The Specialized Tarmac has been the go-to road bike for road racers for years (minus the short-lived Venge period). It absorbed the aero personality of the Venge in the SL7 iteration, and embraced the do-it-all attitude of the modern road bike in the SL8. After spending time on the Tarmac SL9, I can say without a doubt, it is the clearest vision of a performance road bike from Specialized, and thats no accident.(Photo/Jordan Villella)(Photo/Jordan Villella)But how far can you push a single model before it becomes unrecognizable or alienates its core audience? Specialized has walked this line with nearly every key bike release this year, and its been a big year for the Big S. Theyve launched new versions of nearly every pillar bike in their catalog. Each has given the rider a clearer vision of the bike and its performance, while keeping the bikes core identity intact. OK maybe the Crux 5 took a left turn into full-on aero-gravel, but you go where the money is, and as much as I wanna admit it, cyclocross isnt pushing tech and purchasing like gravel is. But I digress.(Photo/Jordan Villella)One Rule: Dont Mess It UpThat sounds simple: keep the model aligned with what attracted riders to it in the first place, but times are changing, and so are bikes. Every new Tarmac has to be lighter, faster, stiffer, smoother, more aero, more comfortable, and somehow not ruin the ride that made people like the last one. (Photo/Jordan Villella)The new S-Works Tarmac SL9 is Specializeds latest answer to that impossible brief. On paper, the bike is more aero than the SL8, and built around Specializeds new favorite performance phrase: Time to Finish. Its also more compliant and adds only 2g despite its newer, more aero-shaping. Above all, it thankfully looks very much like a Tarmac.I was lucky enough to get some time on the S-Works Tarmac SL9 with a SRAM RED build before the official launch, and though our time has been brief, the performance stands out.(Photo/Specialized) Specialized Tarmac SL9 First Impressions First off, if youre looking for all the ins and outs of the tech and details of the new Tarmac SL9, check out our news piece here. This piece will cover my first impressions of the ride on the Tarmac SL9, but not all the tech crammed into the bike.(Photo/Specialized) Frame Details The Specialized SL9 has a clean silhouette, and the design team steers clear of over-aero-brutalizing the frame. Nothing is worse than seeing an update of a bike you loved only to be hammered over the head with an over-engineered windsail. The Tarmac SL9 keeps the core frame look of the SL8, but its more of an evolution than a redesign.Ok, its great that the frame looks good, but how does it ride, and, more importantly, will it be enough to entice riders away from their beloved SL8?(Photo/Specialized) Ride Impressions My first time out with the Tarmac SL9 was on the unfamiliar roads around the Costa Brava in Spain. The roads are flowing, with plenty of mountain-pass-style climbing and descending, perfect for getting to know a new bike in testing.Ive been riding the Tarmac SL8 for some time, and I feel very aligned with the machine. Like, when youve ridden a bike so much that handling feels more like an extension of your body. I was afraid that the new Tarmac SL9 would take that away, or at the very least, over-index on the aero-super-bike thing. Kinda like how they took the Crux to aero-gravel heights. (Photo/Specialized) Like Home In the first few minutes of my first ride with the Tarmac SL9, I felt at home. Not like, this is exactly like the SL8 I have at home, but like a I could get used to this feeling. Kinda like all the inputs were turned up slightly. The acceleration, the stiffness climbing, and the control descending. All of it made me want to push the bike faster and further into the red. Riding in Costa Brava offers beautiful landscapes and twisting, high-speed descents. I feel right at home on the SL8 railing down familiar roads and descents around the USA. However, descending in Europe, on coastal mountain roads, is different. The turns come fast, the roads are narrow, and they have an odd way of tightening at random apexes. On one review ride, I found myself alone plummeting down one of these