Staff at the action camera company have already been through numerous rounds of redundancies

BMC now has two electric road bikes in its line-up, with the Teammachine offering a faster, racier ride than the endurance-focused Roadmachine AMP. Prices range from 7,999 up to a lofty 13,499

From the 6th to the 11th of April, the peloton will travel to the Basque Country, one of cycling's holy regions, for Itzulia Basque Country. The six-day stage-race is always marked by the steep climbs, the narrow roads, unstable weather and passionate fans, which are never missing in one of the spri...

Replacing the EC90 SL, the new Easton EC90 ALX crankset is the lightest the company has ever made. With a wear plate and a design focused on minimizing excess weight, its a complete redesign. Get to know these new carbon cranks below...The post The Easton EC90 ALX Crankset is the Companys Lightest Yet appeared first on BIKEPACKING.com.

Avinox disrupted the eMTB market and kicked off the motor-power wars a couple of years ago with its M1 drive unit. Since then, the Avinox M1 has proven to be very popular among consumers and reviewers, receiving high praise not just for its massive power but also for its compact form, smooth power delivery, user interface, and quiet operation. It was only a matter of time before Avinox introduced its next product, which it did earlier today with the highly anticipated, even more powerful M2S drive system.And when we say highly anticipated, we mean it. According to Avinox, over 60 industry partners have integrated the newest Avinox systems. It seems that many brands across the industry are eager to incorporate the new M2S motor into their latest eMTBs. Weve been seeing teases of these Avinox-powered bikes with unknown motor specs for the past several weeks, and even as far back as Athertons announcement in January. With these early announcements, its clear that many brands were hoping to get some attention before the Avinox avalanche happens all at once today. The new Avinox M2S drive unit and the touchscreen display unit, as seen on the Pivot Shuttle AMPd. (photos/Pivot) Nine (of the many) New Avinox-Powered eMTB ModelsAnd an avalanche it is. In addition to the latest Amflow bike that Cory has had a chance to ride, weve got press materials on 8 other new models that well also cover below. On top of that, were told that new Avinox-powered bikes are coming from at least 12 other brands. You can take a deep dive into the new Avinox M2S drive system in our launch coverage. But if youd rather not, here are the quick hits:The M2S takes eMTB power to a new level with 1300 watts of peak power and 130 Nm of torque, plus shorter (60 seconds) bursts of up to1500 watts and 150 Nm in Boost mode. It has a compact form factor with stated dimensions of 107mm (H) x 172mm (L), and a weight of 2.65 kg. Additionally, Avinox is introducing a new 700Wh battery (3.77 kg) to power it, along with the existing 600Wh and 800Wh options. It is controlled with a wireless remote and an OLED touchscreen control/display. It has five riding assistance modes Eco, Auto, Trail, Turbo, and Boost which are customizable through the Avinox Ride AppPivot Shuttle AMPdThe Pivot Shuttle AMPd. (photo/Pivot)Pivot is adding yet another model to its steadily growing range of eMTBs. The new Shuttle AMPd joins the party as an Avinox-powered version of the 150/160mm Shuttle AM (all-mountain). Like its Bosch-powered sibling, the AMPd features a carbon frame with a dw-link suspension layout. It comes stock with a mixed wheel setup, and theres a flip-chip to switch the rear to 29 on the S-XL sizes; XS is 27.5 only.The new Shuttle AMPd is ready to send. (photo/Pivot)Compared to the existing Shuttle AM, Pivot went a bit more aggressive with the geometry, including a 63.3 (low) / 63.7 (high) degree head tube angle. This is because Pivot says this bike bridges the gap between the existing Shuttle AM and Shuttle LT, and maybe to compensate for the big power of the M2S motor, too. Check out the geometry chart for the rest of the details, but note that this is for the high flip chip setting.Pivot Shuttle AMPd geometry chart, high setting.Shuttle AMPd Team XX Eagle Transmission: $14,499Fox Factory 38 fork, Fox Factory