The UCI Management Committee has made several decisions regarding the equipment used in cycling. The common thread running through the decisions is the limitation of aerodynamic Advantages to limit speed and thus, in the opinion of the UCI, increase safety. One of the most important innovations concerns the Handlebar width for road races and cyclocross events. To improve aerodynamics, there has been a trend towards ever narrower wheels. Handlebarswhich, according to the UCI, jeopardises safety. A minimum overall width for handlebars, a maximum lateral extension (defined as the lateral distance from the drop to the upper part of the handlebar) on each side of the handlebar and a maximum internal width between the brake levers were therefore agreed. These regulations should apply from 1 January 2026. The overall width of the handlebars (outside to outside) of at least 400 millimetres, a maximum lateral extension of 65 millimetres and an inner limit between the brake levers of 280 millimetres were specified.
UCI: Specifications for track cycling and helmets
For track cycling, the UCI Management Committee confirmed an overall width of the handlebars (outside to outside) of 350 millimetres, a maximum lateral extension of 80 millimetres and a maximum cross-section of 65 millimetres. These regulations will apply from 1 January 2027. UCI regulations regarding the forearm support on handlebars have been confirmed in detail. Riders should not use the handlebars as a support point for the forearms, except in time trials when they are placed on fixed extensions. The aim is to avoid unsafe rider positions and to give the commissaires clarity in their decisions.
Following the approval by the UCI Management Committee in June 2025 to introduce a simplified distinction between time trial and mass start helmets, the members agreed on the specifications that will apply to helmets for mass start or group events in road cycling and cyclocross from 1 January 2026 and for track cycling from 1 January 2027. These specifications include minimum ventilation requirements, a ban on helmet shells or accessories that cover or obscure riders' ears and a ban on integrated or removable visors.
Headwind for UCI translation rules
The UCI is facing defeat in court in the wheels sector. On the initiative of Sram, the Belgian competition authority has launched an investigation into UCI rules. The focus is on the UCI's gear ratio restrictions, which are intended to ensure greater safety. The UCI has limited the maximum gear ratio to 54x11 for a test phase. According to Sram, the maximum gear ratio "is not objectively justified on safety grounds, was not adopted under sufficiently open and transparent conditions and is likely to have an immediate, discriminatory and disproportionate impact." In particular, Sram fears "a distortion of competition." The UCI reacted with incomprehension to the accusations and emphasised that the majority of riders and teams were behind the test. This is not the first time that the UCI has faced headwinds for its rules on safety, which stem from the SafeR initiative. The wheel manufacturer Swiss Side had sharply criticised the planned rules on maximum rim height. The company criticised the fact that the newly developed Hadron³ Ultimate 680 wheel could no longer be used in races, which would result in major losses for the company. There was also headwind on the subject of GPS tracking. Here, the UCI had decided against a system that had already been trialled by several teams and introduced its own GPS tracking system at short notice.
UCI sets price caps for track cycling equipment
Upper price limits were also agreed for track cycling equipment that will be used at the 2028 Olympic Games in Los Angeles. The UCI rules require that equipment used in competitions must be freely available for sale. In practice, however, this means that the high-tech developments are offered at horrendous fantasy prices and are therefore not actually purchased. This means that the material is not available to nations with a tighter budget. The introduction of price caps is intended to strengthen competition by preventing excessive cost barriers and giving participants from all nations fair access to the equipment. The new rules will come into force on 1 January 2027. From this date, maximum prices will apply for framesets, forks, wheels, handlebars and their extensions, helmets and racing suits.
Safety measures for cycling events
In the area of safety, the UCI Management Committee received an update on the activities of SafeR, the structure dedicated to safety that brings together representatives of all road cycling stakeholders with the aim of improving rider safety in road races.
The latest details on the investigation of barriers for sprint finishes were presented during the meeting. The resulting specifications will set out requirements for the dimensions, weight and centre of gravity of the barriers and the critical strength of the mounting system to withstand the force of a crash. The technical specifications and a test protocol to ensure that the barriers can withstand an impact will be made available to race organisers and barrier manufacturers. The exact details and test protocol will be finalised in the first half of 2026. In the final phase of the study, the certification process that the finish barriers must fulfil will then be defined.
Also on the subject of safety, organisers of UCI WorldTour, UCI Women's WorldTour and UCI ProSeries events (men and women) will have to meet updated specifications that include signalling, refreshment zones, litter zones, the 'way out/way in' system for vehicles leaving and re-entering the race, bike control procedures, testing for technological fraud and motorbike regulator requirements.
The protocol for discussions on extreme weather conditions and rider safety during events has also been updated. It now includes a chronological decision-making process from the pre-meeting to the way in which decisions are made, as well as clarification of procedures during the race.
The UCI Management Committee praised the co-operative work of all members of the cycling family to improve safety, as demonstrated by the establishment of a working group for riders and commissaires. This group includes riders from women's and men's road cycling and international commissaires to discuss topics such as sprint safety, rider behaviour, course design and the enforcement of UCI regulations by commissaires.
Kristian Bauer
Editor
