Cyclist Tour of Flanders 2024: Route, how to watch, history and all you need to know The 2024 men’s and women’s Tour of Flanders, the second Monument of the season, is set to take place on Sunday 31st March. Defined by its steep cobbled climbs and also known as Ronde van Vlaanderen, the Tour of Flanders this year will, as usual, be largely played out in a small part of Belgium known as the Vlaamse Ardennen, or Flemish Ardennes. Over the years it has developed a reputation as a favourite for both spectators and riders alike, such is the atmosphere that accompanies the race as it winds its way through the lanes of Flanders. A major course change now sees the route centred around the town of Oudenaarde, which, after Peter Sagan was crowned victor there in 2016, has hosted the finish each year since. A bigger change in 2017 was the reintroduction of the famous Muur van Geraardsbergen, although its distance from the finish meant it wasn’t the decisive berg. However it has since been removed from the route again and the climb is now saved for Omloop Het Nieuwsblad. For 2024, Antwerp returns as the men’s start town, where it has departed from since 2016, the only exception being last year’s start in Bruges. The race covers 270.8km and will finish in Oudenaarde once more. A few changes have been made as ‘safety-related choices’, with race director Scott Sunderland mentioning wider roads after the first ascent of the Paterberg that will make it easier for the peloton to build up speed with. The approach to the Koppenberg has also been altered, with no sharp bend and descent just prior to the climb. The Kortekeer and Kanarieberg climbs have been removed but the Kapelleberg is a new addition. The women’s peloton scales the cobbled bergs of Flanders on the same day, although on a shorter course of 163km, starting and finishing in Oudenaarde. Like the men’s race, it’s still the one-two punch of the Oude Kwaremont and Paterberg that will shape the finale of the race. Related Posts ‘Flanders is the biggest goal of my whole career’: Q&A with Dylan van Baarle Gallery: Behind the scenes at the Tour of Flanders The best cobbled climbs in Flanders Tour of Flanders 2024: Key information Flanders Classics Date: Sunday 31st March 2024Start: Men’s – Antwerp, Belgium; Women’s – Oudenaarde, Belgium  Finish: Oudenaarde, Belgium  UK live TV coverage: Discovery+, EurosportDistance: Men’s – 270.8km; Women’s – 163km Men’s Tour of Flanders 2024: The route The Tour of Flanders routes have been altered for safety reasons. The start in Antwerp features a neutralised ride through the city centre and then heads towards Oudaen and goes along the Meir. The official start comes after a neutralised 10km at the Galgenweel on the Linkeroever. In the first 100km, the peloton will head through Tour villages such as Sint-Niklaas, Herzele and Zottegem.  The first cobbled sector is the 1.3km Lippenhovestraat that arrives 104km into the day, immediately followed by the Paddestraat. The first climb of the race is the Oude Kwaremont (2.2km, max 11.6%). It will be tackled three times with the final just under 20km to go. There are 17 cobbled hellingen (climbs) in total, including the famous Wolvenberg, Valkenberg, Koppenberg, Taaienberg and Kruisberg to soften the legs and split the race to pieces before we head into the finale.  Shorter than Oude Kwaremont but viciously steep with gradients of up to 20%, the Paterberg is tackled first at 219km and is the race’s final climb at 13km to go, with a flat run-in to that iconic finishing straight after its cresting.  Women’s Tour of Flanders 2024: The route The women’s route is similar to the men’s, albeit over 100km shorter and both starting and finishing in Oudenaarde, with the same Kwaremont/Paterberg one-two punch headlining the action. The women’s peloton will tackle 12 bergs including Wolvenberg, Valkenberg. Koppenberg, Taaienberg and Kruisberg before the Kwarement/Paterberg finale and flat run-in from there.   Tour of Flanders 2024: TV and streaming guide Flanders Classics The Tour of Flanders 2024 races will be available to watch in the UK on Discovery+ for £6.99 per month with the basic package, which includes cycling and all other Eurosport programmes. It will also be shown on the TV channel Eurosport 2 in the UK. If it’s not being shown in your country, you may be able to watch coverage using a VPN – Virtual Private Network – which allows users to mask their IP address and watch geo-blocked content, provided they don’t need to pay for a subscription. This is also helpful for watching paid-for coverage while travelling abroad in countries without access.   