Float X shock, SRAM XX AXS Transmission drivetrain, SRAM Maven Ultimate 4-piston brakes, Pivot Phoenix cockpit, RockShox Reverb V2 dropper, DT Swiss Hybrid HX1501 arbon wheels (MX), Continental Kryptotal tires (Enduro casings)Shuttle AMPd Pro XO Eagle Transmission: $11,999RockShox Zeb Ultimate fork, RockShox Super Deluxe Ultimate shock, SRAM XO AXS Transmission drivetrain, SRAM Maven Silver 4-piston brakes, Pivot Phoenix cockpit, OnUp V3 Dropper, DT Swiss Hybrid HX1501 wheels (MX), Continental Kryptotal tires (Enduro casings)Shuttle AMPd Ride GX Eagle Transmission: $9,499Fox Performance 38 fork, Fox Performance Float X shock, SRAM GX AXS Transmission drivetrain, SRAM Maven 4-piston brakes, Pivot Phoenix Cockpit, OneUp V3 Dropper, DT Swiss E532 wheels (MX), Continental Kryptotal tires (Enduro casings)PivotCycles.comYT Decoy XYTs new Decoy X. (photo/YT)YT Industries appears to be coming out the other side of the financial issues that have plagued the brand for some time. Since the brands founder and CEO, Markus Flossmann took back over, weve seen some action from YT in recent months. Now, YT is joining the Avinox party with the new Decoy X, a bike that it says has earned the tagline: It feels illegal. The Decoy X has an aluminum frame, 160/170mm of travel, and it rolls on MX wheels. As such, it falls into YTs e-enduro category, with a long, slack, and aggressive geometry to match.The Decoy X looks ready to shred. (photos/YT)YT Decoy X Launch Edition: 8,499 / 8,499Fox Podium Factory fork, Fox Factory Float X2 shock, SRAM XO AXS Transmission drivetrain, SRAM Maven Silver brakes, DT Swiss HX1500 rims w/ 240 hubs incl. DF technology, Fox Transfer Factory dropper, Continental Kryptotal Enduro casing tires, includes 12A fast charger.The Decoy X Launch Edition is available for pre-order in the UK and European markets, and YT hopes to make it available soon in the U.S. market as well. In addition to the Launch Edition build described below, YT says it intends to roll out a full CORE range this summer with 4 price points and build specs.YT-Industries.comAtherton S.170EThe S.170E had a very distinctive look with the lugged aluminum frame and a round downtube with a 700Wh battery. (photo/Atherton)Atherton began teasing its first eMTB back in January, showing us a bunch of dimly lit photos of an aluminum frame, and thats about it. They were available for preorder months ago, and Atherton sold out the first two rounds before even revealing the motor specs. Well, now we know the rest of the details. The S.170E is powered by the new Avinox M2S motor, but unlike many of the other bikes listed here, it will be specd with the slightly smaller 700Wh battery, so they could have a cylindrical downtube.The S.170 is made from aluminum and has Athertons distinctive lugged frame construction. It gets 170mm of DW4 suspension paired with a 180mm fork. Geometry is as aggressive as youd expect from the primarily gravity-oriented brand, and they offer a whopping 12 frame sizes, too.Dan Atherton riding the new Atherton S.170E. (photo/Atherton)S.170E Build 1: 8,999 / 8,549.05Fox Factory 38 fork, Fox Float X2 Factory shock, SRAM XO Transmission drivetrainS.170E Build 2: 7,999 / 7,599.05RockShox Zeb Ultimate fork, RockShox Vivid Air Ultimate shock, SRAM GX TransmissionS.170E Build 3: 6,999 / 6,649.05RockShox Zeb Select, RockShox Vivid Air Select, Eagle 90 TransmissionAthertonBikes.comMondraker ZENDITThe Mondraker ZENDIT RR. (photo/Mondraker)Mondraker is another brand that hit us with a two-part launch of its new ZENDIT eMTB. We went over the details in the first part of the launch, so check out this article for a deeper dive. The quick and dirty description is that the ZENDIT has a carbon frame that gets 165/170mm of travel using Mondrakers unique ZERO suspension platform. Its a mixed-wheel size affair, but it can be run as a full 29er with a flip chip. The only details that were missing from the first part of the launch were the motor specs, which we now know to be the Avinox M2S drive unit and the 800Wh battery.Build options, pricing, and all of the other details are in our first post, so check it out to learn more, or head on over to the Mondraker website.Mondraker.comTeewing Flux OneThe Teewing Flux