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Lance Armstrong is back, but he should be banned from any association with cycling

Lance Armstrong is back, but he should be banned from any association with cycling

Nonetheless, that indelible image of Armstrong kickin' back in his study, seven framed yellow jerseys still hanging on the wall, years after his name was stricken from the record books. Defiance, in the face of certainty and reason.
Why is any of this relevant in 2025? Pogačar was a seven-year-old the last time Armstrong stood victorious, cloaked in yellow on the Champs-Élysées. Because Armstrong is back (if indeed he ever went away).
Not as a cyclist. Not as a coach or a team owner. But as a sponsor. As someone who wants to hitch his trailer to the commerciality of pro cycling. Armstrong these days has shape-shifted to becoming a podcaster. His podcast, THEMOVE, on professional cycling, triathlon and other endurance sports, fairly kills it. Apparently.
One of Armstrong's joint venturers on this new media is George Hincapie. A former teammate of Armstrong's, whose name appears not less than 287 times in USADA's reasoned decision concerning Armstrong (I counted), because Hincapie's sworn testimony, including regarding his own use of prohibited substances, was one of the evidentiary planks on which Armstrong was banned for life.
Hincapie had retired by August 2012. For his part, he nonetheless was suspended for six months in late 2012 for his misconduct. His personal results achieved in past Tours de France while he was doping were expunged.
But now, in addition to being a podcaster, Hincapie is the owner of Modern Adventure Pro Cycling. A new US team with the stated aim of eventually, but within a short timeframe, obtaining a first division pro licence from cycling's international federation, the UCI. That licence would in turn permit Modern Adventure's entry to pro cycling's greatest single-day races and grand tours. The Tour de France included.
The question then becomes one of how can this be allowed to happen? How could Armstrong's podcast insignia have the potential to be splashed across the livery of a pro cycling team that might one day compete on the sport's biggest stage?
USADA's sanction of a period of lifetime ineligibility and disqualification of all competitive results that Armstrong achieved, since 1998, remains in force. No appeal has shifted that life sentence.
Ineligibility by definition in anti-doping terms means that a person so sanctioned is barred, on account of their anti-doping rule violations, for a specified period of time from participating in any competition or other activity.
If Armstrong had been sanctioned for his misconduct not as an athlete but as a coach, manager or other non-athlete personnel, his lifetime ban would be caught by the prohibited association rules appearing in the WADA Code. Those make it a separate offence for an athlete to continue to associate with a coach, for example, who is serving a ban for doping.
But because Armstrong was sanctioned as an athlete, and not a coach, those prohibited association rules don't apply. Which is an endpoint that highlights a glaring gap in WADA's rules.
USADA's reasoned decision is constructed on the foundation of witness statements and affidavits received from more than two dozen fellow professional cyclists and non-riding staff from Armstrong's US Postal team. Fairly put, Armstrong wasn't merely a doper. If he were, he'd not have been banned for life.
Instead, Armstrong was a conniving standover merchant who demanded not only that his misdeeds be smothered, but that many other cyclists faithfully commit to an orchestrated and systemic doping program under a code of silence – otherwise they would be cut from his team.
USADA's reasoned decision records that Armstrong 'acted with the help of a small army of enablers, including doping doctors, drug smugglers, and others within and outside the sport and on his team'.
What the USADA determination says next though, is more telling: 'the evidence is also clear that Armstrong had ultimate control over not only his own personal drug use, which was extensive, but also over the doping culture of his team. Final responsibility for decisions to hire and retain a director, doctors and other staff committed to running a team-wide doping program ultimately flowed to him.'
USADA goes on, 'His goal led him to depend on EPO [Erythropoietin; a natural hormone produced by the kidney that stimulates the production of red blood cells], testosterone and blood transfusions but also, more ruthlessly, to expect and to require that his teammates would likewise use drugs to support his goals if not their own.
'The evidence is overwhelming that Lance Armstrong did not just use performance-enhancing drugs, he supplied them to his teammates … [and] he also required that they adhere to the doping program outlined for them or be replaced.'
Armstrong wasn't just a menacing coach exercising power over trusting, young and inexperienced athletes susceptible to subtle manipulation. If he were, the prohibited association provisions of the WADA Code would see to it that Armstrong couldn't sponsor a pro cycling team.
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Armstrong was much worse. He strong-armed and bullied with impunity. He demanded of others that they also must break all the rules, lest he'd smash their career to smithereens. He exercised greater power over his fellow athletes than team principals, coaches and doctors ever could on their own.
You could forgive Armstrong for his own doping: he's hardly Robinson Crusoe after all. What can't however, be forgotten is the malevolent intent; the single-minded viciousness and the destructive consequences inflicted by him, on countless others caught in his orbit.
Whether you can forgive Armstrong for all that is one thing. It's quite another though, to countenance the idea that he somehow be a sponsor of anyone's future success.
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Growth in gravel cycling draws big crowds to WA country towns
Growth in gravel cycling draws big crowds to WA country towns