One such example is ExpressVPN, which is very well reviewed, helps users to find way to watch cycling without having to pay for broadcasters services, and costs £5.36 per month, with three months free. Other options include NordVPN, Surfshark and Kapersky. Full list of broadcasters RTBF & VRT: Belgium RAI: Italy, San Marino, Vatican City NOS: Netherlands Czech TV: Czech Republic RTVS: Slovakia SRG: Switzerland TV2 Denmark: Denmark TV2 Norway: Norway FloBikes: USA, Canada, Australia ESPN: Argentina, Bolivia, Chile, Colombia, Ecuador, Paraguay, Peru, Uruguay, Venezuela, Brazil, Belize, Costa Rica, El Salvador, Guatemala, Honduras, Nicaragua, Panama, Mexico, Anguilla, Antigua and Barbuda, Aruba, Bahamas, Barbados, Barbuda, Bermuda, Bonaire, British Virgin Islands, Cayman Islands, Curacao, Dominica, Dominican Republic, Falkland Islands, French Guiana, Grenada, Guadeloupe, Guyana, Haiti, Jamaica, Martinique, Montserrat, Saba, Saint Barthélemy, Saint Eustatius, Saint Kitts and Nevis, Saint Lucia, Saint Vincent and the Grenadines, Suriname, Trinidad and Tobago, Turks and Caicos Islands Sky: New Zealand SBS: Australia Supersport: Angola, Burundi, Benin, Botswana, Burkina Faso, Cameroon, Central African Republic, Chad, Congo, Cape Verde, Ivory Coast, Comoros, Democratic Republic of the Congo, Djibouti, Equatorial Guinea, Eritrea, Ethiopia, Gabon, Gambia, Ghana, Guinea, Guinea-Bissau, Kenya, Lesotho, Liberia, Madagascar, Malawi, Mauritius, Mayotte, Mozambique, Mali, Mauritania, Namibia, Nigeria, Niger, Réunion, Rwanda, South Africa, Eswatini, Sao Tome and Principe, Saint Helena and Ascension, Senegal, Sierra Leone, Seychelles, Socotra, Tanzania, Togo, Uganda, Zimbabwe, Zambia Eurosport/Discovery: Pan-Europe, Asia-Pacific (excluding China, Australia, and New Zealand), Japan & Indian subcontinent TV schedule below in UK time and subject to change by the broadcasters. Men’s Tour of Flanders 2024 Discovery+: 08:30 – 15:45Eurosport 1: 09:45 – 16:45 Women’s Tour of Flanders 2024 Discovery+: 14:00 – 17:50 Eurosport 1: 16:45 – 18:30 Men’s Tour of Flanders 2024: Start list Data powered by FirstCycling.com Women’s Tour of Flanders 2024: Start list Data powered by FirstCycling.com Tour of Flanders: Previous men’s winners 2023 – Tadej Pogačar (SVN) UAE Team Emirates 2022 – Mathieu van der Poel (NED) Alpecin-Fenix 2021 – Kasper Asgreen (DEN) Deceuninck-QuickStep 2020 – Mathieu van der Poel (NED) Alpecin-Fenix 2019 – Alberto Bettiol (ITA) Education First 2018 – Niki Terpstra (NED) QuickStep Floors 2017 – Philippe Gilbert (BEL) QuickStep Floors 2016 – Peter Sagan (SLO) Tinkoff 2015 – Alexander Kristoff (NOR) Katusha 2014 – Fabian Cancellara (SUI) Trek Factory Racing 2013 – Fabian Cancellara (SUI) RadioShack-Leopard 2012 – Tom Boonen (BEL) Omega Pharma-QuickStep 2011 – Nick Nuyens (BEL) SaxoBank-Sungard 2010 – Fabian Cancellara (SUI) Saxo Bank 2009 – Stijn Devolder (BEL) Quickstep-Innergetic Tour of Flanders: Previous women’s winners 2023 – Lotte Kopecky (BEL) SD Worx 2022 – Lotte Kopecky (BEL) SD Worx 2021 – Annemiek van Vleuten (NED) Movistar 2020 – Chantal van den Broek-Blaak (NED) Boels–Dolmans 2019 – Marta Bastianelli (ITA) Virtu 2018 – Anna van der Breggen (NED) Boels-Dolmans 2017 – Coryn Rivera (USA) Team Sunweb 2016 – Lizzie Deignan (GBR) Boels-Dolmans 2015 – Elisa Longo Borghini (ITA) Wiggle Honda 2014 – Ellen van Dijk (NED) Boels-Dolmans 2013 – Marianne Vos (NED) Rabobank-Liv Giant 2012 – Judith Arndt (GER) Orica-AIS 2011 – Annemiek van Vleuten (NED) Nederland bloeit 2010 – Grace Verbeke (BEL) Lotto Ladies Team 2009 – Ina-Yoko Teutenberg (GER) Team Colombia Women The following contains contributions from the wider Cyclist team Tour of Flanders 2024: Key climbs Oude Kwaremont The Oude Kwaremont is an important climb at the Tour of Flanders, as it appears three times over the course of the race. The final appearance is 16km from the finish, so serves as the perfect place to grind out an attack. Although it’s not especially steep (average 4%), it is 2.2km long and has ramps up to 12%. Paterberg The Paterberg appears twice in the Tour of Flanders, just 3km after the Oude Kwaremont and is the final climb in the race just 13km before the finish line. Although the Paterberg is less than 400m long, it averages just under 13% and has ramps up to 20.3%. This is the final place for riders to make a big attack – Fabian Cancellara used the final few metres to gap Peter Sagan in 2013, before soloing away to claim victory. Koppenberg Despite its infamy, the Koppenberg only appears once at the Tour of Flanders, 226km into the race. The Koppenberg is steep (average 11%, max 22%) and narrow, but with 44.6km of racing to go is too far away from the finish to be a likely place to mount a race-deciding attack. That said, the racing here is manic as riders do not wish to be caught at the back, where you usually end up walking, ending your race. Tour of Flanders: History The Tour of Flanders, or Ronde van Vlaanderen, the second of five Monuments in the professional racing calendar, can trace its history back to 1913. Most classic races were started to create headlines for a newspaper, and the Tour of Flanders is no different. The race was first conceived by Léon van den Haute, who wrote for Sportwereld, as a celebration of the Flemish region as the other major Belgian race, Liege-Bastogne-Liege, was held in the French-speaking region of Belgium. The first edition of De Ronde left Ghent at 6 am on the 25th of May 1913 and wound its way to a wooden velodrome in Mariakerke through 330km of badly kept roads. The first winner was Paul Deman, aged 25, outsprinting a group of six after over 12 hours of racing. Although the first few editions were successful, the race