high-speed passes. I was met with a barrage of chicane and tight turns. I learned a lot about the new Tarmac SL9 while trading pulls with Specialized Director of Road, Alex Jerome. (Photo/Specialized) I felt like I had an extra second of processing to pull myself out of peril; more clearly, I wasnt fighting the bike. It wasnt telepathic, but I felt confident in my reflexes at that point, more than I felt on road machines that I know better.The SL9 felt stiff and powerful in the turns, especially when leaning and accelerating out of turns. Everything felt a bit more on the nose than with my SL8. The handling (which Specialized calls telepathic) is very much like the SL8.(Photo/Specialized) How About Climbing?The SL9 still has that familiar Tarmac snap. Stand up, put a little anger into the pedals, and the bike moves immediately. But sit down and churn out the watts, and the bike feels stable, responsive, and, all the while, comfortable. Being comfortable on a performance bike is commonly overlooked, but when you find one that walks the comfort/performance line, you know it. The SL9 is damn near every bit as comfortable as the SL8, with a leaning toward slightly more, but a flashy paint job can play tricks on the mind.Thats comfort been the calling card of the modern Tarmac platform, and Specialized wisely didnt mess with it too much.(Photo/Specialized) The SL9 is claimed to hit the same stiffness and compliance targets as the SL8, which sounds like marketing until you ride it back-to-back with the previous bike. The new bike has more shape, more aero intent, and a slightly more serious visual presence, but the ride is still clean and familiar. (Photo/Specialized) Climbing Weight? So, the new Speicalized Tarmac isnt lighter, its actually 2 g heavier. But, as Specialized explained at the launch of the new Evade 4 helmet, weight isnt everything. For the helmet, they didnt chase weight; they chased aerodynamics and cooling all to make the rider perform better. The Tarmac SL9 operates similarly. Yeah, the bikes not lighter, but damn if it doesnt feel really good on the climbs. Because uphill performance isnt just a weight-only thing (or at least thats what I keep telling my bathroom scale), its a combination of metrics.(Photo/Specialized) On the rolling-in-the-saddle climbing efforts, the Tarmac feels planted and responsive. The bike moves with minimal input, thanks to the Roval Rapide CLX III wheels. Because the frame is only a part of the equation, bikes are systems now, and the overall performance is a better representation than the frame alone.On a climb where youre giving it the business, steep, all-out sprinting efforts, is when you notice the slight difference from the SL8. The updated frame has a stiffer, more direct feel, a more connected feel to the bike.(Photo/Specialized) Aero Gains Feel Calm No DramaSpecialized says the SL9 is 4 watts faster than the SL8 at 45kph, which is the kind of number that sounds both impressive and impossible to feel unless youre riding with a superhuman wind perception. But the ride sensation is there, just not in a cartoonish I suddenly gained 30 watts way, but a it feels faster way. Maybe its all the small things, but there is a calmness when youre high-speeding on the SL9. At speed, around 35-40kph, the SL9 feels composed. The front end is quiet, and getting in a nice aero position is effortless. The bike holds momentum well, especially on rolling terrain where youre moving between seated pressure, short rises, and fast descents. Theres a smoothness to the way it carries speed that feels more meaningful than a single wattage claim.(Photo/Specialized) The revised front end is a big part of that. Specialized narrowed the head tube with its updated Speed Sniffer shape, and the stout fork adds to the sensation. The result is a front end that looks cleaner and more purposeful, but on the road, the bigger story is how planted it feels at speed.Some aero bikes feel like they want you to stay low, stay straight, and avoid too many turns. The SL9 doesnt. It feels fast, but you can still ride it like a road bike.