Your Interests. Your Schedule.

Find and explore interests through activities, knowledge, and local resources.

What is TheGoSite?

Get Started

Join TheGoSite Community FREE
Simple 30-second signup

Create Account

Vital Concept have continued to hoover up WorldTour talent with the signing of Arthur Vichot from Groupama-FDJ. The 29-year-old has penned a two-year deal with the Breton squad, who have already snapped up Pierre Rolland and Cyril Gautier from the top tier of cycling. Vital Concept was set up by former rider Jerome Pineau and made its debut this season. They had hoped to gain entry into the Tour de France at the first time of asking but failed to earn the necessary wildcard. Their approach to the transfer window appears to have the Tour in mind. Former French national champion, Vichot has been a regular in FDJ's Tour line-up since turning professional with the team in 2010. Vichot, 29, said that the team's youth attracted him, calling it a 'breath of fresh air'.ADVERTISEMENT ''The nature of the project and its youth appeal to me," he said. "As soon as it was born, the Vital Concept Cycling Club emitted a seductive image and the team was envied. In the peloton, their jersey stands out and everything that is built around brings a breath of fresh air. ''We've been in contact with Jérôme for a while, and his vision of cycling is what I want. He trusts me and I want to give him back by continuing to win races, being successful all season long and bringing my experience to the group.' Tratnik to Bahrain-Merida Bahrain-Merida have signed Jan Tratnik from the CCC-Sprandi Polkowice team to bolster their engine room in time trials and the spring classics. Astana sign Ballerini Tiller turns pro with Dimension Data Anthony Turgis to ride for Direct Energie in 2019
You can

With about 30 miles to go in the Leadville Trail 100 Mountain Bike Race, I resorted to the most ancient shifting technique known — with a slight acceleration, I unclipped my right foot, kept spinning the left, and gently tapped my chain into the granny gear on my triple-chainring crankset.
This is the sort of adaptation one makes when riding a bike from 1983 in a grueling 104-mile race up above 12,000 feet among Colorado’s highest peaks.
A few months before the race on August 11, I decided to take a different approach. Instead of sourcing the bike industry’s top-of-the-line products to maximize speed and comfort, I wheeled out my vintage Specialized Stumpjumper — a bike approximately as old as I am, bought on eBay last year. I chose to ride this piece of mountain biking memorabilia to prove that no matter how outdated your gear might be, you can (and should) get out and ride.
It came as no surprise that Leadville was a hard 10 hours on the bike. However, I had way more fun than I expected, and that old bike, well, it was almost trouble-free.
I started this 25th edition of Leadville at the very back of a field of about 1,500 riders, among my fellow first-timers. In practically any other race, this would have been cause for anxiety. I’m naturally a very competitive person. But on that cold Saturday morning, with dawn breaking on the peaks above the highest city in the U.S. (10,152 feet above sea level), it was the perfect place to begin my introduction to this race that founder Ken Chlouber calls a “family.”
It is quite an exceptional family. On the pointy end of the masses, there are pro athletes such as Howard Grotts (Specialized) and Larissa Connors (Felt-Sho-Air), who each won their second consecutive titles. In the back where I started, there are even more inspiring riders, just hoping to finish inside the 12-hour cutoff time to win a coveted belt buckle.
For the first 15 miles, I rode near a man who is legally blind and relies on a guide rider to pilot him through the field. As we rode along the field changed pace erratically. We sometimes even dismounted to hike climbs as the course twisted up the trail on St. Kevins. I couldn’t believe the blind rider’s confidence on this trail, which was strewn with loose rocks. I was also amazed by the pilot rider’s selfish devotion to his blind companion.
He wasn’t the only one devoting a long day in the sun to a Leadville rider. At the course’s five aid stations, hundreds of supporters set up tents to hand off bottles, food, Slim Jims, you name it. And they cheered on practically every rider who came through.
This support has provided me my fondest memories from my race at Leadville. The vibe amongst riders and spectators was positive, from mile 1 to 104. Within the mass of humanity, riders encouraged each other. On the side of the trail, fans, friends, and supporters urged everyone on. At the end of the race, the questions asked are more along the lines of, “How was it?” or “Did you make it under 12 hours?” rather than “What place did you finish?”
Well, I did finish. And it was awesome. As I said at the beginning, riding my vintage bike was almost trouble-free. Thankfully I didn’t suffer any flat tires, which was my chief concern. But when I got back to my hotel after a post-race dinner, I heard a funny rush of air, and sure enough, my front tire had just gone flat, not more than six hours after my finish.
The old bike did have a few issues on the trail. The chain fell off on rough descents. I had to stop and get the headset tightened three times — when I finished, the steering was perilously clunky.
And of course, there was that front-shifting malfunction that made the final climb up Powerline quite an adventure.
Despite all that, it was totally worth it. It was worth the sore back, limp arms, and momentary cross-eyed vision on one descent (can your eyeballs get rattled loose?). It was worthwhile because so many people — in the race and along the course were stoked to see this old bike in action.
I finished in time to get that coveted belt buckle, as did 1,100 other riders. The real reward for me, though, was the experience of riding with this family and brushing up on my old-school shifting techniques.Watch the rest of the videos in the Vintage Leadville series >>Thanks to The Leadville Race Series for letting us participate in this year’s race to bring you the most in-depth coverage around the event.
Read the full article at Vintage Leadville video #4: 104 miles on a 35-year-old MTB on