still struggled to attract a lot of entries, and financial sponsorship with it. The race really gained popularity in the 1930s, perhaps as a result of shortening the race to 264km, and by 1933 there was 164 riders on the start line. The first 40 years of the Tour of Flanders is also famous for not allowing the riders any mechanical assistance. In the ‘30s the rules were changed so that a rider could accept a pump, or spare tyre, but only in an emergency and entirely at the commissaire’s discretion. Bike changes were only permitted if the frame, wheel or bars broke while riding. Over the course of the 1950s, the rules were changed to bring the Ronde more in line with other professional races. The 1960s was the decade that cemented Flanders in cycling history. Tom Simpson became the first British winner in 1961, followed by a huge popularity surge in 1962 that saw the finish moved to Gentbrugge to cope with the spectators. 1969 marked the emergence of Eddy Merckx, who won the race by 5’ 36” over Felice Gimondi – the race’s largest ever winning margin. Era of the ‘Bergs’  Flanders made more big changes in the 1970s – the race was known for its tough course but many of the original roads had been paved over, making the course considerably easier. In 1973 the finish was moved again, this time to Meerbeke, close to the Muur van Geraardsbergen, which became a legendary part of the race. In 1976 the Koppenberg was included, feared by many due to its 22% cobbled ramps, and was the location of the beginning of Roger De Vlaeminck and Freddy Maertens’ bitter rivalry. The 1980s were characterised by complete domination by Belgian and Dutch riders, including the legendary 1985 edition that saw only 24 out of 174 finish. The 1990s era of Flanders is best known for Johan Museeuw’s exploits that included three victories and eight podium finishes. So complete was his control of the race he was nicknamed the ‘Lion of Flanders’.  Post-2000 In 2005 the Tour of Flanders was included in the inaugural UCI Pro Tour, establishing it as one of the five Monuments of cycling. In the 2000s a new star of Belgian cycling emerged, Tom Boonen, who won two consecutive victories in 2005 and 2006, with another following in 2012. The big upset came in 2011, not from the riders but from the organising committee. The race was taken over by ‘Flanders Classics’, who moved the finish to Oudenaarde, much closer to the Koppenberg but also removing the Muur from the parcours to a great outcry from the fans. The Tour of Flanders celebrated its 100th edition on 3rd April 2016. Tour of Flanders: Top five editions 1977 – De Vlaeminck vs. Maertens  Roger De Vlaeminck and Freddy Maertens were the stars of Belgian cycling towards the end of the ‘70s and were bitter rivals. They had both been dropped in the 1976 edition as they both decided they would rather lose than see the other one win. In 1977, Maertens suffered a puncture on the newly introduced Koppenberg while De Vlaeminck broke away. Maertens was given a wheel by a spectator and assisted to the top where he quickly caught De Vlaeminck, who had also punctured. As it was just the two riders together, De Vlaeminck refused to work with Maertens. Maertens rode 70km to the finish, with De Vlaeminck stuck to his wheel, and was then easily beaten by a relatively fresh De Vlaeminck in the sprint. It was De Vlaeminck’s only Flanders win. The riders both fell out and to this day still dispute that day’s events. Maertens claims he believed he was to be disqualified for the wheel swap, and De Vlaeminck supposedly offered to pay him to keep riding and evade the peloton. De Vlaeminck denies this and claims he was riding tactically as he knew Maertens was a better sprinter. 1985 – Vanderaerden vs. the elements Although Eric Vanderaerden’s solo win, aged 23, is worthy of a mention itself, it’s the weather that really grabbed the headlines. Vanderaerden broke a wheel before the Koppenberg but managed to chase back onto a strong leading group including Greg LeMond and his team-mate Phil Anderson. Although a sprinter, Vanderaerden attacked on the Muur and soloed the final 20km to the finish. While the attack is impressive enough, it all took place during a severe storm that broke during the second leg of the race. Of 174 starters, only 24 finished. 1987 – Jesper Skibby vs. the race official  The Koppenberg’s fame comes not only from the steepness of its cobbled slopes but also the narrowness of the road. This all came to a head in 1987, when Danish rider Jesper Skibby was hit by an official car. The car was following close behind and when Skibby began to slow, the car (pressured by the encroaching peloton) knocked Skibby to the ground while trying to pass then ran over his back wheel, narrowly missing his leg and ending his race. After this, the Koppenberg was removed from the race for 15 years while the road was widened. 1994 – Bugno vs. Museeuw Johan Museeuw dominated the Tour of Flanders so much that they nicknamed him the ‘Lion of Flanders’, but 1994 didn’t go his way. While the Belgians owned the race, the Italian classics riders wanted to claim it with Argentin, Bartoli and Bugno all taking wins. In 1994, Museeuw contested the sprint with Bugno and lost by just 7mm – the smallest winning margin in Tour of Flanders history. The next day one newspaper ran the finish line photo with the headline ‘The Sorrow of Flanders’. 