One. (photo/Teewing)Teewing is a small, up-and-coming eMTB brand that, until now, has only had one model to its name. We got an exciting video teaser of UK ripper Josh Gleeve shredding around on the brands second model, the Teewing Flux One, just last week. Based on the video, the new Avinox-powered Flux One appears ready to really get after it on the trails, and it comes with the 800Wh battery so you can go all day. The Flux One features a full-carbon frame with a category 5 rating, a 180mm fork, and 178mm of high-pivot rear suspension, in the stock mixed-wheel configuration. It can be run as a full 29er, in which case, the rear travel is reduced to 170mm. In addition to changing the rear wheel size, the frame has adjustable geometry, which means theres a lot to unpack on the geometry chart. The takeaways are that its long, low, slack, and adaptable, but it only comes in three frame sizes, M-XL.Josh Gleeve riding the Teewing Flux One. (photo/Teewing)Teewing Flux One A: 6,899Fox Performance 38 fork, Fox Performance Float X shock, SRAM Eagle 90 Transmission, SRAM Maven Base brakes, Formula M7 wheels, Maxxis DoubleDown tires, Teewing Enduro cockpit, EXA Form dropper post.Teewing Flux One Pro: 8,999Fox Factory 38 fork, Fox Factory Float X2, Shimano XT Di2 wireless drivetrain, Shimano XT 4-piston brakes, Formula M7 Pro Hybrid Carbon wheels, Maxxis DoubleDown tires, Teewing Enduro Carbon cockpit, Fox Transfer Factory dropper.TeewingBikes.comWhyte Karve EVOThe Whyte Karve EVO RSX. (photo/Whyte)Whyte Bikes has a new Avinox M2S powered eMTB that it says is all thriller, no filler. The new Karve EVO is a gravity-oriented e-bike thats made for self-shuttling to the most extreme lines. The frame has a carbon front triangle paired with an aluminum rear end, and it gets 180mm of travel thats intended to be paired with a 180mm travel fork. It comes in a mixed wheel size setup, but can be converted to a full 29 if thats what people are after. The included geometry chart was low resolution and hard to read, so here are some of the important numbers. The Karve EVO comes in 3 sizes: M, L, and XL, with reach measurements of 457, 482, and 507, respectively. The head tube angle is 63.3 (high) / 62.7 (low), and the seat angle is in the 77-degree range but varies slightly between sizes. Rear center/chainstay length also varies, starting at 445mm and adding 10mm per size. The Whyte Karve EVO RS. (photo/Whyte)Whyte Karve EVO RSX: 7,299 / 8,399 (target price)Rockshox Zeb Ultimate fork, RockShox Vivid Air Ultimate shock, SRAM AXS Transmission drivetrain, SRAM Maven Silver brakes, DT Swiss Hybrid H1900 wheels, Adjustable travel full-insertion dropper post, Ride Wrapped from the factory.Whyte Karve EVO RS: 5,650 / 6,399 (target price)RockShox Zeb Select fork, RockShox Super Deluxe Select shock, SRAM Eagle 90 Transmission drivetrain, SRAM Maven Base brakes, Adjustable travel full-insertion dropper post, Ride Wrapped from the factory.WhyteBikes.comLee Cougan FlThe Lee Cougan Fl Carbon Pro in Pure Black. (photo/Lee Cougan)Lee Cougans first Avinox-powered eMTB is the Fl, equipped with the M2S drive system and 800Wh battery. The Fl is built with a full-carbon frame that the brand claims weighs just 2.5 kg (size M, including hardware). It gets 160mm of travel front and rear. All sizes come stock with MX wheels, but a flip-chip allows riders to switch to a full 29 setup if thats the preference. Geometry numbers appear pretty standard for the travel bracket, with a 64-degree head tube angle, 77-degree seat tube angle, and reach numbers starting at 443mm on a small and topping out at 500mm on the large frame. It comes in three frame sizes, S-L, and two colors, Pure Black and Stone Wave.The Lee Cougan Fl appears ready to flow up and down the mountain.Lee Cougan Fl Carbon: 6,899RockShox Zeb Select suspension, RockShox Super Deluxe Select, Magura MT5 brakes, SRAM Eagle 90 Transmission, and Ursus Pura M Alu wheels, Continental Kryptotal Tires w/ Enduro Casings.Lee Cougan Fl Carbon Pro: 8,699RockShox Zeb Ultimate fork, RockShox Super Deluxe Ultimate shock, SRAM GX AXS Transmission drivetrain, Magura Gustav Elite brakes, and Ursus Pura M Carbon wheels, Continental Kryptotal Tires w/ Enduro Casings.LeeCougan.comBH iLynx+ DLThe BH iLynx+ DL. (photo/BH)The Spanish brand BH Bikes drops in with its Avinox M2S-powered eMTB, known as the iLynx+ DL. The frame is built with BHs Ballistic Carbon Layup technology for optimized stiffness-to-weight and durability to handle the 170mm of Split Pivot suspension travel and 180mm fork. Indeed, BH made this bike for riding in aggressive terrain, and that shows with the purposefully aggressive geometry to match. That includes the 63.5-degree head tube angle, 77.5-degree seat tube angle, 450mm chainstays, and healthy reach measurements (495mm on a size large). While most of the bikes in this article roll on mixed wheel sizes, the BH iLynx+ DL comes as a full 29er, which speaks to its high-speed intentions. It is available in four frame sizes, S-XL. It comes in red, silver, and black, along with custom colors through the BH Unique program. BH offers six complete builds, starting at 5.399,9.Long travel plus lots of power for the BH iLynx+ DL. (photo/BH)iLynx+ DL Enduro Carbon 9.8: 8.999,9Fox 38 Factory fork, Fox Factory Float X2 shock, Shimano XTR Di2 drivetrain, Shimano XT 4-piston brakes, DT Swiss H1700 TR wheels, Maxxis tires, Fox Transfer Factory dropper.iLynx+ DL Enduro Carbon 9.7: 7.999,9Fox 38 Factory fork, Fox Factory Float X2 shock, Shimano XT Di2 drivetrain, Shimano XT 4-piston brakes, DT Swiss H1900 TR wheels, Maxxis tires, X-Fusion Manic dropperiLynx+ DL Enduro Carbon 9.6: 6.999,9Fox 38 Performance fork, Fox Performance Float X shock, Shimano XT/Deore Di2 drivetrain, Shimano XT 4-piston brakes, Race Face Ar 30 wheels, Maxxis tires, X-Fusion Manic dropperiLynx+ DL Enduro Carbon 9.5: 5.999,9Fox 38 Performance fork, Fox Performance Float X shock, Shimano XT/Deore mechanical drivetrain, Shimano MT520 4-piston brakes, Race Face Ar 30 wheels, Maxxis tires, X-Fusion Manic dropperiLynx+ DL Enduro Carbon 9.1: 5.999,9Fox 36 AWL fork, Fox Float Rhythm shock, Shimano XT/Deore Mechanical drivetrain, Shimano MT520 4-piston brakes, Race Face Ar 30 wheels, Maxxis Tires, X-Fusion Manic dropper.iLynx+ DL Enduro Carbon 9.1: 5.399,9Fox 36 AWL fork, Fox Float Rhythm shock, Shimano Deore Mechanical drivetrain, Shimano MT520 4-piston brakes, Race Face Ar 30 wheels, Maxxis Tires, X-Fusion Manic dropper.BHbikes.comAmflow PX & PR(Photo/Cory Benson)Were just going to briefly add the new Amflows here because Cory has it in much more detail in his separate First Rides review of their top-spec Amflow PX Carbon Pro. Read more here. Both are highly adjustable all-mountain ebikes powered by the new Avinox motors. 160mm fork travel, 150mm rear 4-bar travel, 64.2-64.5 head angles. They get 5-position head angle adjustment, 2-position ride height flip-chip, and 4-position chainstay length flip-chip adjustability. All come standard as mullets, but can be run full 29er too.The PX is available in Europe & Australia now, coming soon to the USA. The PR comes later this year globally.Amflow PX Carbon Pro 9000 / 10,000 / $10,200Avinox M2S motor & 700Wh internal battery. Fox 36 Factory fork, Fox Float X Factory shock, wired-in SRAM X0 AXS Eagle Transmission, Magura Gustav Pro 4-piston brakes, Amflow XMC-30 carbon wheels, Schwalbe Gravity Radial tires, Amflow mechanical dropper.Amflow PX Carbon: 6500 / 7000 / $8000Avinox M2S motor & 700Wh internal battery. Fox 36 Performance fork, Fox Float X Performance shock, wired-in SRAM S1000 AXS Eagle Transmission, Magura Gustav Pro 4-piston brakes, Amflow XMA-30 alloy wheels, Schwalbe Gravity Radial tires, Amflow mechanical dropper.Amflow PR Carbon Pro: 5400 / 5900 / $6800Avinox M2S & removable 800Wh internal battery. Fox 36 Performance fork, Fox Float X Performance shock, wired-in SRAM S1000 AXS Eagle Transmission, Magura Gustav Pro 4-piston brakes, Amflow XMA-30 alloy wheels, Schwalbe Gravity Radial tires, Amflow mechanical dropper.Amflow PR Carbon: 4000 / 4500 / $5000 lower power Avinox M2 motor & removable 800Wh internal battery. Fox AWL HD Sport fork, Fox Float Rhythm shock, wired-in SRAM S1000 AXS Eagle Transmission, Tektro TKD173 4-piston brakes, Amflow XMA-30 alloy wheels, Maxxis tires, Amflow mechanical dropper.AmflowBikes.comThe post Avinox Avalanche Roundup: Nine New eMTBS Launching w/ New Avinox M2S Drive Unit appeared first on Bikerumor.