(Photo/Specialized) SRAM RED Is The Right MatchMost, if not all, of my drop-bar bikes are SRAM; it didnt start that way, but it seems the industry tide turned slightly, and this is where we are. The SRAM Red E1 is one of my favorite groupsets in memory. I love the lever feel, the braking, the ease of battery swapping/charging, and the power meter. The S-Works Tarmac SL9 comes in a Shimano Dura Ace Di2 version, but if I was offered my choice of the two to test (which I was), I would choose the SRAM version. The SRAM RED Quarq power meter is a big checkmark in the SRAM builds column, but the same goes for the brake lever placement, feel, and ergonomics. The shifting is crisp, and troubleshooting small imperfections in the indexing is easy to do while on the bikeYeah, the SRAM RED groupset has some faults, especially with lever slippage with certain bar combinations (especially on gravel). However, that seems to be coming to an end, especially now that Ive been put on theMotorex Carbon Paste (thanks, Steve K).Hopefully well see a new road groupset from Shimano sooner rather than later, because as of right now, SRAM is dropping them on new bike specs. Overall, the full build feels properly top-shelf, which it should. This is S-Works territory. The expectations are high, and so farmet. (Photo/Specialized)What About the SL8?The Tarmac SL8 is still excellent, and its kinda hard just to leave it in the wake of the new SL9 dropping. It reminds me of the Epic 9, and suddenly were supposed to abandon this awesome bike we have in the short-lived Epic 8.The SL8 didnt suddenly become slow because Specialized found four more watts and put a fin on the back of the new one. If you own an SL8, theres no reason to walk into the garage and apologize to it. But the SL9 does feel more complete at speed. The front end feels calmer, and it carries momentum beautifully. It climbs like a lightweight race bike and descends like a gutsy one. Its not a giant leap, but the SL9 is slightly more refined, and at this level, refinements are the whole game.(Photo/Specialized) Lasting ImpressionsThe S-Works Tarmac SL9 SRAM RED is exactly what youd expect from Specialized when its operating in full race-bike mode. It is undeniably a Tarmac, and Tarmac lovers will know that from the first ride. Is it wildly better than the SL8? No. Its gonna be pretty hard for Specialized to compete with the already great bike that they have. Is the SL9 faster, more refined, and more complete? From a handful of rides, yes, but that doesnt mean its time to take your SL8 out to pasture. The SL8 is an awesome bike, and its nearly everything of the SL9, but if youre a gram chaser and a gain maxer, youre gonna want this bike. Price: I feel like this is obvious at this point, but the S-Works Tarmac SL9 is a performance road machine, designed for the top tier of the peloton. So yeah, it has a $14,500 price tag, and its kinda lame, but its exactly what wed expect. Hopefully this tech will come down in price soon, and more can experience the wonderful ride of this machine. Full review to come. Specialized.comThe post First Impressions: Specialized S-Works Tarmac SL9 appeared first on Bikerumor.

Liv has announced the release of its new Devote Advanced SL gravel bike, launched alongside the Giant Revolt Advanced SL, with both bikes sporting a new lighter construction, new aerodynamic focus, and revised race-focused geometry. Like the Revolt, Liv's new women's gravel bike gets new Cadex gravel wheels and tyres also launched today, contributing to a complete bike thats Livs fastest ever drop-bar off-roader. The Devote Advanced SL was developed with input from Liv Racing Collective privateers Tessa Neefjes and Melisa Rollins, who compete at the highest level of gravel racing. Melisa Rollins and Tessa Neefjes testing out prototypes of the Devote Advanced SL. Liv Cycling According to Ludi Scholz, Liv's gravel and off-road category manager: Tessa and Melisas direct feedback informed the bikes handling characteristics, efficiency targets, tire optimisation and overall race performance priorities. The demands of the sport are higher than ever, and riders are asking more from their equipment. The new Devote Advanced SL reflects that shift. Its our fastest, lightest, and most race-focused gravel platform yet, developed alongside the athletes pushing the sport forward. "It changes