ABC News

time15 hours ago

  • ABC News

Growth in gravel cycling draws big crowds to WA country towns

Flecks of mud spatter Mark Chong's face. He has just cycled 160 kilometres along gravel roads in Nabawa, a rural community 480 kilometres north of Perth, in about four-and-a-half hours. But he can't stop smiling. The 26-year-old, who has only been gravel riding for three years, was named the men's state gravel cycling champion at the Backroads Gravel event. He is one of a growing number of "gravel grinders" across the world to adopt the discipline. Chong describes the sport as a mix between mountain biking and road cycling, combining fitness and technical skill on unpaved trails. He likes that it keeps riders away from cars and closer to nature in places like Nabawa. Chong has noticed interest in the gravel sport picking up, including in metropolitan areas. "Even in Perth, where it's just the city centre, I'd say one in five bikes is a gravel bike,' he says. Former professional cyclist Mitch Docker has noticed the trend, too. Cycling participation has risen across Australia since Australia's Cadel Evans won the 2011 Tour de France. But the experienced rider says the added safety of isolated tracks draws people to the off-road discipline. "When you're on the road you're always a bit on the edge, thinking about the next car coming," Mr Docker said. WestCycle chief executive Wayne Bradshaw says WA's natural beauty makes the regions frontrunners to host national and international competitions. "It's great scenery out there, ranging from wildflowers to rugged coastlines," he says. He says WA will be centre stage when Nannup, 270 kilometres south of Perth, hosts the 2026 Gravel World Championships. With about 3,000 competitors, it has the potential to bring 10,000 visitors to the town, which is home to fewer than 1,000 residents. Mr Bradshaw says even small-scale events have big benefits, pointing to the annual Bike it to Ballidu event. The event began as a school fundraiser 25 years ago and has grown to attract hundreds of elite and amateur gravel cyclists. Mr Bradshaw says Ballidu, 210 kilometres north-east of Perth, has only 58 residents, but is set to play host to 700 hundred visitors for its September event. Back in Nabawa, event coordinator Dave Budge says Backroads Gravel experienced massive growth for its fourth year. "It's just grown to another level," he says. The 2025 competition, held last week, attracted 737 participants, with about 50 per cent travelling for the competition. "We call these race-cations," Mr Budge said. He says the event's economic and tourism boost was unmatched in the region. "For every bit of accommodation that's available, that's booked out well in advance," Mr Budge said.

Rally champion, Molly Taylor, on extreme sports, resilience and learning from the best
Rally champion, Molly Taylor, on extreme sports, resilience and learning from the best

Courier-Mail

time19 hours ago

  • Courier-Mail

Rally champion, Molly Taylor, on extreme sports, resilience and learning from the best