Hell of the North trophy hunters are putting riders' lives at risk

Crashes, illness, and withdrawals are an unavoidable part of any stage race, and Itzulia Basque Country 2026 will be no exception. With narrow roads, technical descents, and relentless climbing throughout the week, incidents can quickly reshape both stage results and the overall general classificati...

Team Visma | Lease a Bike have confirmed their lineup for Paris-Roubaix 2026, with Wout van Aert set to lead the team into Sundays Hell of the North. Alongside the Belgian, Visma will field Christophe Laporte, Edoardo Affini, Matthew Brennan, Pietro Mattio, Per Strand Hagenes and Owain Doull. For V...

Comment & Analysis: The idea that a project is established in local and national policy should hold some weight, but the An Coimisian Pleanala Inspectors Report on the N6 Galway City Ring Road shows little willingness to analyse the validity of such policies or how they conflict with other policies. At least not in terms of the outcome of similar roads all around the world.The Government is moving, as part of the Critical Infrastructure Bill 2026, to gut the Climate Action and Low Carbon Development Act 2015 by allowing authorities to set aside requirements to consider our legally binding climate commitments when making their decisions. It seems the Galway ring road will be added to a list of Critical Infrastructure. This is a reality-bending move where critical projects are not subject to full assessment based on their climate impact. In a joint statement today, Galway County Council, Galway City Council and Transport Infrastructure Ireland said they welcome the decision of An Coimisin Pleanla to grant approval for the N6 Galway City Ring Road (N6GCRR).They said: The N6 GCRR is a core component of the wider transport solution for Galway City and County, complementing BusConnects, ongoing rail enhancements, Active Travel and the continued delivery of other major transport initiatives under the Galway Transport Strategy (GTS).But who actually believes the other measures will fully balance out or even counter the effects of the second ring road? It seems the planning inspector and the planning board do. In his report, Toms Bradley, a senior planning inspector at An Coimisian Pleanla, wrote:With regard to the significant adverse impact on carbon emissions and climate, it is noted that this arises due to the sensitivity of the receiving environment. Noting the role of the proposed development in facilitating the implementation of active travel and public transport measures as set out in the GTS and its role in supporting the compact and more sustainable development of the city, it is not considered that the proposed development would undermine, or be contrary to Irelands climate obligations, given that climate action requires a broad sectoral and economy-wide approach. Ireland has committed to becoming climate neutral / zero emission by 2050, and carbon emissions associated with necessary infrastructural projects such as the proposed development can be mitigated through reductions in other areas as mechanisms such as demand management measures in CAP25 , carbon tax and carbon budgets are developed and will be increasingly mitigated in the operational phase as electric vehicles are adopted.First, on Ireland has committed to becoming climate neutral / zero emission by 2050 we know that the Government has all but abandoned attempts to meet its 2030 targets, and none of its actions to date on transport indicate any correct course. In fact, any notion that the Government might, for example, allow more transport emissions by balancing that out with fewer emissions in other sectors, such as farming, has no place in reality, based on the current direction the Government has taken.This is not good planning; its the kind of wishful-thinking planning that has left housing being built, but promises around public transport and other infrastructure left unfulfilled decades later.In addition, while maybe outside the remit of a planning inspector, if the Government is a broad sectoral and economy-wide approach was being taken, surely a planner should be provided with evidence of this before recommending for approval or, in the case of the board, approving? Reliance on other projects to reduce emissions is at best fancifulIn his report, Bradley accepts the claim that the second ring road is needed to progress sustainable transport infrastructure in Galway, but this has little basis in reality. Even the data presented by Galway City Council and Galway County Council make it clear that the new ring road will increase traffic volumes and congestion. The reliance on other projects such as active travel and public transport projects to reduce traffic and emissions is at best fanciful.The claim that the road will facilitate the implementation of active travel and public transport measures set out in the decade-old Galway Transport Strategy has little basis in reality look at Dublin, for example: The M50 was finished many years ago, yet public transport provision in the city is below that which was promised 25 years ago. Even within the M50, nearly every meaningful active travel project is still a struggle to build, with many motorists, politicians, and even sometimes national planners doubting the validity of reallocating space from cars to active travel and public transport.In Galway, some councillors are losing their minds over