2017 – The return of Phil Gil Rumour has it that when Phil Gilbert signed a one-year contract for Deceuninck-QuickStep in 2017, the salary for a former World Champion and triple Monument winner was quite low. If he wanted an extension and a better payday, then big victories would be necessary. With 55km left to ride, Gilbert broke clear of his rivals on the second ascent of the Oude Kwaremont. The next time his rivals would see him, he would be on the top step of the podium having won the Tour of Flanders. Tour of Flanders sportive: Ride report Words: Peter Stuart Photography: Geoff Waugh The top tube of my BMC is currently obscured by a bright yellow sticker that runs along its length. It marks the 15 climbs that lie ahead of me over the 245km of the Ronde van Vlaanderen. This, the hard man event of cycling, promises not only climbs but cobbles, crazy gradients and savage winds that blast across the Flemish landscape. It’s 6.40 am and I’m standing in a state of sleep-deprived hypnosis in a car park beside Bruges’s Jan Breydel football stadium. A few thousand people surround me, many making last-minute adjustments to their bikes before shooting off to the start line 7km away in the centre of town. Unlike most European sportives, the start has no loud music, shouty commentator or starting pistol – instead, participants can set off any time between 7 am and 8 am. By the time I amble to the start line, it’s 7.30 am and all the serious riders have long since departed. I waste no time in hitting the first stretch of the infamous Flemish cobbles.   The path to Oudenaarde The cobble is a curious little artefact. Protruding about one or two centimetres from the ground at random jagged angles, with a slippery and inconsistent surface texture, it would appear to have been designed deliberately to provide the worst possible surface for riding a bike on. Rolling along Bruges’s cobbled city streets, I repeat to myself the advice I’ve been given time and time again: ‘Loose hands, big gear, light steering.’ It’s all going remarkably well, but I begin to suspect these neatly laid stones pale in comparison with what lies ahead. Crossing a drawbridge out of the centre, hundreds of cyclists feed onto the main road and head on the 100km journey to where the cobbles proper begin. Interestingly, none of the routes available on this sportive replicates the precise route of the pro race of the following day. The race organisers decided in 2011 to loop over the Oude Kwaremont climb three times, offering a hub for spectators, but removing some of the classic climbs from the race’s history. In contrast, the sportive follows a hybrid route between the old and new course. It covers 15 climbs (‘bergs’ as they’re called), and a handful of cobbled flat sections. But first comes the trek to Oudenaarde. On seeing the route plan, I imagined we would hurtle through the first 100km on wide roads in a pack hundreds deep. But unfortunately, the organisers are quick to force us onto the cycle paths that border the roads. Little known to me is the fact that the use of cycle lanes is compulsory where they’re available in Belgium. While the cycle paths are impressively maintained and wide, we quickly find ourselves in a thick bunch squeezing through bollards and hoping that no unseen obstacles pop up out of the mass of riders. I get into a conversation with a pair of friendly Londoners, Ryan and Dan, who warn that the next 90km is much the same, but promise that the cobbles will be worth the wait.   Up ahead a handful of riders are powering away from the group. I seize the opportunity for a little more space and sprint my way up to them. I glance behind and see a solitary figure chasing us down. ‘That’s one match burnt,’ he exclaims in a strong Irish accent. In our smaller group we manage to cover the first 100km in a little under three hours. Herbie, the match-burning Irishman, has pushed hard on the front at an alarming pace that means that by Oudenaarde I’m slightly worried that my own matchbox may soon be empty. The tip of the Berg As seemingly flat as the region of Flanders may be, it’s also home to innumerable short climbs with painfully steep gradients. It’s what makes the Tour of Flanders the domain of only the toughest riders. What’s more, the insistence by the Flemish government to protect the cobbled road surfaces as sites of national heritage gives rise to a unique feature – the cobbled climb. The first climb of the day is already strewn with broken spirits. The Wolvenberg, reaching only 60m of elevation at an average of 4%, looks easy on the route profile but it includes a nasty 200m stretch of 20%, and as we grind up the slope I’m painfully aware of the 130km left ahead of me.    Having crested the Wolvenberg we hit two flat cobbled sections in quick succession that make me realise just how mild the Bruges stretch was. My hands are tightening up, I’m pushing all my effort into a big gear and maintaining a reasonable speed, but it comes at a great cost to the energy reserves in my legs.  