The cycling season in Europe woke up with the winter sun of Levante, with the first victories but also with the first inevitable accidents. It was a tough 2024 in terms of crashes - 497 incidents in UCI races, male and female - one of the worst on record, with the cursed curve of the Itzulia as the epitome of all threats. But also as a point of reflection. Has cycling become dangerously fast?
The debate was sparked a few weeks ago by Chris Froome and Wout Van Aert, two stars who have experienced the serious consequences of hitting the asphalt. Both came to a similar conclusion: it is time to put a brake on technology. "It would be as simple as limiting gear developments," said the four-time Tour winner, who had his career forever changed by a fall in the Critérium du Dauphiné in 2019. "If you have that limit when going downhill... Now, with the large developments we have, there are still those who consider overtaking riders on descents," confirmed the Belgian, whose 2024 was ruined in A través de Flandes and later in La Vuelta on the descent of Collada Llomena.
The conversation is in the peloton, also awaiting the new rules introduced by the UCI in 2025. The first yellow cards have already been seen, for example. "It seems interesting. We'll see if it brings us down to earth," reflected Urko Berrade before the start of the Clàssica Camp de Morvedre that he would later conquer. The Kern Pharma rider, a stage winner in the last Vuelta, admits his guilt, "the ambition of the riders, wanting to always be well positioned...". "But the road has its limits. We are human, we make mistakes," and demands safety: "limiting developments would reduce speed, which is increasingly higher and the consequences are worse." A discourse that coincides with that of his director. "They are using larger chainrings. On slopes where before they would stop pedaling due to the gear ratio, now they keep going. At 80 kilometers per hour, they keep pedaling and applying force. That creates more speed. And with more speed, more danger," explains Jon Armendariz.
Not so long ago, just 15 years ago, it was normal in the peloton to have 10-speed groups, with the 53x11 combination being common. Now it is not uncommon to see them with 13 speeds, with much more powerful gear ratios, from the widespread 54, to 56, 58, and even 60, as seen in time trials. In the technology vs. safety war, there are also doubts. Not everyone is clear about it.
"Riders come with more talent and can handle higher gear ratios. Do you tell a 100-meter athlete to go slower? Or a swimmer? There is no sport where breaking records is prohibited," argues Jesús Hernández, director of Polti VisitMalta and the most loyal companion Alberto Contador had in his professional career. "The roads are better, the riders more skilled, the tires are better... If everything improves and evolves, it is normal to go faster. Crashes are part of it and it is a risk that the rider assumes. Let cycling evolve," he requests. And if something needs to be limited, perhaps it should be the weight of the bikes. "The limit now is 6.8 kilos. There is a human being on a bike, a life. If it is too light, that fragility may be detrimental to safety," he argues. "30mm wide tires, disc brakes... Technology also contributes to safety. Going at 60 to 65 kilometers per hour downhill, what could it mean? The impact is the same," adds Josemi Fernández, director of Caja Rural.
Iván García Cortina moves in a similar line. "Without a doubt, we are going much faster. It's evolution, it's a risky sport, it is what it is. Everything is more aerodynamic, helmets, bikes, clothing... Limiting gear ratios is not the solution because it limits those with more strength or power. I would be more in favor, even though it's difficult, of looking at the aerodynamic aspect, making the bike and the cyclist the brakes," explains the Movistar rider to EL MUNDO before starting the Gran Premio de Castellón.
It's not just about the 'technological pause'. Average speeds are increasing. Technology plays a role, but so does nutrition, science applied to training... Some of the UCI measures go in a different direction. For example, the protection zone can be extended from three to five kilometers to reduce tension in sprint finishes. Also, teammates of the winner who celebrate with arms raised behind will be penalized. And other solutions related to equipment are being analyzed, such as the use of 'airbags' for cyclists, regulations on rim height and handlebar width...
Some also talk about the precocity of cyclists, their lack of experience when entering the peloton. And then, the use of earpieces is questioned. Does it help or harm safety? "I would leave them. A descent in poor condition, a narrow point, a stopped truck, a motorcycle crash, gasoline on the asphalt... If I can warn my riders... What sport at this level does not have communication with its members? None. We would be going backward," says Jesús Hernández. "It serves to warn about turns, oil spots... It is an essential tool for safety. The issue of yellow cards seems like a good measure to me, it can make people think twice before acting," explains Josemi Fernández.
The director of Caja Rural - Seguros RGA brings up the last element, perhaps the least considered. Respect. "Now there are very marked hierarchies and egos in the peloton. Teams that do not tolerate being overtaken. They are willing to close you off or do whatever it takes. Mafia-like behaviors. Not everything goes," he protests, citing the attitude of AG2R in the last Vuelta a España as an example. Similar to what the veteran David de la Cruz contributes. "Limiting gear ratios would lower speeds, it could help. But the key for me is to race with intelligence and respect. Being aware of the danger of this sport. It is work that we all have to do. Riders and organizers looking for safe routes," concludes the Q36.5 rider.