The Extreme E champion and trailblazing rally car driver on family legacy, resilience and visibility in motorsport. You are an Extreme E champion and rally car driver, competing in electric off-road racing events in extreme locations. Tell us a bit more about your sport and how you got into it. I got involved through my family. My mum is actually a co-driver. In rally, one of the biggest differences is that you have two people in the car - a driver and a co-driver. It's a bit more like if you imagine the Tour de France and all the different stages that add up over the course of a weekend or a week. We're in the forest, driving over various stages of forest roads rather than a race track itself. But Mum is a six-time Australian Rally Champion as a co-driver, she's the most successful co-driver in the history of Australian rally which is pretty cool. Extreme E is a newer form of off-road which is a bit like a combination of rallycross. You're driving head-to-head, you've got five cars on the same start line and a shorter track with one driver in the car. It's like a combination of a circuit but it's off-road, so you're driving through the desert like in Saudi or gravel, rocky terrain like in Sardinia. You're driving head-to-head and then you switch drivers half-way through, so one male, one female co-driver sharing this big, two tonne all-electric, off-road SUV. Both are very different to Formula 1 and supercars and all of that, but the biggest difference is that everything we do is off-road and in the dirt. Your mum, Coral Taylor, dominated the sport as a six-time Australian Rally Champion co-driver. How did watching her success in the sport shape your own ambitions and your understanding of what's possible? Growing up, I was obsessed with horses. I went to rally events and loved it but didn't really think about getting involved. My Dad also rallied and he wanted us to go to a rally school that he was running on weekends just to learn car control and know how to drive a car well from a road safety point of view. That was when I got the opportunity to drive a rally car, so it was then that the penny dropped and I experienced how much fun it was. I was 16 when I started which was late when you look at someone trying to make a career out of their sport. But the influence of Mum certainly had an impact that I didn't realise. Growing up, I always saw that that could be a path for a woman. So, when I did it and was like, 'Wow, this is really cool, maybe I should do this a bit more,' I didn't have to overcome that 'all I see are boys doing it' mentality. You still go through all the same struggles and it's not easy, but I think I had a massive opportunity in that my eyes were open and my mind was open from the very beginning. Now, when we do an Extreme E or international-level event, you realise how important it is at a high level to have the visibility of what's possible because we only have less females now because we have even less females starting out at grassroots sport because young girls aren't seeing that that's an option. I don't think it's necessarily people saying, 'This isn't a sport for girls,' but if you're five or six and not seeing anyone else like you doing it, you just naturally don't gravitate towards it. There's a long way to go but it's kind of cool and I guess I just fast-tracked that because I always had an amazing role model. What have you learned most from her - on or off the track? I often joke when I did get started, 'Why didn't you push me into this and show me how fun it was?' But it's such a tough sport and there are so many highs and lows, it really requires sacrificing everything in pursuit of that and still the chance to make it through are so low that if that drive doesn't come from within you, it will never be enough to make it. If you've been pushed or are only doing it because your parents do, at some point it's going to get really hard and you're going to go, 'I don't want to do it enough.' My parents have really understood that and instilled that whatever we want to do, as long as we had a burning desire for something and chased it, but it was up to us to find what that was. But in saying that, now that I am involved, it's awesome to share it with my parents because there are so many times you lean on them for advice or they've been through a similar situation and can say the right thing. I think in most family relationships, you're always telling your Mum that she's saying the wrong thing. Someone else can give you the same advice as your Mum and you'll take it, but when it comes from your Mum you don't listen. But I would say more often than not, it's amazing to have someone who has been there and can keep you on the straight and narrow when things are getting tough or you're in a tricky situation and they can keep you grounded and keep you focused on what's important. In the car, you take on speeds of up to 200km/hr, make split decisions, and face cabin temperatures of up to 60 degrees. What does your physical training involve to handle such extremes? It is extreme, we don't have air conditioning in the car or anything. In Extreme E the races are relatively short and in rally it can be up to 30 or 40 minutes at any one time but you might do ten stages during the day. If you look at the Dakar rally, you're in the car for 12 hours a day. We're sliding around a lot, so you need good core strength. But it's more about how you can be fit enough and strong enough so you can maintain 100 per cent mental clarity when it's 60 degrees in the car and you've been going all day, you've just had to jump out and change a tyre and jump back in and your heart rate is up. When you start to fatigue, the first thing you drop is your mental clarity. A lot of the training is more focused around not losing that focus and not getting distracted. As a female, I spend more time working on strength and endurance than the average guy because it takes a bit longer to build that muscle mass. A lot of that is upper body and core. There's also cardio endurance, so running and biking. Getting in the car is obviously the best training and it's a really weird sport in that it's like being a professional tennis player and you're about to go to the Australian Open, but in the months leading up to it you never picked up a tennis racquet, then the day before you picked up the racquet for an hour or two. For us, that's sort of what we do. You're out of the car for a month or two, then you hop in and have one practice session and then you're in the competition. It's wild how little prep time you get. But it's everything from whether you can do simulator, watch videos or do visualisation, whatever you can to practice those things. But the biggest challenge in our sport is getting the opportunity and putting together the resources to get seat practice. The more sponsorship and resources you can put together to get in the car, the more you practice and the better you