auto of 13 January), and the tone was also very cautious from the head of Dilecta. However, we manage to get everyone to agree year after year on a formula published on 6 February which, among other measures, only admits riders who are not yet old enough to carry weapons and limits the number of foreigners to 33% of the peloton.

On 11 July, on the BBC, an anonymous columnist chose sport to make the voice of London heard. „Today, if Mr. Hitler had agreed to let Europe live in peace, the 34th Tour de France would have set off joyfully.”

Everything seemed more or less in place, but while it was business as usual at the velodromes throughout the winter, there were great difficulties at the start of the road racing season. Paris-Roubaix, whose route was initially validated by military authorities, was transformed into Roubaix-Paris and finally saved in-extremis as Le Mans-Paris! It looked like there was also going to be course reversal for Paris-Tours, and the clouds were particularly threatening on the Race to the Sun, which L’Auto was exceptionally associated with the Le Petit Niçois newspaper in an attempt to save the organisation. Above all, Henri Desgrange published a paper with a very pessimistic tone for the future of the 1940 Tour de France. He evoked a course in the form of a „deflated bladder“, listed all the constraints he faced, and concluded as follows: „It would be enough, wouldn’t it, for you to expect this article to end with the announcement that the 1940 Tour de France will not take place? Well! It is not enough for us and we still have one last hope of being able to triumph over all these difficulties, and we want to give it a try“. The sentence was not long in coming. Four days later, the announcement was posted on the front page: „The Tour de France will not take place this year. It is postponed to 1941. See the explanations provided by its creator, Henri Desgrange, in the 13 and 14 April issues.”

Events then precipitated the country into the dark sequence of the German occupation following the signing of the armistice of 22 June 1940 by Philippe Pétain. Meanwhile, Charles De Gaulle launched his 18 June appeal on the BBC, the Free France timidly structured itself behind the „Leader of the French who continue the war“. It so happened that from London, the following 11 July, a small French enclave decided to act as if the Tour de France had started. The programme „Ici la France“ was broadcast daily for half an hour on the BBC. That day, an anonymous columnist whose name remains unknown chose sport to make the voice of London heard. „Today, if Mr. Hitler had agreed to let Europe live in peace, he would have set off joyfully on the 34th Tour de France*. A completely fictitious story began, as a way to reunite the divided country and to find itself in a shared and happy wistfulness. This was far from reality, but in the legend of the Tour, the story is as important as the race.

It is unlikely that Henri Desgrange could have heard this report, which would have certainly given him chills, perhaps even drawn a few tears. For the 1940 Tour de France, even if it had been able to take place, would also have been the first without him. Operated on a few months earlier and seriously weakened, the father of the Tour de France died on 16 August, at the age of 75. His successor and spiritual son, Jacques Goddet, took over the reins of the newspaper and the following year he opposed the organisation of a Tour de France whose prestige would be claimed by the Vichy regime. The return of the real Tour de France had to wait until 1947.
@ASO

The Tour to the power of 10

1930: The Tour revolutionizes (3/10)

At the turn of each decade, the Tour de France has gone through organisational changes and backstage struggles that have variously turned out to be decisive or utterly inconsequential. The journey back in time proposed by letour.fr continues in 1930, the year of a major revolution when, Tour boss and editor-in-chief of L’Auto, Henri Desgrange decided riders would compete in national teams and no longer for bicycle manufacturers. To pay for this costly reform, the newspaper also found a new source of income with the creation of the advertising caravan.

Tensions between the bicycle brands and the organisers were a common thread that followed and forged the history of the nascent Tour de France and then the interwar period. Henri Desgrange, who was a purist and uncompromising in his conception of sporting competition, despised and fought against any form of agreement likely to contaminate the simple athletic confrontation between the heroes of the Grande Boucle. Since the resumption in 1919, following the First World War, the Tour de France boss introduced regulations to reduce the influence of the most powerful manufacturers in the industry, which had a tendency to dictate race scenarios. The situation even began to disgust Desgrange following the 1929 Tour, won by Maurice De Waele, a Belgian champion who was certainly solid and exemplary, but in the end wasn’t challenged nearly enough by the competition on his victorious ride to Paris.