After our flirtation with cobbles, the road returns to glorious tarmac for a while, cutting through sunny farmlands, until I spy a cobbled path emerging from the hedgerow to our left. Looking ahead at the Molenberg snaking up into the hillside, I get my first real taste of the savagery of the Ronde. The Molenberg is extremely difficult to climb. The cobbles give little traction and the road tilts up to a punishing 15%. More than a muscular or cardiovascular demand, the real challenge is maintaining balance. Remembering the friendly advice of fellow cyclists, I try to keep the gear high and my hands loose, but it’s easier said than done. I’m struggling to keep a decent cadence and I’m gripping my bars for dear life.   What’s more, by the time we hit the cobbled climbs, we’re arriving alongside the stragglers from the shorter routes, and I have to dart and squeeze through gaps while keeping up some reasonable pace on the climb. The Molenberg is followed by an easy 20km on tarmac punctuated by cobbled and concreted sections. But it’s not long before the climbs are back, with the paved Valkenberg and Boigneberg striking in quick succession, and the cobbled Eikenberg following. The gutter offers some relief from the cobbles, although I feel a little guilty for rolling along its flat surface. Herbie, who I’ve stuck with so far, looks away in disgust, opting instead for the middle of the pavé. ‘You can avoid cobbles at home, mate!’ he shouts. Then, only a food stop separates us from the hardest climb of the day – the Koppenberg. King of the cobbles In the run-up to the Koppenberg, it seems that only me and a Flemish man, who must be in his late seventies, seem to be keen on doing any of the work at the front of our little chain gang, and by the time we reach the foot of the climb, it’s clear enough why – the road is crowded with walking cyclists. On the lower slopes, the cobbles immediately drain what little reserves I have left, and I switch straight into my easiest gear – fortunately a considerate 34/32. As the Koppenberg starts to bite, I’m juggling the quad-tearingly steep gradient with my route through the crowds and my traction on the cobbles. It was here in 1987 that Danish pro Jesper Skibby famously hit the ground while on a solo break, and was subsequently run over by the race director eager not to hold up the chasing pack. I’m hopeful not to reenact the scene.   I manage to stay upright, and just as I feel like I’m about to pop, I suddenly seem to be airborne and floating above the road. The cobbles have given way to tarmac and the relief is exquisite. Before I have my breath back we hit the Steenbeekdries, which again mixes incline and cobbles. It’s also the only stretch of the course to offer a cobbled descent, which is a prospect that has my already aching joints twanging with trepidation. Strangely, at speed the cobbles seem barely perceptible, and I touch 45kmh on the descent (a glance at Strava afterwards shows that Nikki Terpstra hit 65kmh on this same stretch).  Next comes the Taaienberg, followed quickly by the Kanarieberg, the Kruisberg and the Karnemelkbeekstraat. Keeping track of the climbs is almost as exhausting as riding up them, but I know we’re winding towards the finish now, with a couple of obstacles in our way – the queen climbs of the day. The Oude Kwaremont and the Paterberg are both cobbled, with the Kwaremont being the longest climb of the day, and the Paterberg the steepest.  The Kwaremont may be long, but it’s considerate in its incline and begins with a winding 5% tarmac section (it will be here that Fabian Cancellara will make his break in following day’s pro race to win the 2014 Tour of Flanders). When the cobbles hit, there’s no hiding as there’s not even an inch of gutter, but I’m finding my rhythm and with the sun out, and the land opening up to pleasant vistas, I’m beginning to enjoy the rattle of the cobbles. The pavé spikes up to an aggressive 12%, but then levels off and moves to a shallower 3% stretch. I spot some flat paving in the gutter and steal a moment of relief, until Herbie’s look of disappointment pulls me back onto the cobbles. Looking over the rolling Belgian fields, I can see why, despite its desolate flatness, Flanders holds a magnetic charm over cyclists. The Paterberg is the centrepiece of the pro race, featuring three times. The climb has an interesting history, in that it’s one of the least historical climbs of the race. It was featured for the first time in 1986, only after local farmer, Paul Vande Walle wrote to the organisers insisting his own self-paved farm track outdid any of those currently included in the race. They repaved it to ‘regulation’ cobbles and it’s beena central feature ever since.   