One of the big talking points in the wake of another Team Sky blowout at the Tour de France was the team’s financial heft that allows it to steamroll much of the peloton.
Several voices have called for salary caps and budget parity across the UCI WorldTour to create a more equal playing field.
For Richie Porte, who’s been on both sides of the Sky train, the peloton needs to bring in more sponsors like Sky, not impose some sort of arbitrary salary cap or budget limitation.
“There’s been a lot made of salary cap, but firstly cycling needs more sponsors like Sky,” Porte said in a phone interview. “I think a lot of the crap that’s been thrown around is rhetorical.”
Porte has been inside the Team Sky train and he’s still hoping to have a chance to use that insider knowledge to his advantage. After crashing out of the Tour for the second year in a row last month, Porte is slated to start the Vuelta a España on August 25 in Malaga in what’s expected to be his final grand tour in a BMC Racing jersey.
Porte defended Sky’s tactics and said riding a high tempo at the front of the peloton is the best way to control a grand tour. Some might not consider that the most exciting way to race, but Porte said it’s highly effective.
“It is hard to attack a team like Sky but it’s sensible what they do. If they can ride tempo and win the race it makes sense to do it,” Porte said. “They way they ride is just how you win bike races. You take control of the race and that’s what Sky does brilliantly.”
Many teams have tried to emulate Sky, but few have had much success. Porte pointed to the travails of Movistar during this year’s Tour as an example that there’s more going on at Team Sky than just a deep pocketbook.
“To get the guys to ride on the front like they do is one thing but not every team can get the best out of high paid guys,” Porte said. “Look at Movistar, they’re a prime example. They’ve got three of the highest paid guys but other than Nairo Quintana winning a stage, they didn’t really do a hell of a lot. No disrespect, but maybe if they’d ridden like Sky did, as a unit, they might have had better success.”
Porte watched the Tour with interest from his couch after crashing out in stage 9 in a minor pileup that had massive consequences. He cracked his clavicle and was out of the race when he was perhaps in the best shape of his career. Observing from a distance, he could tell the peloton fears attacking Sky.
“To give them respect, it’s not easy to do,” he continued. “When you see guys like Luke Rowe and [Jonathan] Castroviejo riding like they do. Then having [Egan] Bernal too. Guys were afraid to attack [Chris] Froome, then Geraint [Thomas] was the one who profited out of that the most. People were afraid of Froome, and Geraint was the strongest guy in the race. I don’t know what you do — maybe gang up on them.”
Porte said the only way to beat Sky is to hope that the team’s captains have a bad day. That’s a rather bleak but honest assessment of Sky, which has won six of the past seven yellow jerseys.
“I think people are going to let Sky do tempo, if they’re good enough to attack, they have to hope that Froomey or Geraint aren’t on a good day. That’s the only way I can see to beat them,” Porte said.
“In 2013, one stage Froome was isolated, the rest of us [on Sky] got dropped because the whole peloton ganged up on us,” Porte continued. “We tried to control too many guys that wanted to go in the breakaways. That’s probably the way to take them. If everyone keeps attacking full gas, that’s the only way to beat Sky.”
When asked if he thought it was the end of the Froome era, Porte didn’t hesitate.
“I don’t think we’ve seen the last of Froomey, not for a second,” he said. “It’s Chris Froome, he’s always up for a battle. He hasn’t had the easiest season. If he turns up next year and the Tour is his goal, then he’ll be the man to beat, 100 percent.
“If anyone wins the Giro like he did, that’s an incredible season,” he continued. “I guess Froomey put the pressure on himself to go to the Tour to try to win his fifth. It was probably a big ask. It can’t have been easy with him with all the stuff going on and the hostility at the Tour. At the end of the day he’s only human, and that all had to get to him eventually. To still to be third in the Tour, I’d give anything to be third at the Tour … Chris didn’t win the Tour this year but I think next year he’ll be all in to win that fifth title.”
Read the full article at Porte: Teams need more sponsors to compete with Sky on

