After a meeting held in Aigle from 10 to 12 June, Switzerland, il UCI Management Committee has taken several decisions to strengthen the safety of riders in road races (At the top, a UCI photo of the assembled group, with President Lappartient in the center.) These are based on the recommendations developed within SafeR, the new structure dedicated to safety, composed of representatives from all parts of professional cycling.
The main measures adopted are: the introduction of the yellow card system, the possible restriction of theuse of earphones in competitions, the modification of the so-called “3 kilometer” rule, the simplification of the method of Calculating gaps in stages with bunch sprint finishes.
Tour 2023: SafeR is born
Let's take a step back, at the start of the 2023 Tour in Bilbao, when SafeR sees the light (SafeRoadcycling)Created with the contribution of the UCI, organizers, the association of men's and women's sports groups and associations of riders of both sexes, SafeR serves to improve the safety of men's and women's competitions on the UCI international calendar.
Visa the increase in accidents, it was agreed on need for a more structured and systematic approach to ensure safetyCollaboration was deemed essential to achieve this goal and allow all parties to contribute to improving the situation. It matters little that a Road Commission already existed in each National Federation and that each route must be verified by the UCI before receiving approval. Given that (evidently) those who were already there were working poorly or not at all, rather than replacing it, it was decided to superimpose another structure on it which clearly has costs.
The SafeR Analyst is born
In parallel with the measures mentioned above, a new the figure of SafeR Safety AnalystsThey will be appointed by each of the interested parties and will have to review the safety measures implemented by the organizers, in particular with regard to the problematic sections of the race routesThis will include recommendations on necessary paths and interventions, as well as training on best practices. Analysts will also review habits and policies within teams, to ensure that they take responsibility for the safety of their athletes, both in competition and in training.
Analysts will also access the UCI race incident database, to ensure a collection of factors contributing to racing accidents and incidentsThis will lead them to propose corrective measures based on facts and objective data.
Evaluation of materials
Another case of apparent overlap: SafeR will work with partners recognized for their scientific expertise to carry out studies on various pieces of equipment. This role, as already explained in a previous article, is already carried out by the WFSGI, the global organization that deals with relations between UCI and companies regarding new materials, but evidently the interaction is considered insufficient. SafeR will work to define what measures could be useful on the materials front to reduce the risk of accidents and falls.
The results of these studies could lead to new regulations and the revision of the specifications of the equipment used in competition or the introduction of specifications for others that are currently unregulated. And the strengthening of authorization procedures (subject to fees) before approving their use in competition.
The yellow card system
From August 1st to December 31st it will be introduced a system of “yellow cards” in men's and women's professional competitionsThey will represent a sanction, but they will not physically exist: they will be listed in the official press release published after arrival.
The idea is that they generate a deterrent effect on anyone in the race convoy (riders, sports directors, doctors, other drivers, and motorcyclists) and who engage in behavior that jeopardizes the safety of the event. Furthermore, the system will aim to make followers responsible. In fact, the following will be introduced: monitoring inappropriate behavior over time, and encouraging respectful behavior accordingly.
The case history of dangerous behaviors is already included in the article 2.12.007 of the UCI Regulations (from page 104). In the future it will be possible to impose the yellow card either in addition to other sanctions or as an independent sanctionThe possibility of disqualifying a rider is already in place: this will remain even when the new regulation comes into force.
Effective January 1st
During the testing period, yellow cards will not result in any sanction, even if their… distribution will equally highlight the habits of the subjects who will have received themExisting sanctions, including fines, UCI points deductions, demotions, and disqualifications, will continue to apply throughout 2024. At the end of the 2024 season, SafeR will conduct a full evaluation of the yellow card system before presenting it to the Professional Cycling Council and then to the UCI Management Committee.
From January 1st, The system will be extended to UCI ProSeries events, the Olympics, UCI World Championships and Continental Championships. The UCI will maintain a database of yellow cards issued: their accumulation over a defined period will result in the sanctions indicated in the table below.
Earphones in the race
Safety is also a concern in the decision taken regarding the use of earphones during the race, given that according to many some falls are caused by theinability to concentrate due to the constant communications.
The UCI has decided to test the effects of a restriction on their use in some one-day and stage races yet to be defined. In addition to being a cause of distraction, SafeR focused on the risk posed by theobject placed on the back in case of a fall and on the consequences of the constant calls from all the teams for their men to push to the front of the race.
Reports from the parties involved will be collected and analyzed to study the effects of this limitation, also evaluating intermediate measures, such as the limitation of their use to two riders per team or the positioning of the radio itself under the saddle (where the transponder is already placed).
Sprints and detachments
Finally, among the new security measures there is the one linked to the so-called “3 kilometer” rule in case of group arrival and Calculating gaps in compact group arrivals.
The three-kilometer rule was introduced in 2005 and seemed like a lifesaver compared to when the neutralization of the finals occurred only in the last kilometer. This provides that in the event of a fall, mechanical problem, or puncture in the last three kilometers, the rider will be classified using the time of the group in which he was at the time of the accident. The new provision provides that in case of necessity due to particular environmental conditions, By agreeing on the change before the start of the race, this distance can be increased up to 5 kilometers. In theory this will reduce the pressure on the riders in the stages leading up to the sprint.
For the same reason, the method of calculating gaps in bunch finishes could change. The current rule, introduced in 2018, requires riders to be all classified with the same time, unless there is a gap of more than one second between two athletesIn this case, the riders behind the second rider will be classified with that delay. In exceptional cases and at the organizer's request, however, it was possible to increase that gap to 3 seconds. SafeR has asked to increase this gap (3 seconds) for all group arrivals. In this way, during the sprint itself, riders not involved in it will not be forced to remain glued to the wheel in front of them, reducing the risk factors.
