The Grand Illusion: doping has changed

This is part of a series of posts on what I think are illusions that have grown up over the years around cycling. For further reading, you can do no better than read the section in Roland Barthes Mythologies and Benjo Maso’s excellent The Sweat of the Gods: Myths and Legends of Bicycle Racing.

Doping is doping. It is deception, it is dishonesty. It is immoral and occasionally unhealthy.

No matter what the substance – be it the commonly available, over-the-counter, amphetamines of the 1950s or the illegally imported synthetic blood products of the 2000s – it is all just doping.

There is a school which applies a moral relativity to doping along the lines of “Ah but it was different back then.” That is a lie.

The act of taking a doping product is always an immoral decision, a deception against the ideas of fair sport, no matter what the method or the time of its taking. A rider decides on seeking illegal advantage long before they devise the method of doing so.

Transporting boosted blood round Europe in refrigerated panniers remains the same act of deception as when Maurice Garin hopped on a train: It is a moral decision where the issue of health and cleanliness is but an afterthought.

Read Christophe Bassons, the unwilling poster boy for clean cycling, in his interview on cyclingnews.com where he refused to judge:

“… it’s a mistake to fight the war on doping in terms of health – because, if you actually analyse it, doping responds to a need there too, because you can be healthier doing the Tour de France on drugs than without anything.”

“Everyone has their own sense of legitimate and illegitimate, which is different from what is licit and illicit. For example, I might think it’s legitimate to drive my car at 90kph in an 80kph zone, if me being late means that my son will walk out into the school playground and not see his dad. For Richard Virenque, doping was legitimate because, for some reason, he needed the love and admiration of the public. For some riders from Eastern Europe it’s legitimate because they need money for their families – which is hard to condemn.”

Viewed in these terms, the only way to combat doping is to render illegitimate the moral arguments, not the sporting ones.

The cutting edge has always bled

Some would say that EPO and blood doping have massively changed the results and have a far greater effect than amphetamines, Pot Belge or testosterone ever did.

Blood doping has occurred since the 1960s – see the account of Gastone Nencini being caught attempting a rudimentary form by the Tour doctor in 1960 – and it’s hard to imagine that it was an isolated incident or that the top riders were not seeking similar advantages from the products available during their career.

Coppi, Anquetil, Merckx all took the best products available to them. If it was amphetamines, it wasn’t bath tub speed, it was pharmaceutical quality.

It was rife and it was organised, in so much as there were different tiers of product based on affordability and dealers who supplied the best gear. Maybe not systematic at a team level – as Banesto, Cofidis, Festina were – but nonetheless is was no amateur undertaking.

A question of survival

But, say the defenders of the romanticised past, they were only doping to survive the gruelling life of a professional back then. What else could they have done?

What then of the riders in the EPO era who have doped solely to be able to compete, to keep bread on the table and their dream of winning alive? Is their battle for survival any less justified?

And there were, anecdotally, very few who refused to sling their ice-filled flask of EPO into their pack and march to the front as willingly as they had made friends with “Pepe” and the rest – Kimmage relates, in Rough Ride, how willingly some riders would dope at the slightest provocation, right down to a criterium.

We know domestiques doped to carry their leaders “back when”, we know that they do it now. Nothing has changed about the process by which they came to dope, merely the delivery.

Doping hasn’t changed, nor has its outcome. No matter what the zealots tell you, the offences of the past are still the same offences as those of the present.

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What Pat McQuaid is really thinking

Pat McQuaid

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The myth of the green cyclist

There are many stereotypes which come up time and again when cycling is discussed: red-light jumpers, lycra louts, mid-life crisis on carbon and – the one I hate the most – the environmentally-aware commuter.

It comes up, alongside the others, in a BBC News article on the whats and wherefore of proposed legislation to add the offence of dangerous cycling to the statute book (I assume this will apply only to England and Wales):

“To their supporters, Britain’s bike-riders are clean, green, commuters-with-a-conscience, who relieve congestion on the nation’s roads while keeping themselves fit.”

My experience is that environment and congestion are usually distant cousins to keeping fit. And those three are usually some way behind at least another two reasons: convenience and cost. And that’s without mentioning enjoyment.

For anyone living and working in London, within Zones 1 and 2, a bike makes compelling sense for so many reasons that the environmental worthiness is hardly worth invoking.

Here’s a case study.

Convenience

A sample journey, not disimilar to one I might make from home to BBC Broadcasting House.

Askew Road to Regents Street - a TfL example journeyYes, the TfL journey planner can be somewhat questionable in its routing. But it says that cycling saves you roughly 10 minutes on your journey. As the site says, quickerbybike.com

It’s a direct journey, no changes, with about a third of the journey possible on shared use paths free from motor traffic – through Kensington Gardens and Hyde Park. That has got to beat the inside of a tube tunnel for enjoyable scenery and there’s no waiting for buses or tubes.

Cost

£2.20 saved at the very least over the tube or bus single fare. Fuel and congestion charge if you were going by private car. About £15-20 if you were taking a taxi. A £300 commuter bike, ridden to work every day repays its cost in a month and a half relative to the cost of a Zone 1-2 monthly travelcard.

Enjoyment

As a veteran of the Woking-London Waterloo commute and Barons Court to Westminster on the tube, I think I can safely say there is very little to enjoy about either of those journeys.

(As a footnote, I did Woking-London back in the days when there was a guards van and anything up to 50 bikes on the train and the carriages were slam-door ones. Is it wrong to believe that that was the last era in which commuter trains were bearable?)

Overcrowding on public transport in the UK means I could never enjoy commuting. The same applies to a huge number of people I know who choose to cycle. That time on the bike can be the most enjoyable period of the day.

Fitness

I know plenty of racers who use their commutes as supplementary opportunities for training. It’s a good use of time otherwise wasted. My 5 minute ride up the Uxbridge Road presents no training other than handling.

I do know plenty of people who cycle because it’s the best chance they have to fit some exercise into their weekly routine. It’s not hardcore aerobics they’re after, just some nice gentle exercise that allows them to enjoy a good bottle of wine at weekends without worrying about the weight.

Congestion

People ride bikes for pretty much the same reason others choose to invest in a scooter: You’re less likely to spend unnecessary time sat in traffic watching the cost mount up. It’s that simple.

The Environment

Nobody I know has ever said to me “the reason I ride my bike is because it’s good for the environment.” It’s just not there.

There’s plenty of advocates talking it up on sites and in the news agenda but, simply put, it’s a fringe benefit for most people who use a bicycle.

Who are these supporters? Are you one? Do you cycle because it’s environmentally sound? Is it even environmentally sound when so many bikes are shipped from Asia?

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