Michael Schär will complete a decade riding with Jim Ochowicz's team after signing a contract extension for 2019, when Polish shoe brand CCC will take over title sponsorship of the team. The Swiss rider started his career at Phonak and spent three seasons at Astana, but joined BMC Racing in 2010 and has never looked back. A key part of the Classics squad built around Greg Van Avermaet and a trusted domestique in the Grand Tours, the 31-year-old opted to stay with the team despite the uncertainty changes arising from the late sponsorship switch.  "I am happy to reach the 10-year mark with Continuum Sports. I have a long-term relationship with this organization and feel very good on and off the bike. Over all these years, I met many good friends and made some unforgettable memories which have really shaped my career. We have been through highs and lows together so I am really happy to continue with the team, and make more memories in the coming years," Schär said.ADVERTISEMENT "I'm motivated more than ever to perform well and take responsibility at the biggest races in the cycling calendar, especially the Classics with Greg Van Avermaet. With a very positive mindset, I see good things happening with the changes in the team for 2019 and it will be exciting to see everything come together." Schär's 6'5" build makes him a powerful rider and he has established himself as one of the most valued domestiques at BMC. He only has a couple of wins on his palmares - a Swiss road race title and a stage of the Tour of Utah - but he has raced the past eight editions of the Tour de France for the team, starting with Cadel Evans' victory in 2011. Schär is the third BMC Racing rider to extend his contract into the CCC era, following Van Avermaet, Alessandro De Marchi, and Nathan Van Hooydonck.
You can