what's possible in every race situation" new Giant Revolt Advanced SL is 'lightest and fastest gravel bike ever' Cadex's new Max CXR gravel wheels weigh only 1,320g and are paired with 'aero' tyres Lightened with improved aero A lower front end and a longer reach. Liv Cycling For the first time, the Devote has been made using the Advanced SL carbon construction methods of parent company Giant. That means the same in-house woven carbon and nanotech resins as used on Giant and Livs WorldTour-level bikes. The Devote shares the same Cadex GXR wheel/tyre system as used on the new Giant Revolt Advanced SL 0. Similarly, Liv claims the redesigned frameset combined with the wheels makes for a 25% improvement in the ratio of pedalling stiffness to weight. There's also a 38.5% improvement in handling stiffness to weight. The Devote Advanced SL 0 weighs 4,223g, including the frameset, Cadex Max GXR wheels, Liv Contact SLR XR Integrated Handlebar and Cadex GXR 45mm race tyres. That's 297g lighter than Liv's previous flagship Devote Advanced Pro, despite its wider 45mm race tyres. Tyre clearance is up to 53mm on the Devote Advanced SL. Liv Cycling The aerodynamic improvements are a result of using the Liv/Giant AeroSystem shaping for the frame tubes, fork and cockpit the same design protocols as seen on bikes such as the pro-tour proven EnviLiv and Giant Propel. Liv says its own wind-tunnel testing against the Devote Advanced Pro confirms total system savings of 20.03 watts using rider positions matched to the intended geometry and riding style of each platform. The Devote Advanced Pro has a more upright all-road gravel position, while the Devote Advanced SL has a new race-focused riding position developed around a lower stack, longer reach and a more aggressive front-end setup. Riding to Georgia Liv's Georgia mannequin was used to develop the new Devote Advanced SL. Liv Cycling Liv has also developed 'Georgia', a next-generation wind-tunnel mannequin created using the body dimensions of Liv AlUla Jayco athlete Georgia Baker for reference. The modular 3D-printed mannequin has realistic torso shaping and dynamic adjustability to the ride position. Liv says this more accurately reflects how women sustain speed across rough terrain and over long gravel race distances. Liv says this means that through its testing process it has been able to optimise rider efficiency across realistic gravel race positions and conditions. Race-optimised geometry The new Devote Advanced SL 0 is Liv's purest gravel race bike to date. Liv Cycling Unlike the Devote Advanced Pro, the new SL has new race-ready geometry in the form of lower stack, longer reach, and both a steeper head angle and shorter trail. The longer front-centre brings a much more aggressive ride position and more precise steering. Liv says the new design is optimised around 45mm gravel tyres, yet has clearance for up to 53mm widths, which provides the best balance of rolling speed, grip, and handling on unpredictable terrain. The range-topping Liv Devote Advanced SL 0. Liv Cycling Liv Devote Advanced SL pricing and spec details The new Devote Advanced SL is available in XS, S, M and L, with three models and a frameset option. Liv Devote Advanced SL 0 (SRAM RED XPLR AXS with power meter, Cadex Max GXR wheelset, Contact SLR XR seatpost/cockpit): 9,999 / $12,000 / 9,999 / CA$15,999 / AU$13,999 Liv Devote Advanced SL 1 (SRAM Force XPLR AXS with power meter, Giant CXR 0 wheelset, Contact SLR XR seatpost/cockpit): 6,999 / $8,000 / 7,499 / CA$10,299 /AU$9,999 Liv Devote Advanced SL 2 (SRAM Rival XPLR AXS with power meter), Giant CXR 0 wheelset, Contact SLR XR seat post/cockpit): 5,499 / $7,300 / 6,600 / CAD$8,999 /AU$8,999 Liv Devote Advanced SL frameset: 3,899 / CA$5,899 / 3,900

Really warm, protective and comfortable for the coldest and grimmest rides, and cheaper than many rivals

Swiss brand Daysaver recently unveiled an all-in-one pump and tool combination for road and gravel bikes that fits in a pocket. The Daysaver Incredible6 Multitool and Incredible Pump 30PO nest together and solve most everyday bike problems. Learn more hereThe post Daysaver Incredible Pump 30PO and Incredible6 Multitool Combination appeared first on BIKEPACKING.com.