construction-related traffic issues on active travel projects. This is not a problem confined to Galway, but these overreactions to temporary impacts and basic safety measures, such as making cornering slower, do not inspire high confidence in sustainable transport projects being rolled out smoothly in the city. The national government and the National Transport Authority also have a part to play. While in-line bus stops where buses stop in line with traffic rather than in a bus bay are better for public transport priority, this measure is not suited to Galway at present, where bus loading times are extremely slow due to driver interactions being required for every passenger. Induced demand is not debatable anymoreDublins M50 and its expansion are also a case in point of road building and widening, causing induced demand and increasing the types of travel patterns that are increasingly hard to serve by public transport, cycling, or walking.Following years of the effect being documented by researchers, there are now lots of explainers on induced demand, including videos from VOX, Adam Something, Not Just Bikes, CityNerd, the Global Cycling Network and others. The fictional Australian TV show Utopia, which humorously covers the dysfunction of providing infrastructure, gives a quick overview: This effect of induced demand has been known about since the 1930s, and as Adem Something explains, since then, politicians around the world have been doing their best to pretend it doesnt exist. In more recent decades, it has become clearer and clearer that the opposite is also true in urban areas space can be taken from cars and reallocated, and we people switch to sustainable modes. Traffic can be reduced by providing workable, attractive alternative modes of transport. But in reply to the issue of induced demand, Bradley does not dismiss the effect but rather wishes it away and says: I am comfortable with the role of the road within the strategic picture that has been set out in the GTS [Galway Transport Strategy] and its holistic approach.But the problem is that the planners are not assessing the Galway Transport Strategy a decade-old policy on the verge of being replaced. The delay in replacing it is likely due to the councils involved wanting to secure the new roads approval first.As covered on this website before, we know that most of the traffic is not bypass traffic. We know this not because of research or any claims by any group, but rather from solid data on the pre-bypass situation, again provided by councils. IMAGE: Data from the councils Executive Report for the project showing volumes of motor traffic around Galway City, including how just 35% crosses the River Corrib, and just 5% of the total is bypass traffic. Graphic by Limerick Cycle Design.Worryingly, there are some signs that the planning inspector is either clueless about induced demand or underplaying it, as he writes, The applicant has modelled a 2% increase in car mode share, i.e. induced traffic/demandWhile induced demand is often discussed in terms of modal share, it should not be explained as such, as above it is highly misleading. Modal share can have no material change in car mode share as the inspector thinks will happen under the wider transport plans, and still, there can be induced demand as demand is based on actual numbers of vehicles, not a percentage share of traffic. Car mode share in Galway is also starting from a very high base. Staying still or moving only slightly is not progress toward sustainable travel patterns itll be a sign that our planning system has again failed us. Its ok to eat a whole cake; you can go for a run laterThe inspector writes:induced demand may be a factor and will likely occur, there is a wider strategy in place, the GTS and CAP25 [Climate Action Plan 2025] Demand Management Measures, to mitigate it and that the issue of demand management needs to be looked at holistically in the context of the wider transport strategy for Galway and governmental climate actions. The Commission will note that demand management and behavioural change measures need to be considered along with infrastructure improvements like the proposed development in order to address induced demand.The inspectors thinking in his report on induced demand feels like eating too many sweet treats, promising yourself youll start a diet next week, and maybe starting to exercise too. Later in his report, he notes continued concern about induced demand from observers. This time as well as mentioning the GTS, he also says, However, induced demand is a global concern Im not even sure what that means? Flooding is a global concern, so do we dismiss the effects for that reason? Im left with the impression that the planning inspector might not actually fully understand induced demand. At the very least, he knows it cannot be dismissed, so hes instead pretending that the wider transport plans will fix it its clear that public transport and active travel cannot fix it alone, and demand that Galway will not even have some of the key demand management tools that he references. AlternativesOn alternatives, Bradley writes:I note Friends of the Irish Environment and the submission of others which question the consideration of alternatives again. The applicant has suitably addressed the Five Cities Demand Management measures therein incorporated into scenarios) and Galway Light Rail (a complementary scheme to the proposed