Stefan Küng (BMC Racing Team) moved into the overall lead at the BinckBank Tour after he powered to victory in the 12.7km individual time trial in Venray on stage 2. The Swiss rider produced a fine ride over the short test to finish some 14 seconds ahead of European time trial champion Victor Campenaerts (Lotto Soudal). Küng, who will ride for Groupama-FDJ next season, was among the favourites for last week's European Championships, but he never found his rhythm in Glasgow and had to settle for 7th place in the event. It was altogether different story in the Netherlands on Tuesday afternoon, where Küng delivered a consummate time trialling display to claim a most emphatic victory. "It was a really good TT from my side. I had a plan in mind of how to approach it and how to execute it and I was completely on it from the first metre," Küng said afterwards. "Compared to Glasgow, where Victor won, I don't know, my head, I just wasn't mentally ready for it. Today I tried to do better, and it worked out, and I'm really happy."ADVERTISEMENT Campenaerts appeared to think he had done enough to claim the stage honours when he beat the previous best established by Søren Kragh Andersen (Sunweb). The Belgian raised a finger in celebration as he hit the finish line one second quicker than Andersen, but he barely had time to settle in the hot seat before Küng was steaming into the finishing straight with a new best time. "In the end you also need the power in the legs, but really it was the mental approach there. [In Glasgow] it felt afterwards kind of like I'd done a training ride - I was pushing hard on the straights but on the corners, I was really cautious," Küng said. "Here, I had a really good look at it, I had a strategy of how to approach each corner and instead of just riding it I was really attacking the course. I think that made the difference today." GC contention After Monday's rain-soaked opening road stage, conditions were rather more agreeable for the stage 2 time trial, where Alex Dowsett (Katusha-Alpecin) was an early pace-setter. The Briton beat riders of the calibre of Luke Durbridge (Mitchelton-Scott) and Maciej Bodnar (Bora-Hansgrohe), and his time of 14:30 was good enough for 6th place on the stage.
You can

Flat-mount and post-mount calipersDear Lennard,
I’ve recently been ogling the new Shimano road hydro shifter/brakes, but I’ve noticed the disc brake calipers are all flat-mount. This is a problem for me, as my ’cross bike is post-mount both front and rear. Are there post-mount brake calipers that work with the new 105/Ultegra/Dura-Ace hydro shifters?— MarkDear Mark,
Yes, it’s no problem to achieve what you want. You can use a Shimano road post-mount caliper in place of the flat-mount caliper. For instance, you can mount an Ultegra 6870 series BR-RS785 or BR-R785 post-mount disc caliper onto the brake hose of any of these flat-mount brakes: a Dura-Ace R9100 series brake, in place of the flat-mount BR-R9170 caliper, an Ultegra R8000 or 6800 series brake, in place of the flat-mount BR-R8070 or BR-RS805 caliper, or a 105 R7000 or 5800 series brake, in place of the flat-mount BR-R7070 or BR-RS505 caliper. More Tech FAQTechnical FAQ: Could aero brakes win a Tour sprint?
Technical FAQ: Tour de France tech
Technical FAQ: Puzzling tire widths; e-bike retrofit options
Technical FAQ: Searching for the ideal tire width
More Tech FAQ
Technical FAQ: Could aero brakes win a Tour sprint?Lennard Zinn addresses a mysterious spinning wheel at the Tour de France and the benefits of an aero bike in sprints.
This is not simply an issue of retrofitting brakes onto an older post-mount frame. We have had many occasions that require a modification like this on new custom bikes we’re building, with Shimano and SRAM, because there are sometimes good reasons for going with post-mounts on either the front or the rear or both. One example is on coupled travel bikes with hydraulic disc brakes. With no way to detach the hydraulic hose easily and without losing fluid, the rear brake caliper must be removed to break the frame down in pieces for travel. Unlike with flat-mounts, with a post-mount brake, the caliper can be removed and reinstalled without need for adjustment of the caliper’s position. You simply unbolt the post-mount adaptor from the IS frame mounts without loosening the post-mount bolts that hold the caliper onto the adaptor. Since the caliper-position adjustments are on the post-mount bolts going into the adaptor, they stay fixed when the adaptor is removed and then bolted back on. By contrast, a flat-mount brake caliper must be readjusted every time it is removed. Those of you who have adjusted disc calipers know that, while sometimes it is as simple as pulling the lever and tightening the bolts while the rotor is clamped between the pads, it often takes a lot of eyeballing and tweaking with the bolts loose to eliminate pad rub. This is something you’d rather not be doing in a hotel room on your cycling vacation.
Also, during this transition period in which forks are available in both styles, sometimes the fork a customer wants — for reasons like steering-tube length, axle diameter, tire clearance, or fork offset — may have post-mounts rather than flat-mounts. The bike may then end up with a front post-mount brake, and it makes it nice and easy that a Shimano or SRAM post-mount caliper can be mounted onto the hose attached to a lever normally attached to a flat-mount caliper.― Lennard
Shimano brake compatibilityDear Lennard,