Squeezing my way up, I curse Vande Walle with all my limited breath. Taking the first corner of the Paterberg, the full 400m cobbled stretch lies in view, and the summit seems desperately far away. I’m sitting in my trusty 34/32 and trying to keep my cadence in double figures, but I do feel I’m finally learning how to handle this abominable road surface – balancing my weight evenly on the bike, I leave my hands loose and let the bike find its own way. Finally I reach the cheering crowds at the summit of the berg, and it’s all downhill from here. What starts off as an amble, with everyone catching their breath after the Paterberg, slowly gains speed towards the finish and grows into a full-on train. With Herbie and two Flandrians taking turns on the front, I glance down to see 50kmh pop up on my Garmin on flat roads. As the line approaches, our growing pack readies for the final sprint, even though the fastest finishers came in long ago. I fly under the banner and raise a weary arm aloft, before slamming on the brakes to avoid the hordes of riders taking selfies around the finish line. As I settle down in a cafe, my bones simply don’t feel right. I’m dehydrated to the point of mummification and I fear it could be days before feeling returns to my perineum. Despite the satisfaction of covering 245km in a day, I slightly resent the first 100km – it only served to dilute the charm of the cobbles, and hampered my opportunity to attack them as hard as I would have hoped. Next time, maybe I’ll choose the mid-distance event, but one thing is for certain, I know the cobbles will draw me back again. The post Tour of Flanders 2024: Route, how to watch, history and all you need to know appeared first on Cyclist.

Tadej Pogacar is absent from the cobbled classics this year, not taking part in the Tour of Flanders or the other classics including the E3 Saxo Classic. In his absence, the team presents a new set of leaders including Tim Wellens. The team features Tim Wellens who has performed greatly over the Ope...

Archie Ryan (EF Education-EasyPost) hasn’t kept Irish cycling fans waiting to get a look at him imposing himself off the front of the bunch in the 2024 season on the climbs of Europe. In his first European stage race of the new campaign yesterday the Irishman threw caution to the wind and went for it. […] The post Archie Ryan | “The form is good, I’ll have a crack on the harder stages” appeared first on Sticky Bottle.

Ronan Tuomey wins the 2024 Lacey Cup Photo Courtesy of Tralee Manor West BC   Lacey Cup 2024 Promoted by Tralee Manor West BC       The post Results: Lacey Cup 2024 appeared first on IrishCyclingNews.com | Irish Cycling News | IrishCycling.

Comment & Analysis: A new bridge using the abutments of the former Clifden Railway Bridge “will reduce a current 1.1km journey by foot or bicycle to one of just 131m,” according to documents released by Galway City Council. The council said that the bridge will be transformational, but without changes, it won’t reach close to its full potential from day one. While the Salmon Weir Pedestrian and Cycle Bridge is a welcomed addition to Galway City, a clear lesson from that project is that the connections at both ends of bridges need to be looked at while planning bridges. Of course, a bridge project should not be focused on building a full route, but councils should have reasonable-length connections to bridges as part of the bridge project or a long side it to be ready at the same time. It shouldn’t be left as something to do later. The bridge honestly could be transformational and be a far better cycling link than the primary routes north and south of it — north is along a four-lane road, and south is along what will become a bus priority route with cycling mixing with buses. If the University of Galway is serious about its climate action commitments, then it should look at how cycling could really help Galway decarbonise. Irish universities seem in love with the idea of shared paths which don’t work for people walking or cycling. There’s an opportunity to lead the way with a partnership between the City and the University to provide links around and through the campus using a mix of cycle paths and traffic-calmed low-traffic access streets seamlessly connected in the campus and beyond it. A key part of this would be the proposed Clifden Railway Pedestrian and Cycle Bridge, which is currently at public consultation at galwaycity.ie/clifden-railway-pedestrian-and-cycle-bridge. These are the main photomontages of the three options: This is the draft drawing which shows the shared areas on both sides of the bridge: This is the University of Galway side of the bridge. The planned work includes reconfiguring the car park. Given the space available, there should be enough space to keep walking and cycling separate through this area. People cycling on the bridge should be seamlessly linked to cycle paths or seamlessly into low-traffic access streets. Walking has priority with zebras, but cycling should also have priority over car park traffic here. The full route be part of the Connemara Greenway, but a route to the northern end of the campus, the student accommodation and the IDA Business Park should get priority. A seamless connection into the access streets is the very least that should be delivered by the time the bridge is in place. The Newcastle Road link should also be at least partly built by the time the bridge is in place — these links would be useful for students even ahead of the bridge. Providing