can be. Crashes and tough moments are an inevitable part of motorsports. When things haven't gone to plan, what mental tools or strategies help you reset and get back in the car with confidence? I think in motorsport a lot of the time, if you look at the averages, it's probably not going to go your way a lot more than it will. It's really hard to perfect everything because especially in our environment, everything's always different and the road is always changing. It's very hard to nail everything perfectly and know there's nowhere to improve, so you're always chasing that. When you're trying to drive something right on the limit of grip and not go over it, when you're in that dynamic environment it's inevitable that you'll sometimes go over it. And if you never go over it or you never crash, then you're not going fast enough because you shouldn't have this huge buffer to always eliminate this risk. When you do go over that, you try not to and you don't want to get yourself in that situation, but it is part of the process. I suppose in any other sport, the consequences aren't as big. How many goals do you kick in practice and you don't get them all in? As long as you understand what happened, how you can learn from it so you don't do it again, or change something or put something in place, it's just about going back and getting on. You just have to focus on the process and the moment you start thinking about other things, the more likely you are to get yourself in that scenario. In 2016, you were then the youngest winner of the Australian Rally Championship - and the first (and to-date only) female champion. How did you stay focused and motivated after reaching such a massive career milestone so young? We say young but I was 27, so it's kind of wild that in a lot of sporting careers you're getting towards the end of your sporting life. Rally is different like that. I started when I was 16 and that was my first year as a professional driver with Subaru, so it was 11 years of doing whatever I could to drive and get opportunities and pour everything I earned into making that happen. That was my first year of just doing it as a job so it was incredible for it all to come together. I think it just fuels the motivation, you don't just tick it off and go, 'Ok, cool, I'm done.' It's like, 'Now we're getting started.' It's a bit of a drug, really. The more you do, the more you want to do and that's the thing with motorsport. It's really challenging and the hardest thing, but along with the lowest moments you'll ever have come the highest moments. In 2021, you won the inaugural Extreme E championship - a series that's as much about impact as it is about racing. Why was it important to you to be part of a series that's changing the future of motorsport? When I saw what they were doing, it was incredibly exciting. Off-road is my wheelhouse and it was cool that this opportunity was coming up in this space. It had come off the back of competing overseas, losing my sponsorship over there, coming back and having the opportunity to be a professional driver with Subaru, then Covid happened and the rally program stopped and that was when this opportunity was just coming up. The whole philosophy behind it - you're taking Motorsport, which we've grown up loving and our passion - but it's such an integral part of the development of the automotive world, it's always been since they first built cars; they were racing them and what they learned on the track they were putting them into road cars. With the electrification and need for sustainability, how can motorsport help be part of that future and how can we use what we do and pushing things to the limits and racing each other, how can we use that and the platform of everyone who wants to watch that and the power you have through that to also educate and develop technologies. It's about racing with purpose, and how you can use your passion to be part of something positive for the future and the evolution of not just the sport, but automatives and sustainability. It's pretty compelling when you think you grew up just loving driving and trying to drive as fast as you can, but now you can take that skill to be part of something as big as that which is a huge opportunity. From an equality side as well, to be given that opportunity with the 50-50 male-female driver split, not only for my professional development, but for the visibility and impact that can have on future generations, there were lots of reasons why it was a no-brainer to be involved. Extreme E has made headlines for its gender-equal team structure, where men and women share driving duties equally. What was it like to race in a format where equality is built into the rules? I think it's probably the best case study of how that can be done at an international level of motorsport. To get access to seat time and the resources to do that and the money that's involved, it's really difficult, so the more opportunities you're given, the more of a chance you have to improve and be better. These world-class international teams now have to invest in female talent, find the best talent, and it's in their interest to help develop the opportunities to drive because they're contributing 50 percent of the on-track time. Then you have your teammates. They're picking the world's best off-road male drivers, they are my teammates, these hugely talented drivers, so you also have the best mentor you could ever wish for to learn from. I think what's been really compelling about that whole thing is that in the first three seasons of Extreme E, the performance gap from the females to the hugely experienced male drivers has closed 70 percent. It just proves that if you provide the opportunity, the potential for performance is there. I think keys to that are having that benchmark and competing with them, not separating it, means you're learning from the best and always know where you stand, and now we're seeing some laps where the females are faster so you can see what's possible. We still have more development to go but they took that opportunity and put their money where their mouth was and it's been cool to see what has happened and the impact of that for more young girls getting involved, too. You've broken records, raced on almost every terrain imaginable, and continue to make history. What do you hope to achieve next? The most immediate one is that now with Extreme E converting to Extreme H - so it will be the world's first hydrogen motorsport series - with that starting up this year, the immediate goal is to try and win that title as well. We did some rallies in the Australian rally championship last year, but to get back and do a full campaign, to get back to the top of the ARC has always been my dream for as long as I'm able to drive a car so I'd love to have another crack at that. Originally published as Rally champion, Molly Taylor, on extreme sports, resilience and learning from the best