For the 1930 edition, Desgrange decided to radically change the format. Teams were no longer formed by bicycle manufacturers, but were made up of national selections whose composition was also decided by L’Auto. In order to be in complete control, he committed to supplying the bikes to the Tour riders, at least those entered in the Aces category, even if it meant making the “tourists-routiers” wait a few years. The great project quickly developed in the mind of Desgrange, who announced precisely his plans and objectives in L’Auto on 25 September 1929: „The major change is the suppression of commercial rivalries that have been significantly shattering the success of the race every year since 1903. With only one brand available for the Aces, we can say that there is no longer a commercial battle, and that the race will be able to take place in a sporting manner. From now on, nothing will prevent the best from winning“.

The change to national teams must not be considered as a declaration of war, as the brands retain their riders in all other competitions throughout the year and could, for example, require them to boycott the Tour.

The transformation wanted by the organizing newspaper implied major constraints since the bicycles, accommodations and provisions were fully taken care of. The financial expenditures to be made were significant and had to be paid for by some income if the reform was to be feasible. This is where a genius idea was born to balance the accounts. Desgrange was assisted by an advertising director, Robert Desmarets, who had noticed that for several years, brands had taken advantage of the exceptional crowds around the peloton to set up commercial ventures. Vehicles in the colours of Menier chocolates, for example, were already handing out thousands of bars to the public in 1929. “Grand Bob”, as he was nicknamed, decided to officially accept them at the opening of the race, in return for a fee covering most of the extra expenses for the year. Menier, Fromagerie Bell (Vache Qui Rit), Biscottes Delft and Montres Noveltex formed the Tour’s first publicity caravan.

The power struggle between Desgrange and the bicycle manufacturers can, however, be put into perspective, as the co-dependent relationship remained very real. The move to the national teams should not have been seen as a declaration of war, as the brands retained their riders all year round on all other the competitions, on the roads of France as well as on the velodromes, and could for example require them to boycott the Tour. This context of more or less harmonious cohabitation partially explained the tone adopted by Desgrange in his opening article on the day of the race’s start: „It will be the honour of the bicycle manufacturers to have accepted this experience, which may seem to deprive this or that of a profitable advertisement, but which must benefit the entire bicycle industry. (…) They did not accept this experience passively; they followed it and will follow it, for a month, with great interest. (…) Yes, we owe André Leducq and Delannoy to Alcyon, Marcel Bidot to La Française, Demuysère to Génial-Lucifer, Bonduel to Dilecta, and the Magne Brothers to the Société Française de Cycles. Our great brands have lent them to us, or better said… they gave them to us without any restrictions. What a guarantee of success that such a gift, and what recognition for such a gesture do we not owe to our major cycle manufacturers?”. The recognition was also that of a businessman, well aware that these firms were also huge advertisers who contributed to the financial health of the newspaper throughout the year.

In any case, in the Aces category there were five national teams of eight riders at the start. Belgium’s black jerseys, Italy’s green, Spain’s red, Germany’s yellow and France’s blue-white-red were about to spark phenomenal enthusiasm among the public… and among the readers. Desgrange naturally found that the patriotic fibre was working to full effect with the French Tennis Musketeers, who were taking the entire country by storm in their matches with the Australians and Americans in the Davis Cup. He found his Musketeers on wheels with André Leducq, Antonin Magne and Charles Pélissier. As if by magic, while the French were generally outclassed during the 1920s by the Belgians, Luxembourgers and Italians, the collective force of the French squad was impressive. Pélissier won a total of eight stages, a record that still stands, while „Dédé gueule d’amour“ won the general classification after a hard-fought battle with Alfredo Binda and Learco Guerra among others. The success of the French clan was also a tremendous victory for Henri Desgrange, who concluded the Tour with these words: „This is now, indisputably, the National Bicycle Holiday. From now on, we will celebrate it every year under the same conditions, to the greatest glory of this divine machine and to the glory of our great cycling industry. (…) Thus the Tour de France will henceforth be a great international and peaceful competition where cycling nations will come every year to measure the value of their champions“.
@ASO

ERLANGEN WIRD ETAPPENORT DER DEUTSCHLAND TOUR 2021

Radsport-Deutschland kann sich im August 2021 auf ein fränkisches Fahrradwochenende freuen: Erlangen wird Etappenort der Deutschland Tour. Die Fahrradstadt wird Gastgeber für das Ziel der dritten und den Start der vierten Etappe – dem großen Finale der viertägigen Rundfahrt. Deutschlands größtes Radsportfestival wird 2021 seinen Abschluss in Nürnberg feiern.