The new CADEX Max GXR Wheel System and CADEX GXR Tire are aimed squarely at the high-speed end of gravel. The Max GXR is a 50mm-deep, 25mm-internal carbon gravel wheelset with carbon aero spokes, an integrated hub/spoke design, and claimed system weight as low as 1280g without valves and tape (1320g with). But thats not it, because whats new wheels without new tires? So, you can pair that with the new GXR tire (available in 700 x 45c and 700 x 50c) for a proper CADEX race package. Its some serious firepower for gravel race action, but could it be overkill and overstiff?(All photos/CADEX)What is it? CADEX Max GXR Wheel SystemA few years ago, a 50mm deep gravel wheel would have sounded ridiculous. Now? Not so much. Gravel racing has gotten much faster, tire sizes have crept up, and the front of the pack looks more like road racing.The riders at the front of those races are asking for weapons, and CADEX is supplying them with the new MAX GXR. The new wheelset uses a 50mm carbon hookless rim with a 25mm internal width and 35mm external width. CADEX says the rim is optimized for tires from 700 x 40c to 57c, or 29 x 1.502.25 in if you prefer MTB measurement systemsBut Are They Aero?The big aero claim comes from a comparison against the CADEX AR 35 (reviewed here). With the CADEX GXR 45c tire mounted, CADEX says the Max GXR saves 4.61 watts total versus the AR 35 with the same setup. That breaks down to 3.74 watts less aero drag and 0.87 watts less rotational drag.Those are all well and good, but how do they ride?Still, this aero data shows where CADEX is going with this. The brand wants a gravel wheel that behaves like a fast road wheel without folding the first time it hits Kansas washboard. So CADEX has to join the gravel arms race with Roval, Zipp, Fulcrum, and others. If these wheels are anything like the other CADEX MAX wheels weve ridden, they are gonna be fast and stiff. But what about that maintenance and demands of gravel? The other CADEX MAX wheels are pure road designs. Well have to see how these new gravel MAX wheels hold up in the gravel field of battle. The real story here, however, is the integrated hub-and-spoke design, which each of the short-listed options above lacks.Integrated Hub and Carbon SpokesThe Max GXR uses CADEXs integrated hub-and-spoke design, in which the Super Aero carbon spokes bond directly to the hub flange, creating a one-piece structure. The nipples are hidden inside the rim, though CADEX says the system still allows independent tension tuning.The spoke count is 16 front and 24 rear, both using CADEXs Dynamic Balanced Lacing. The idea is to balance spoke tension under pedaling load to improve power transfer and make handling more predictable. CADEX claims the Max GXR improves rear-wheel transmission stiffness by 19.9% compared with the AR 35, and improves transmission stiffness-to-weight by 18.8%.What happens if you break a spoke? You can salvage the rim, but youre gonna have to replace the whole shebang (spokes and hub). CADEX has a pretty generous carbon crash warranty, so I wouldnt be too scared about sending it on these.The wheels are backed by a lifetime warranty for the registered original owner, plus a five-year incident replacement program.*60-Tooth Hub, Ceramic Bearings, and Wide Guard ProtectionAt the rear, the Max GXR gets the CADEX R3-C60 hub with a 60-tooth ratchet driver and CADEXs Ratchet Wave Spring system. CADEX says the design gives quick engagement and smoother ratchet operation while reducing bearing load. The hubs also run CADEX ceramic bearings.Freehub compatibility covers SRAM XDR, Shimano HG/MS, and Campagnolo N3W, which should cover all modern gravel builds.The rim also gets what CADEX calls Wide Guard Rim Protection. That means reinforced 5mm sidewalls designed to help protect against rim strikes and pinch flats without the need for inserts.CADEX GXR Tire: 45c and 50c Race RubberThe new CADEX GXR Tire looks like the other half of the system.It comes in 700 x 45c and 700 x 50c sizes, with claimed weights of 490g and 530g, respectively. Both use a 170 TPI supple race casing, folding Kevlar bead, and CADEXs GX-S dual compound rubber.The tread is what youd expect from a race gravel tire: a low, fast center section for hardpack and pavement transitions, with more pronounced shoulder knobs for cornering bite when things get loose. Its not a mud tire or a file tread; it looks more like a fast-rolling cross-country MTB tire. It sits in that increasingly useful middle ground where most modern gravel races actually happen (dry, some mysteriously wet, and some pavement).CADEX says the GXR 45c has 1.52 watts less rolling resistance per tire than the older CADEX GX 40c. Across the bike, thats a claimed 3.03-watt savings. Again, lab number, controlled conditions, etc. But bigger gravel tires rolling faster than narrower older ones is not exactly a shock anymore. More volume, better casing construction, and lower pressures have been rewriting that old narrow is faster road logic for a while now.Protection Is StandardRace gravel tires always have the same problem: make them fast enough to race, and they can get delicate; make them tough enough to survive everything, and they ride like a garden hose filled with wet cement.CADEX is trying to strike a middle ground with its Dual Shield Protection. That combines Race Shield+ under the center