development). Notwithstanding these measures, the applicant has identified traffic, which is not conducive to walking, cycling or public transport (including Light Rail) and is considered strategic traffic difficult to serve by public transport. In the modelling it is noted that two thirds of the traffic using the N6GCRR would cross the River Corrib, in the morning peak hour, to access destinations outside of the city boundary.Therefore, there is a wider need to be met for the proposed development which would complement any future light rail and demand management measures. I note other recommendations in the Five Cities Study which includes Galway for demand management measures including congestion charging, parking levies and low traffic neighbourhood. These are noted and the applicant is alert to these and has factored them in its modelling given they are largely linked to the demand management measures in CAP25.For starters, is he just accepting major induced demand? Where is all of this extra traffic going to come from if the road, as he claims, is going to support compact growth? As with so much of the Inspectors Report, this just does not make any sense. Even if hes thinking a good chunk of that traffic is destined to locations like the Galway Technology Park, which are outside the city boundary but not outside the continuous urban areas, how would this complement light rail rather than compete with it? The mention of the Five Cities Demand Management Study is apt, given that,as recentlyreported, the Government has just gutted the studys outputs. Measures like congestion charges and workplace parking levy, which are mentioned by the inspector, have been at best again deferred. Given his report pre-dates this, Bradley, in fairness, might have remained optimistic that the Government might have delivered some demand management measures. But why would he think measures like congestion charges would be applied to Galway? Even many transport experts think Dublin is nowhere close to being ready for a congestion charge at least not until MetroLink and Dart+ are fully delivered. So, why would anybody bet on congestion charges for a small city in the west of Ireland? The Inspectors Report is repeatedly mindblownly devorced from reality. Again, referring to the demand management strategy and referring to the outdated Galway Transport Study, Bradley states: This study in my view reaffirms the requirement to implement a national demand management strategy which is beyond the applicants control. It in no way undermines the need for the N6GCRR.If demand management measures are needed to contain the ill effects of a yet-to-be-built road (which is a strange line of thinking to start with), then would the lack of such measures not undermine the case for the new road? In terms of roads or sustainable transport, Bradley claims: I do not believe it to be an either or scenario. But in what world could this be true for a city with a population of well under 100,000 people and at most 30-40k people west of the city?In truth, the above paragraphs shatter reality in a way. Planners seem to be unable or unwilling to comprehend that you cannot expect the national Government to spend something close to or more than 1.5 billion on a new urban road for Galway and then spend another 1 billion or more on light rail. The actual planning for compact development that would be needed to justify modern light rail in Galway is the total opposite of what the new road would do. On the basis of the above I am satisfied that the proposed development chosen is the one which best meets the stated scheme objective, to support as urban compact growth and contribute to reducing transport congestion and emissions in Galway by enabling a modern high-quality road network which removes car trips through the city centre. I am, therefore, satisfied that any alternative means of meeting the community need have been considered and are not demonstrably preferable to thatset out in the application.This kind of thinking might have held some water when it was only sandal-wearing environmentalists who objected to massive urban road building that will just induce traffic. But its 2026, theres no excuse for this now. What was known about induced demand in the 1930s and written about even more in the decades that followed is now far more common knowledge. If this road is built and demand is induced, the planning board and inspector will have no defence that the effect was unknown. The planners are, however, giving cover to politicians who can now point at their report that laughably claims that an urban dual carriageway will support urban compact growth, contribute to reducing transport congestion, and enable the removal of car trips through the city centre.His mention of freeing up space in the city is nearly as if the four-lane Quincentennial Bridge and the associated ring roads which are clearly not part of the city centre did not exist. They do. Much like so much of whats covered above, the inspectors report just does not match reality. Unless the main photo on this article looks like a city centre location to anybody else?

Jasper Philipsen heads into Paris-Roubaix 2026 with confidence, clarity in his role, and a clear message for the man dominating the spring. Tadej Pogacar may arrive as the standout name after victories at Milano-Sanremo and the Tour of Flanders, but within the Alpecin-Premier Tech camp, there is no...