Mit der Deutschland Tour kommt im nächsten Sommer großer Sport nach Erlangen. Bei der Zielankunft in der fränkischen Großstadt legen die Profis den Grundstein für den Gesamtsieg der Deutschland Tour 2021. Eine Tagesentscheidung mit Spannung: die Zielrunde ist 12 Kilometer lang und beinhaltet ein Anstieg am Rathsberg. Wie gemacht für Fahrer mit Hoffnungen auf die Gesamtwertung, die sich von den Sprintern absetzen wollen. Denn die endschnellen Fahrer bauen auf die 1.000 Meter lange Gerade bis zur Ziellinie auf der Luitpoldstraße.

FURIOSES FINALE IN FRANKEN

Mit dem Elite-Rennen als Höhepunkt erleben die Zuschauer einen Samstag, der ganz im Zeichen des Fahrrads steht. Erlangen wird Gastgeber eines umfangreichen Rahmenprogramms für Familien und die Talente von morgen. Denn neben den Profis sind auch die „kinder+Sport mini tour“ mit Fahrrad-Erlebnissen für die Kleinsten und die Newcomer Tour für den Radsport-Nachwuchs mit dabei.

Nach dem umkämpften Zieleinlauf am Vortag steht für die Profis am Sonntag das große Finale der Deutschland Tour im Fokus. Die Schlussetappe startet in Erlangen auf dem Marktplatz vor dem Kunstpalais und endet in Nürnberg. Die Weltelite nimmt aber nicht den direkten Weg zwischen den beiden Frankenmetropolen, der nur 20 Kilometer lang ist. Sie nutzen das Klassikerterrain der fränkischen Schweiz und fahren auf einer großen Schleife um die Siegertrophäe der Deutschland Tour.

„Die Fahrradstadt Erlangen freut sich, Deutschlands größtes Radsportereignis im nächsten Sommer zu begrüßen. Wir planen ein ganzes Wochenende rund um die Deutschland Tour, mit den Topstars als Höhepunkt. So kommen die Erlangerinnen und Erlanger gleich mehrfach in den Genuss, großen Sport zu erleben. Und unsere Gäste lade ich ein, es wie die Profis zu machen: Merken Sie sich den August 2021 vor und besuchen Sie uns für ein Fahrrad-Wochenende“, sagt Dr. Florian Janik, Oberbürgermeister der Stadt Erlangen.

„Das Franken-Wochenende hat für Fans kurze Wege und viele Optionen. In Erlangen und der Nachbarstadt Nürnberg können sie sich auf zwei Tage Radsport pur freuen. Am Samstag spannenden Sport und ein buntes Programm in Erlangen erleben – am Sonntag die Stars am Start und an der Strecke anfeuern oder bei der Jedermann Tour selber mitfahren und das große Finale genießen“, sagt Claude Rach, Geschäftsführer der Gesellschaft zur Förderung des Radsports, dem Veranstalter der Deutschland Tour.

DEUTSCHLAND TOUR 2021 VOM NORDEN IN DEN SÜDEN

Mit Erlangen als Etappenort nimmt die Strecke der nächsten Deutschland Tour Konturen an. Die erste Etappe der Rundfahrt verläuft durch Mecklenburg-Vorpommern von der Hansestadt Stralsund in die Landeshauptstadt Schwerin. Der weitere Kurs führt die Profis südlich durch das Herzen Deutschlands zum Finalwochenende nach Bayern. Die Deutschland Tour wird im kommenden Jahr in der zweiten Augusthälfte an den angestammten Tagen von Donnerstag bis Sonntag stattfinden. Das genaue Datum wird vom Welt-Radsportverband voraussichtlich im Herbst bekanntgegeben.