tread with reinforced X-Shield sidewalls. This design provides bead-to-bead protection against cuts, punctures, and abrasions without significantly slowing the tire.The tire is rated for 2550 psi, with a suggested rim internal width of 2530mm, so its not just a CADEX wheel pairing (though they do work well together). No surprise, it is optimized around the new Max GXRs 25mm internal width. CADEX says that pairing creates a rounder tire profile for better speed, stability, and compliance at lower pressures.A System, Not Just PartsLike most of the CADEX wheel offerings, the Max GXR wheel and GXR tire are a wheel system. The obvious question is whether a 50mm-deep gravel wheel is too much in crosswinds or on rougher terrain. The not-so-obvious question is whether the bonded hub and spokes will be too much for most gravel grinders.CADEX says its Super Aero carbon spokes are shaped for aero efficiency and stability in shifting winds. Beyond that, the 25mm internal rim should help provide a supported profile for larger tires. But the internal width is not groundbreakingly wide; were seeing companies pushing internal rim sizing of 32mm on the Zipp XPLR and 35mm on the ENVE G SES. Were not saying thats the best way to push speed, but clearly these companies are pushing the envelope ot pair with the growing wide tire trend in US gravel.Are they new CADEX MAX GXR off the back before they hit the street because of their near-road internal width, or are the super wide offerings just a phase? Well have to ride some and see stay tuned.Prices: Max GXR Wheel System and GXR Tires Wheelset: $4000 USD, 3799 EUR, 3499 GBP, $5399 AUDTire: $85 USD, 99 EUR, 65 GBP, $110 AUDThe post Bonded Carbon Hub & Spokes For Gravel? CADEX New Max GXR Wheels and GXR Tires appeared first on Bikerumor.

Cadex has unveiled the new lightweight Max CXR wheelset, which combines with its also newly launched CXR tyres to create an aero wheel system for gravel racing. The new gravel wheels and tyres were designed together with the aim of producing the ultimate aero gravel package. Jeff Schneider, global head of product at Cadex, explains: "With the Max GXR, we focused on the demands of modern gravel racing, where riders need efficiency, control, and durability at increasingly high speeds. The CXR wheelset was developed by Cadexs wheel engineers to meet the needs of stablemates Giant and Liv. The sibling brands have today released new pure-racing gravel bikes alongside the wheel and tyre system. The Liv Devote Advanced SL and Giant Revolt Advanced SL both feature the Max CXR WheelSystem on their flagship SL 0 models. Cadex has concentrated on upping the aero performance of the new wheels and tyres, increasing the transmission stiffness, and improving the durability to impacts as demanded by fast, long-distance gravel racing. "It changes what's possible in every race situation" new Giant Revolt Advanced SL is 'lightest and fastest gravel bike ever' "The demands of the sport are higher than ever" new Liv Devote Advanced SL is fully focused on gravel racing Full-carbon construction Giant's new Revolt Advanced SL 0 gets the Cadex Max CXR WheelSystem and tyres. Giant Bicycles The new 50mm-deep wheelset weighs in at a claimed 1,320g (including tapes and valves). Thats seriously light for gravel wheels this deep and wide. The low weight is down to Cadex using the same construction techniques as it does on its flagship road wheelset, the Max 40. The new rim profile has a 25mm internal width with reinforced 5mm rim sidewalls. Cadex claims this toughened structure improves impact resistance, reduces the chances of pinch punctures and enables even lower tyre pressures than standard TSS (tubeless straight sided rims). The Max CXR rim has a broad 5mm sidewall. Cadex Bladed aero carbon spokes are bonded to Cadexs high-flange carbon hubs. Cadex claims this construction method greatly reduces turbulence at the wheel centre. At the rim, the broad width and tyre form create a smoother interface compared to traditional rims. This improves airflow across the interface and reduces drag. Cadex says wind-tunnel testing showed a system reduction of 4.61W over the previous Cadex AR35 wheelset with a narrower 40mm tyre. Aero tyres? The new Cadex 45mm GXR tyre tread is optimised for rolling resistance and aero performance. Cadex The new GXR gravel tyre has been designed for mixed conditions, with a high-volume, fast-rolling centre tread and refined shoulder geometry that not only improves traction and control but also reduces drag, according to Cadex. The tyres feature a supple 170TPI casing, with Race Shield+ puncture protection and X-Shield reinforced sidewalls for durability. The tyres come in 45 and 50mm sizes. Cadex's new Max GXR WheelSystem won't only be found on Giant and Liv bikes. Cadex Cadex Max GXR pricing details Cadex Max GXR WheelSystem: 3,499 / $4,000 / 3,799 / AU$5,399 Cadex GXR Tyre (45 or 50mm): 65 / $85 / 99 / AU$110

Other active travel campaigners say the focus should be on taking space from cars and "not another vulnerable category"

With just a few days to go before the start of the 2026 Tour de France, the great battle between Tadej Pogacar and Jonas Vingegaard has already begun. However, beyond the expected duel between the two dominant riders of the last decade, the real war could be decided by the teams around them. The Cic...