I have a hybrid/fitness flatbar bike and I would like to upgrade the brakes. The Shimano Ultegra R8070 calipers and matching rotors are a simple bolt-on upgrade and match the Ultegra R8000 drivetrain I recently installed. The problem I have is with the levers. The XTR/XT levers use the same hose, and getting the fittings right looks like it would be no problem. What I’m not sure of is if the master/slave cylinders are compatible. Shimano’s compatibility chart says nothing about road/mountain mixing, while a web search has turned up nothing relevant (or recent). Any thoughts would be appreciated!— JohnDear John,
Since the pistons, fluid, and hoses are all the same, you should have no problem using XT or XTR levers with your Ultegra calipers. That said, Shimano doesn’t support mixing road/mountain brake parts, so I’m not telling you to do so. Unless your frame is flat-mount I’m not sure why you don’t just use a complete XT brake system; that would certainly be the most kosher as far as Shimano is concerned.― Lennard
Patching tubesDear Lennard,
For years, I’ve patched tubes with success. Lately, I’ve found my repairs lacking and the tire flat after a few days even though I’ve checked the tube leak-tight in a bucket of water. I am starting to think I should consider a patch as an emergency rather than a permanent repair.
Am I running a fool’s errand? Should I just throw away punctured tubes rather than repair them?
Do you have any recommended best practices for repairing tubes? Could I patch a tube with rubber from another tube?— ScottDear Scott,
I am a believer in patching tubes and frequently do so.
I wonder if your water test is loosening the patch. I used to do an underwater pressure test after patching and before remounting the tube in the tire as well, but I had similar problems. I decided that the best way to ensure that the patch stayed glued down was to inflate it inside of the tire, rather than running the risk of getting air under the patch by inflating it without a tire constraining it.Best practices:
1. Don’t patch holes near the valve. That is a fool’s errand. So is patching a snake-bite (pinch flat), usually.
2. Sand well with pretty fine sandpaper.
3. Apply glue to a large enough area surrounding the hole. Make sure the glue extends well beyond the size of the patch.
4. Let the glue dry completely before applying the patch. Depending on temperature, wait perhaps 15 minutes after applying the glue.
5. Peel off only the aluminum backing from the patch, and stick it down onto the glued area without touching the orange side or the glue.
6. Burnish the patch well. I rub the top of the patch with a screwdriver handle using hard downward pressure.
7. Don’t peel off the clear plastic top cover of the patch; this accomplishes nothing, and it runs the risk of peeling up the edges of the patch.
8. Install it into the tire right away and pump it up to press the patch onto the tube.
I think the patches with the gummy orange base and edge layer are always going to stick better than a piece of cut-up inner tube.
― Lennard
Dutch bikesDear Lennard,
I just spent a week in Amsterdam and have a question about commute bike geometry. These classic black bikes look to have a large fork offset, combined with a very slack headtube angle, which I would think would create a lot of wheel flop at the low speeds which they are frequently ridden. Any idea why they are designed this way? I can only think that it’s to create a smoother ride by increasing the leverage on the fork relative to the headset. What am I missing? I will say that I’ve seen a few more modern-looking commute bikes that seem to have bigger tires and more aggressive-looking geometry, but these are pretty rare — I believe because theft is so rampant. Someone joked that in Amsterdam the lock is usually worth more than the bike it’s protecting.
P.S. This is a super cool bike you built. It’s the first E-bike I’ve ever seen that looks like … a bike. I am astonished at the energy you can store in that battery. To be able to go over Trail Ridge road is nothing short of amazing. I think we are going to see the number of these bikes increase quite dramatically over the years.— SteveDear Steve,
Actually, the wheel flop will not necessarily increase due to the slack head angle and long fork offset. Wheel flop will increase with decreasing head angle, and it will decrease with increasing fork offset. (The amount of wheel flop is equal to the sine of the head angle (in radians) multiplied by the cosine of the head angle and by the fork trail.)
As you intimated, reduced wheel flop (up to a point) is a benefit for bikes ridden at slow speeds. Greater stability at high speed is associated with high trail and high wheel flop. At low speeds, the bike tends to weave back and forth less with a reduction in trail and in wheel flop. The long fork rake would produce better low-speed performance and reduced stability at speed, whereas the shallow head angle would have the opposite effect. On balance, those black Dutch commuter bikes may not have much different steering behavior (once adjusted for the long wheelbase) than a racing bike. And yes, a smoother ride is achieved by decreasing the head angle and increasing the fork offset, and I do imagine that is the reason for that design.― Lennard
Read the full article at Technical FAQ: Brakes, tubes, and Dutch bikes on