Australian defector digs boot into country as Matthew Richardson becomes fastest man ever on two wheels
Australian defector digs boot into country as Matthew Richardson becomes fastest man ever on two wheels

News.com.au

time3 days ago

  • News.com.au

Australian defector digs boot into country as Matthew Richardson becomes fastest man ever on two wheels

Just over a year on from becoming the golden boy of Australian sport after winning three medals at the Paris Games only to dump the green and gold for the colours of Great Britain, cyclist Matthew Richardson has become the fastest man ever on two wheels. The 26-year-old on Thursday became the first person to smash the nine-second barrier over 200 metres on the track, with a sizzling 8.941 seconds from a flying start at the Konya Velodrome in Turkey. Watch the biggest Aussie sports & the best from overseas LIVE on Kayo Sports | New to Kayo? Join now and get your first month for just $1. Scorching around the track at an average speed of 80.5kph, Richardson was thrilled after seeing his world record time: 'It's cool to be able to call myself the fastest cyclist of all-time.' 'It was a lot faster than I've previously ridden. I was basically just a passenger. I gave the bike a bit of direction, and it was just steering itself almost. 'I rode a lot of it outside the sprint lane, so I know there's a bit more there.' You can watch Matthew Richardson's world record run in the player above However, while Great Britain now celebrates its new world record holder, Aussies can only watch on and shake their heads, as most will likely never forgive him for his ultimate betrayal. Richardson was born in England, but after moving Down Under as a child, he was coached for his entire career in Perth. Competing for Australia, Richardson was a dual Commonwealth champion before claiming his two silvers and a bronze for Australia last August at the Paris Games. But following the games, he dropped a bombshell that shook the cycling world, that he was defecting to Great Britain. He was subsequently banned for life by AusCycling for leaving the program and was also accused of taking AusCycling property, including a custom bike, cockpit and Olympic race suit to Great Britain. And to make his world record harder to swallow for Australians, it was largely achieved thanks to British Cycling deciding to put on an event at the ideal venue for a world-breaking run. His 8.941-second run was made at the speedy Turkish velodrome, which directly benefits from the altitude assistance of being located 1,200m above sea level. Higher altitude leads to faster cycling speeds, primarily due to reduced air density and thus, lower air resistance or drag. Richardson wasn't the only Briton to break a world record at the specialised British meet either, with Will Bjergfelt setting a world record for the C5 UCI Hour Record, covering 51.471km in 60 minutes. He became the first para-cyclist to ever smash the 50km mark.

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