DEIN RIDE – STRECKENABFAHRT FÜR FANS

Während sich die Topstars noch ein Jahr gedulden müssen bevor sie die Strecken in und um Erlangen erleben, erhalten Hobby-Radsportler bereits in wenigen Wochen einen Vorgeschmack. Gemeinsam mit ehemaligen Profis um Fabian Wegmann können Fans die vier Etappen der Deutschland Tour abfahren. Am 22. August 2020 führt der Weg von „Dein Ride.“ nach Erlangen und am Sonntag, den 23. August, fahren die Fans die Finaletappe mit Start in Erlangen. Die Anmeldung für die stark limitierten Plätze ist unter DeinRide.deutschland-tour.com möglich.

Über die Deutschland Tour
Die Deutschland Tour ist Deutschlands größtes Radsportfestival. Das viertägige Profi-Rennen und die Mitmachangebote in allen Etappenorten locken mehr als 500.000 Besucher an. Allein in Deutschland verfolgen mehr als 5 Millionen Zuschauer die Live-Übertragung bei ARD und ZDF – weltweit gehen die Bilder in 190 Länder. Bei der Deutschland Tour erleben die Fans die deutschen Topstars und die internationale Tour de France-Elite hautnah. Das Event ist ein wahres Festival rund um das Fahrrad und legt einen besonderen Fokus auf die Zuschauer. Neben tausenden Tipps zur Streckengestaltung im Vorfeld des Rennens nutzen 5.000 Teilnehmer die Jedermann Tour, die Ride Tour und die „kinder+Sport mini tour“ zum Mitmachen. Die Deutschland Tour wird von der Gesellschaft zur Förderung des Radsports mbH organisiert. Die GFR ist ein Gemeinschaftsunternehmen des Tour de France-Veranstalters Amaury Sport Organisation (A.S.O.) und der Anschutz Entertainment Group (AEG). Neben der Deutschland Tour veranstaltet das Unternehmen auch den Radklassiker Eschborn-Frankfurt am 1. Mai. Die Deutschland Tour 2020 musste aufgrund der Corona-Pandemie verschoben werden und findet nun auf identischem Streckenverlauf im August 2021 statt.

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Pressebüro Deutschland Tour | Sandra Schmitz || sandra@flessnerschmitz.com | www.cycling-pr.com
Fotos: Gerhard Plomitzer
@plomiphotos

Mit Ex-Profis die Strecke der Deutschland Tour 2021 abfahren

Ein Sommer ohne „Deine Tour“ ist nur schwer vorstellbar, denn die Deutschland Tour wurde auf August 2021 verschoben. Während sich die Weltelite noch gedulden muss, profitieren Fans bereits jetzt von einer Premiere. Einige wenige Hobbyradsportler erhalten die exklusive Gelegenheit, gemeinsam mit ehemaligen Profis jede der vier Etappen abzufahren. Vom 20. bis 23. August stand ursprünglich die Deutschland Tour im Kalender; jetzt übernehmen die Fans: Eine Testfahrt für Freizeitfahrer – ein Jahr bevor die Profis den Kurs erleben. Denn die Strecke der Deutschland Tour 2021 steht fest.
Bei „Dein Ride.“ fahren sportbegeisterte Hobbyfahrer die vier Etappen der Rundfahrt ab, die im August 2021 in der Hansestadt Stralsund starten und in Nürnberg ihr Finale feiern wird. Auf den geplanten Strecken des Profi-Rennens legen die Teilnehmer mit ihren Rennrädern zwischen 150 und 200 Kilometer pro Tag zurück. Auch wenn eine solide Form für die Distanzen notwendig ist, steht bei „Dein Ride.“ nicht der Renncharakter sondern der Spaß am Radsport und das gemeinsame Erlebnis im Vordergrund. Wie für Ausfahrten typisch findet die Tour auf normalen Straßen ohne Zeitnahme oder Wertungen statt.
Ein exklusives Erlebnis, das die Herzen der Radsport-Fans höherschlagen lässt: stark limitierte Plätze mit weniger als 100 Teilnehmern pro Tag, Kleingruppen, erfahrene Guides wie Fabian Wegmann und Johannes Fröhlinger, Betreuung auf Profi-Niveau. Ein umfangreicher Starterbeutel mit Santini-Trikot, eine Profi-Streckenführung, Mittagsrast an einer Verpflegungsstelle, professioneller Material- und Notfallservice, Begleitfahrzeuge für jede Kleingruppe, Gepäcktransport und Besenwagen sind für die Teilnehmer inklusive.