the connections on the city side of the bridge is even more problematic: The bridge ramp with green sides in the bridge drawing above is the same spot as the black and white shaded area shown in the top centre of the image below, which is from the BusConnects Cross-City Link. Some significant changes will have to be made to the BusConnects Cross-City Link in the detailed design stage or at some stage before the bridge is built. The design for cycling at the moment is the opposite of continuous or seamless: For the project to be transformational, it will need seamless connections to Headford Road, into the city centre, and northbound to Dike Road. It won’t be transformational with design like this: The width of the bridge might also look ok-ish for current levels of cycling in Galway, but should we be looking for further levels of cycling, especially for elements such as bridges, which are supposed to last for a very long time? The Cycle Design Manual outlines the widths of cycle routes where there are different expected cycling flows. For a bridge between one side of a city and another with a university on one side and a city centre on the other, it should be safe to say 300 cycles per hour at the peak is not an unrealistic expectation. It would also be safe to presume that there will be a high enough number of people walking on the bridge, at least at peak times (which is what the manual says is important), and the bridge and ramps are long enough at around 400 metres. In this case, the council is considering 2.5 metres for the pedestrian area. They calculate this using the Design Manual for Urban Roads and Streets — 2.5 metres in DMURS is the “Desirable space for two people to pass comfortably. Areas of low to moderate pedestrian activity.” IMAGE: DMURS. I don’t think that accounts for clusters of university students. But even if we say 2.5 metres for pedestrians is on the low side but fine, the width for cycling also seems to be low. The Cycle Design Manual seems to suggest a “desirable minimum width” of 4.5 metres for the cycle path, including a 0.5-metre space beside the railing side on the bridge, or an “absolute minimum width” of 3.5 metres. The current cycling side is 3.15 metres. It’s not dreadful, but it’s not planning for the future. But the Cycle Design Manual also accounts for gradients. It states: “On gradients greater than 3%, cycle track width should be increased by 0.25 m to allow for greater lateral movement.” The report on the bridge says there will be a max gradient of 5% — that would suggest gradients greater than 3%. If that’s the case, this means that the “absolute minimum width” on the ramps is pushed up to 3.72 metres on the ramps or a desirable width of 4.72 metres. So that’s between 6.22m to 7.22m. It might not seem much more than the 5.65m on the cross-section of the bridge above, but it is if we want this bridge to be truly transformational.

Riding and training on an indoor trainer means riding on the spot, but the Wahoo KICKR MOVE smart trainer wants to change all that. By introducing fore and aft movement, that static feeling gives way to dynamism. Can this put a swing in your indoor training step, or will it throw you off? Wahoo KICKR MOVE | Tester Jan | Duration 6 weeks | Price € 1,599.00 | Weight 30 kgIntended use long indoor sessions, regular indoor training | Manufacturer’s website You’ll find plenty of haters of indoor training all over the world. In summary, the biggest complaint sounds something like this: despite all the training platforms like Zwift or ROUVY, indoor training simply isn’t fun. It’s too static, too boring, and too unrealistic. And every extra minute feels like an eternity. Long sessions of more than an hour, in particular, require real perseverance. In recent years, however, attempts have been made to combat this problem dynamically. A realistic riding experience promises to spice things up. Devices like incline simulators and steering pads were invented for this purpose. But even with these tools, you’re still riding on the spot. Other manufacturers tried rocker plates and suspension to make trainers less rigid, and the Wahoo KICKR MOVE smart trainer now wants to take things one step further, introducing lots of movement and thus creating a realistic riding experience. Will this really give indoor training the upswing it needs? Lots of pain, little fun: this is what indoor cycling often looks like. The Wahoo KICKR MOVE is designed to change that. The Wahoo KICKR MOVE smart trainer in numbers Price: € 1,599.00 Weight: 30 kg Dimensions assembled (L x H x W): 68×88×50 cm Max. power: 2,200 W Accuracy: ± 1% Max. simulated incline: +20% Max. simulated decline: -10% Axle compatibility: quick release – 130/135 mm, thru-axles – 142/148 mm Connectivity: ANT+, ANT+ FE-C, WiFi, Bluetooth, Direct Connect Maximum rider weight: 113 kg The Wahoo KICKR MOVE rests on height-adjustable rubber feet, which are also designed to absorb small impacts. Keep on moving – How does the Wahoo KICKR MOVE work? Over the past few years, Wahoo have proven that they know a thing or two about smart trainers. Their devices are undoubtedly among the most popular and