British cyclo-cross and road racing talent, Tom Pidcock has broken his contract with Belgian cyclo-cross team Telenet Fidea Lions to head up a new British cyclo-cross squad, named TP Racing. TP Racing is registered at the offices of Trinity Sports Management, run by agent Andrew McQuaid, who also represents Continental squad Team Wiggins - Pidcock's road team - and a number of headline road riders. A representative from Trinity Sports Management said the team would be built around Pidcock and was something the young rider has wanted to do for a while. In a press release, Belgian team Telenet Fidea Lions confirmed the split and voiced their support for Pidcock in pursuing the opportunity of competing on a British-registered team. ADVERTISEMENT "In a mutual understanding, Telenet Fidea Lions and Tom Pidcock have agreed to end their collaboration," read the statement. "Last year, Pidcock chose to be part of Telenet Fidea Lions for his first CX winter as U23, combining it with a British road program. The cooperation went very well, but Tom was on the radar of many teams. Next winter, he will transfer to a newly British-registered CX team." Pidcock added: "I want to thank everyone from the Telenet Fidea Lions for all they have done for me this past winter. During my months with the team I have gained valuable experiences and achieved great results. However, when an opportunity to ride for a British CX team came up, it was something I couldn't let go." In a press release from Trinity Sports Management, Pidcock explained further: "When Trinity Sports Management discussed with me the opportunity of creating a British CX team, I just couldn't say no. Working alongside Trinity Sports Management on organising the set up of the team, from technical partners to staff, is something that I have loved having input in. I am delighted to join the team and look forward to the new season."
You can

FLORENCE, Italy (VN) — Vincenzo Nibali (Bahrain-Merida), after crashing and abandoning the Tour de France due to an incident with a fan, says “cycling has become a circus.”
The Sicilian winner of all three grand tours became entangled what appeared to be a fan’s camera strap and fell on the closing climb up Alpe d’Huez in stage 12. Moments before that, he said he saw another fan punch four-time Tour winner Chris Froome (Sky).
Nibali suffered a fractured vertebra, but he is now preparing for the Vuelta a España that starts August 25.
“In some instances, cycling has become a circus,” Nibali told La Gazzetta dello Sport. “Fans can be there, but this is not good. The alcohol consumption is too high, and people will do anything just to be on TV.
“With fans in the middle of the road, often with flags, we are pedaling blindly without understanding where we are going and praying to the gods above that the road opens ahead of us.”
Nibali had aimed for the overall in the Tour de France, which was just beginning its crucial mountain stages when he crashed out. The investment was so much and the circumstances surrounding the crash so ridiculous that his Bahrain-Merida team want compensation from race organizer ASO.
General manager Brent Copeland said during the Tour, “If ASO doesn’t want to come to terms with some kind of insurance, then we will have to take some legal action.”
“Seventy percent of the team’s visibility comes from the Tour, so for this reason, the team and I paid heavily,” Nibali continued. “Not counting the injury, how much economically has this set us back?
“And Froome never complains, but is it right that he is hit while he’s working? He took one right before I fell. Too often we are racing in insane situations.”
Nibali fell with around four kilometers remaining in the stage. He jumped back on his bike and finished the famous climb 13 seconds behind the race leaders. That night, however, he was forced to abandon.
“What can I do? It upsets me because I had yet to show myself in the Tour. There were still the mountains to come,” Nibali said.
Nibali is aiming for the Vuelta a España, which he won in 2010, and to build for the world championships September 30.
Last week, he rode hard for the first time since leaving the Tour.
“I don’t even know what condition I’ll be in when the Vuelta starts,” he said. “The most logical thing, given my condition and thinking of the worlds, is to read the race without thinking about the [general] classification.”
Read the full article at Nibali: Fans often turn races into a ‘circus’ on