Strecke der Deutschland Tour 2021 steht fest
Gestartet wird am 20. August mit der ersten Etappe quer durch das deutsche Urlaubsland Nummer 1 – Mecklenburg-Vorpommern. Von der Hansestadt Stralsund führt der Weg entlang der Ostseeküste über die Hansestadt Rostock in die Landeshauptstadt Schwerin. Die Etappenorte der drei Folgetage auf dem Weg in den Finalort Nürnberg werden in den kommenden Tagen bekanntgegeben. Damit steht bereits ein Jahr vor ihrer Austragung die geplante Profi-Strecke der Deutschland Tour 2021 fest.

Im Gegensatz zu den Profis der Deutschland Tour entscheiden sich die Hobbysportler bei „Dein Ride.“ für eine der vier Etappen. Je nach Fitnessstand wählen sie, ob sie den gesamten Tag (CHALLENGE RIDE) oder eine Halbetappe am Morgen (MORNING RIDE) oder am Nachmittag (NOON RIDE) zurücklegen möchten.

Die Anmeldung ist unter DeinRide.deutschland-tour.com möglich. Die stark limitierten Plätze werden nach Eingang der Anmeldung vergeben bis die Kontingente ausgebucht sind.

Pressebüro Deutschland Tour | Sandra Schmitz

The Tour to the power of 10 / 1920: “sportsmen” according to Desgrange (2/10)

1920: “sportsmen” according to Desgrange (2/10)

At the turn of each decade, the Tour de France has gone through organisational changes and backstage struggles that have variously turned out to be decisive or utterly inconsequential. The journey back in time proposed by letour.fr continues in 1920, with a look at the strong-minded decisions and writings of Henri Desgrange, the director of the Tour de France and chief editor of the newspaper L’Auto. In keeping with a French nation in admiration of its heroes from the Great War and enthralled by the adventures of the first aviators ready to risk their lives for heroics, the former holder of the hour record, who had become a powerful press figure, can also be considered to have made the Tour rhyme with trial and tribulation…

It is a tricky exercise to determine the level of difficulty when designing a race to be demanding, to require its participants to stand out via their bravery and endurance, but to avoid going beyond what is reasonable… This question has been central to debates between organisers, participants, supporters and journalists since the beginnings of sport. Evidently, the notion put forward by Henri Desgrange, the boss of L’Auto newspaper and the Tour in France of the 1920’s, was not troubled with tantrums and bellyaching: his role was to organise a trial, in both the sporting and true sense of the word. It is always possible to discuss which edition of the Tour de France has been the most formidable. The race in 1920 may not necessarily feature at the top of the list, but it definitely included all the suitable ingredients. With a total distance of 5,503 kilometres, it is not the longest in history, though due to only boasting 15 stages, the average daily distance of 367 km is only beaten by the 1919 edition. It should be remembered that the damage caused by the First World War still disfigured the country, with most of the roads made up of potholes, broken cobbles, cracks and ruts… These conditions were not exactly ideal for a bicycle race, especially in light of the fact that the stage starts took place on average at 2 o’clock in the morning.

As if the physical conditions of the race were not tough enough, Desgrange inaugurated a formula aimed at diminishing bicycle brands’ influence on the race and forbid any sort of collusion. The director of the Tour de France was obsessed by this combat, conveyed by strict rules that were applied without the slightest indulgence: “A participant on the Tour de France is placed in the situation of a rider who sets off to train alone without having prepared anything on his route for refreshments. This means: 1. He cannot assist his comrades or competitors in any way and they cannot accept anything from him; 2. On the road, the rider must be responsible for his own refreshments, without having ordered or requested the ordering of anything, and must not receive any help from whomsoever, to the extent by which he is obliged to collect water from the springs or fountains he may encounter by himself. With regard to the bicycle, each rider must complete the Tour de France on the same machine, except in the case of serious accidents. In such a case, he may swap the machine with a cyclist encountered on his route, on the sole condition that the machine borrowed is a different brand to his own”.

After 4 stages, the pack was only made up of 48 riders out of the 113 who started the race.
The mood was glum, all the more so as the French were palpably dominated by the Belgians.