widely used in the indoor trainer market. The Wahoo KICKR CORE also prevailed in our last smart trainer group test. When it comes to smart trainer accessories, Wahoo have also always had their fingers in the pie. Examples include the Wahoo KICKR CLIMB, which simulates gradients, and the Wahoo Headwind, which is a fan that automatically adapts to your heart rate or speed. In addition to the standard features of a high-end smart trainer, the new Wahoo KICKR MOVE also has a movement function. The trainer unit that connects to the wheel sits on a rail, so it can move freely back and forth as you train. On the one hand, this back and forth movement should provide a better and more realistic riding experience, and on the other hand, it also promises increased comfort by mitigating any jerking movements when you pedal. As with other direct mounted trainers, the bike connects directly to the cassette and axle of the flywheel. The entire trainer unit can then rock, creating fore and aft motion. The range of motion depends on the input of the rider. In other words, the trainer should move significantly less at a leisurely 140 watts than in an all-out sprint. The rubber feet on which the Wahoo KICKR MOVE rests are also intended to provide a little bit of give and damping when tilting the bike left to right. Furthermore, the fore and aft movement on the rail can be locked out if desired. A lockout function allows you to lock the movement of the trainer with a flick of the foot. You can even do this while sitting on the bike, so there’s no need to get off. Setting it all up is super simple and very clearly documented. Although an 11-speed cassette is included, there is a chance it won’t work with your bike, so you might have to get your hands dirty. All aboard – Testing the Wahoo KICKR MOVE Putting everything together and setting up is as easy as usual. You’ve really got to try not to get the Wahoo KICKR MOVE running. It comes fitted with an 11-speed, 11–28 t cassette out the box. It weighs in at a hefty 30 kg, which is due to the sturdy steel construction. But that also makes it feel very solid and dependable. Pairing with your PC, laptop, or Apple TV couldn’t be easier. Zwift automatically detects the trainer and all sensors without having to manually pair or search. Plug and play in the best sense. So, all there’s left to do is swing your leg over the saddle and get to it! The added movement makes training on the roller feel noticeably more natural and also more pleasant, right from the get go. However, the movement is a lot more subtle than you might think. It’s not meant to rock all the way forwards and backwards, but to accommodate the many small movements that happen while pedalling. The KICKR MOVE compensates for these by sliding back and forth just slightly. The riding experience is much closer to real cycling. The increase in comfort is mainly due to reduced pressure on your hands and buttocks. Pairing with a PC is automatic and quick. When sprinting or churning out the watts while standing, the added movement feels somewhat obstructive because it can get a bit shaky and even throw off your rhythm. Fortunately, you can lock out the movement by tapping the lockout switch with your foot, which is rather convenient and quick to do. Locking out the movement makes a lot of sense for FTP tests or Zwift races. In these instances, the fore and aft movement feels like it absorbs your input. But that’s just when you’re really hammering on the pedals. With a wattage output at around your threshold effort – which is between 280 and 320 watts in our case – this is hardly relevant. It’s only when you lock out the rail that you can feel how much more natural the small back and forth movements really feel. However, the lateral movement due to the design of the rail takes some getting used to, and remains even when you activate the lockout. The slight swaying isn’t that intense, but it is noticeable. On another note, the noise generated by the Wahoo KICKR MOVE is perfectly in line with what you would expect from a high-end smart trainer. When sprinting, the fore and aft movement of the Wahoo KICKR MOVE can disrupt your flow. Therefore, we recommend locking out the rail for online races, FTP tests, and all-out intervals. Our conclusion on the Wahoo KICKR move smart trainer The fore and aft movement of the Wahoo KICKR MOVE smart trainer results in much more pleasant riding experience as well as increased comfort. Since you can’t lean into corners, the riding experience still isn’t realistic, though it’s significantly more realistic than many static indoor trainers, nonetheless. The lateral movement takes some getting used to and, in contrast to the fore and aft movement, there’s no stopping it. Ultimately, if your indoor training sessions last 90 minutes or more, you will benefit from this device. Topsvery realistic riding experienceeasy to assembleeasy pairing with Zwift and other training softwareFlopsthe lateral movement cannot be stopped For more Information visit wahoofitness.com Der Beitrag THE LAB – Wahoo KICKR MOVE smart trainer – You like to move it move it? erschien zuerst auf GRAN FONDO Cycling Magazine.