Vincenzo Nibali (Bahrain-Merida) has spoken out about the behaviour of fans at last month’s Tour de France, where a spectator caused the crash on Alpe d’Huez that left him with a broken vertebra and forced him to abandon the race.  Nibali appeared to be brought down when his bike was hooked by the strap of a spectator’s camera. The incident took place on a stretch of road where visibility had been reduced by the release of a flare. Nibali’s Bahrain-Merida team have said that they are considering legal action against Tour organisers ASO for failing to manage the crowds on Alpe d’Huez. On the climb, another spectator stepped into the road to hit Chris Froome (Team Sky) as he rode past. “In some circumstances, cycling has become a circus,” Nibali told La Gazzetta dello Sport, as he steps up his training so he can ride the Vuelta a Espana. “There must be fans, but like that isn’t good. People drink too much, they're doing anything just to appear on TV. With people in the middle of the road, often with flags, we’re riding blind, without being able to see where we’re going and praying to heaven that the road opens up in front of us.ADVERTISEMENT “The team and I paid heavily for this situation, because 70 per cent of a team’s visibility comes at the Tour. Beyond the damage to your health, economically, what is the value of the damage suffered? “Also – and he never complains – but does it seem right to you that Froome came to be hit while he was doing his job? He took a blow just before my crash. All too often, we’re riding in crazy situations.” Despite his injury, Nibali remounted and completed the stage to L'Alpe d'Huez, almost regaining contact with the yellow jersey group within sight of the line to maintain his fourth place on general classification. That night, however, an x-ray in Grenoble confirmed a fracture of the T10 vertebra and Nibali was forced to abandon the Tour de France. The Vuelta and the World Championships
You can

Katusha-Alpecin have confirmed that Viacheslav Kuznetsov suffered a fractured sternum, concussion and a bruised kidney in the high-speed crash that scattered riders across the road inside the final kilometre of stage 1 of the BinckBank Tour. A touch of wheels on a long straight section of road sparked a domino effect that saw Kuznetsov land on his back. He was then hit by Katusha-Alpecin teammate Baptiste Planckaert. Half a dozen other riders also crashed, including Amund Grondahl Jansen (LottoNL-Jumbo), with others forced to take evasive action onto a nearby bike path and grass verge.  The Bahrain-Merida team confirmed that Yukiya Arashiro was also involved in the crash. The Japanese rider got up to finish the stage but was later diagnosed with a fracture of his radial capitellum bone in his elbow and will be out of action for several weeks.ADVERTISEMENT Fabio Jakobsen (Quick-Step Floors) managed to avoid the crash and find a way through the peloton in the final kilometre to win the stage. Despite losing Kuznetsov and Rik Zabel in the finale of the stage, Marcel Kittel found a way through to the front and used a late burst of speed to finish second. Caleb Ewan (Mitchelton-Scott) was third. Kuznetsov was clearly in pain after the crash and was unable to move due to his injuries. He was immobilised by race doctors and taken to hospital. He was officially classified as finishing last on the stage but Katusha-Alpecin confirmed that his injuries would prevent him from riding Tuesday’s time trial stage. Cyclingnews will have daily live coverage of the BinckBank Tour.
You can