Comment & Analysis: Thousands of people viewed the article published over the weekend covering confusion around new warning markings added to cycle tracks in Dublin. But some readers of the article or its headline expressed anger at its very existence, so lets look at that.Sadly, as with anything that is discussed regarding cycling safety, I first have to add a disclaimer: Nobody is saying that cyclists should not be cautious.A second disclaimer: This website covers details. If you dont like guidelines, research, or anything like that, its likely best to tune out now. For everybody else, lets look at a number of factsThere was confusion. When I asked on Bluesky what the signs were designed to warn about, people were giving contradictory answers. Giving contradictory answers to something that should have just one answer means theres confusion. Guessing something is not the same as knowing it. But even if you are guessing correctly, other people are guessing something else. That still means theres confusion. I know I could guess what some of the markings are about, and I might or might not be wrong. This is not how road signs are supposed to work; there is supposed to be clarity about what signs and markings mean.So, I really dont understand how anybody could claim there was no confusion. Yet, the article was getting replies claiming otherwise.The marking used was incorrect it does not comply with the guidance on signs or cycle routes. And the marking used is a copy of a sign with clear guidelines for its use, but those guidelines were not followed.Signs and use are governed by laws, guidelines, and even international agreements. This is not just for the fun of it; its in the interest of safety that there is clarity.Research titled Inclusive design at bus stops with cycle tracks, published by UK charity Living Streets, outlines that they found the issue was overuse and confusing use of markings on cycle tracks. This includes adding to the complexity of an environment, and the overuse of markings reduces their impact where they might be useful.Some of these issues should be familiar to readers. This website has previously covered how theres an overuse of dismount signs at locations along greenways where dismounting is not needed, and by the time you get to a location where dismounting is needed, youve seen so many warnings which were overkill that you might be likely to ignore the warning which should not be.The same goes for the more recent overuse of stop signs and restrictive gates on greenways in cases where a yield sign or even nothing should be in place. We generally overuse stop signs compared to other countries in Europe where you see a stop sign in the Netherlands, you know theres a real issue there, and it needs your attention. But we have a situation now where we have four stop signs at points where a greenway crosses driveways or really minor cul-de-sacs, or two where the route meets a footpath on the edge of a village On cycle tracks and bus stops, the Living Streets report outlines: Generally, we saw that in simpler environments cyclists were more free to pay attention to the wider environment, and thus more able to predict pedestrian behaviours. While it may be difficult to prove the specific role of paint markings in increasing complexity the addition of more markings seems likely to be an indicationof a suboptimal design. It also seems safe to assume this added complexity will mean markings distracting from one another.After readers had tagged me or contacted me about the photos, my initial outlook on the story was to wonder what the marking was warning about and why the council did not use the correct marking (a question they still have not answered). After spotting the marking on the Clontaf route, the issue of overuse becomes very clear. If anybody thinks warning markings especially vague or unclear ones every few or tens of metres is going to be helpful, youre going against much of what is known about signs and markings and how people generally take and filter information. Basically, Overuse means the markings will be filtered out.The Living Streets report indicates that it seems likely to be an indication of a suboptimal design. Is the city council really making that admission about its premier cycle route? Another question left unanswered is why are so many signs aimed at cyclists but not at motorists? Overall, this issue will likely not go far beyond the pages of this website. But one thing I see being an issue of liability for councils is the overuse of general slow markings and school warning markings on cycle tracks, but not on carriageways.