Thus the scene was set. When the Grande Boucle began at Place de la Concorde on 27th June, the worries about a plethora of punctures became reality. After four stages, the pack was only made up of 48 riders out of the 113 who started the race. The mood was glum, all the more so as the French were palpably dominated by the Belgians. Of course, Henri Pélissier triumphed in Brest and at Les Sables-d’Olonne, but the rebellious temperament of the winner on the Paris-Roubaix and Bordeaux-Paris races in 1919 was hardly to the liking of Desgrange, who did not hold back from writing exactly what he thought about him in L’Auto, the day after he exited the race on the longest stage, between Les Sables d’Olonne and Bayonne (483 km). “Firstly, is Pélissier worse after the war than before? Not at all! (…) He is not worse, but the others are better and the obstacles have become more difficult. Those are some of the reasons. They count for something, but not as much as the reason which dominates all the rest and that Pélissier finely explains as follows: ‘I have money and circumstances that exempt me from undertaking such difficult tasks’. Who can blame him for such a line of thought? At the most, could we ask him why he even starts to undertake them? His mind is no longer what it was in days gone by. He enjoys life, his enthusiasm has been becalmed with age and his heart no longer beats to the devilish rhythm of his beginnings. (…) Moreover, for him the cream is too thick, the spoon stands up in it by itself. He is already morally flabby and cuts a heavy figure, when on the Tour de France it is necessary to be as skinny as a whippet”.

Le 1920 Tour de France continued without Henri Pélissier (who nevertheless enjoyed his revenge over Desgrange in 1923!) and continued to wring out the pack, whittled down to 31 members on completion of the first Pyrenean stage. In his diatribe against Pélissier, the director of the Tour incidentally continued to describe the mental and moral qualities of the valiant champion as he saw them: “And what about his effeminate edginess?! In Morlaix he was not interested, in Brest he was; at Les Sables-d’Olonne he showed intent, but one hundred kilometres further he would not show the slightest bit more. Compare this ‘fair-weather’ attitude with, if I may say, the unswerving will of Christophe”.

Dogged, as often, by bad luck, Eugène Christophe, Desgrange’s favourite, also exited the race, beaten by unconquerable back pains. Nonetheless, it was a similarly tough guy who was victorious in Paris. Philippe Thys became the first three-time winner of the Tour when completing a series started before the war (in 1913 and 1914). He dominated the classification in which the top seven places were occupied by Belgians, after more than 228 hours on the saddle, which is almost three times more than the 83 hours on a bike that Egan Bernal spent last July. It would be interesting to read a portrait of the first Colombian winner of the Tour de France written by the hand of “HD”!
@ASO

Sélection des équipes 2020 /2020 teams selection La Course

LA COURSE BY LE TOUR DE FRANCE 2020 avec FDJ :
SÉLECTION DES ÉQUIPES / TEAMS SELECTION

In accordance with the Union Cycliste International’s regulations, the eight UCI Women’s WorldTeams automatically entered are:

ALE‘ BTC LJUBLJANA (ITA)
CANYON / /SRAM RACING (GER)
CCC – LIV (POL)
FDJ NOUVELLE – AQUITAINE FUTUROSCOPE (FRA)
MITCHELTON SCOTT (AUS)
MOVISTAR TEAM WOMEN (ESP)
TEAM SUNWEB (GER)
TREK – SEGAFREDO (USA)

As well as the eight teams already selected, the organisers have extended invitations to the following fifteen UCI Women’s Continental Teams:

AROMITALIA – BASSO BIKES – VAIANO (ITA)
ASTANA WOMEN’S TEAM (KAZ)
BIZKAIA – DURANGO (ESP)
BOELS DOLMANS CYCLINGTEAM (NED)
CERATIZIT – WNT PRO CYCLING TEAM (GER)
CHARENTE – MARITIME WOMEN CYCLING (FRA)
COGEAS METTLER LOOK PRO CYCLING TEAM (RUS)
HITEC PRODUCTS – BIRK SPORT (NOR)
LOTTO SOUDAL LADIES (BEL)
PARKHOTEL VALKENBURG (NED)
PAULE KA (SUI)
RALLY CYCLING (USA)
TEAM ARKEA (FRA)
TEAM TIBCO – SILICON VALLEY BANK (USA)
VALCAR-TRAVEL & SERVICE (ITA)

All information about La Course by Le Tour de France with FDJ on www.lacoursebyletourdefrance.com/en/

The TdF to the power of 10

1910: Alphonse Steinès’s great deception (1/10)

At the turn of each decade, the Tour de France has gone through organisational changes and backstage struggles that have variously turned out to be decisive or utterly inconsequential. Our journey back in time begins in 1910 with journalist-organiser Alphonse Steinès, who was tasked with reconnoitring the course before the riders were sent on their first high-mountain challenge, in the Pyrenees. He was the first winner on the Tourmalet!

110 years ago, the organisers of the Tour de France were already looking for new ways of spicing up the race, be it with rule changes or with gruelling new courses. At the office of the newspaper L’Auto, the most audacious and creative of these visionaries was Alphonse Steinès, Henri Desgrange’s odd-job man. He was the one who had first come up with the idea of letting the riders cross swords on the highest roads of the Pyrenees, at a time when the Tour de France had never gone higher than the 1,326 m Col de Porte and sporadic visits to Col Bayard (1,264 m), the Ballon d’Alsace (1,178 m) and Col de la République (1,161 m). The course of the 1910 edition spelled double trouble for the peloton, featuring a mountain stage from Perpignan to Luchon and an even more fearsome one from Luchon to Bayonne. Desgrange, every bit as reluctant as he had been a few years earlier when Géo Lefèvre had first suggested organising the Tour de France, decided to send Steinès to find out first-hand just how ridiculous his idea was. According to Desgrange, wanting to climb the Tourmalet was insane, not to mention the fact that the road was impassable.

Steinès, not one to give up easily or pass up the opportunity to go on a trip, took Desgrange at his word, jumped behind the wheel of his trusted Dietrich and headed to the Pyrenees. Although Steinès hit the road in late June, the previous winter had been harsh and long in the region, and snow had been reported at high altitude only two weeks earlier. Our very special correspondent found that the Tourmalet lived up to its ominous name (bad detour), seeing only a few bears and the occasional intrepid shepherd. The recce quickly deteriorated into an adventure and then into a nightmare after leaving Sainte-Marie-de-Campan. Steinès was forced to abandon his car and spend hours marching towards Barèges, on the other side of the massif. Once there, he wired Desgrange a reassuring message: „Crossed Tourmalet… STOP… Perfectly passable… STOP.“
„Keep in mind that going over the mountain passes, even when rehabilitated, will be no child’s play. It will require the biggest effort that any rider has ever made.“
It was just a bluff. He knew his boss was right to be concerned, as he freely admitted when recounting the ascent, which he described as an odyssey, in his column in L’Auto of 1 July: „Even if I lived to the ripe old age of 100, I would never forget the adventure of my struggle against the mountain, the snow, the ice, the clouds, the ravines, hunger, thirst… against everything. Trying to go over the pass in its current condition would be madness. My reckless gamble almost cost me my life. No more, no less.“ Quite the dramatic account. Steinès explained how, after covering the last two kilometres of the ascent on foot with a shepherd as a guide, he tackled the descent alone in the dark, got lost in a snow drift and fell into a freezing river, which he used to find the direction of the valley.

After this brief introduction, which cast our hero from Luxembourg as the earliest predecessor of climbers such as Charly Gaul and the Schleck Bros., the piece set out Steinès’s rationale on the feasibility of sending the riders into such inhospitable terrain. „The Col du Tourmalet and Aubisque are still not smoother than the concrete of the Parc des Princes, but based on what I saw, they will be passable once rehabilitated. What the hell, the Tour de France is no walk in the park! Keep in mind that going over the mountain passes, even when rehabilitated, will be no child’s play. It will require the biggest effort that any rider has ever made.“ In somewhat different words, Octave Lapize confirmed this assessment three weeks later when he became the first rider to reach the top of the Tourmalet, albeit on foot. Coming across Victor Breyer —one of Steinès’s colleagues in L’Auto— at the summit, the man who would go on to win the stage did not mince his words: „You are murderers! No-one can ask men to make an effort like this.“ Since the Giant of the Pyrenees made its debut in 1910, the peloton of the Tour de France has climbed it no fewer than 84 times —and Thibaut Pinot certainly looked much happier than „Tatave“ when he crested the mountain last summer.