London Cyclist Autumn 2023

NEW CYCLE LANES IN YOUR AREA

ULEZ EXPANSION & THE FUTURE CYCLING WITH YOUNG KIDS GUIDE TO THE LATEST E-BIKES BIKE SHOP NETWORK COMMUNITY FUN RIDES

TOM FYANS, OPINION, PAGE 9

For the Worlds, 46 major roads were off-limits [to vehicles] ... It was bliss. A city-sized LTN.

CARLTON REID, OPINION, PAGE 12

I am very passionate about people feeling that riding a bike is a choice available to them.

Cover image: Andy Donohoe

Location: Cycleway 4, Southwark Park, August 2023

A cleaner, healthier city

IIS THERE ANYTHING more pitiful than politicians locking horns in a race to the bottom? Specifically when it comes to jettisoning long-held climate change commitments. And why? Because a by-election in the former seat of a disgraced ex-PM — where the expansion of ULEZ has been a hot potato — is held by the governing party by 495 votes! In the midst of a global environmental crisis — the devastating effects of which light up our screens every single day — it’s moral bankruptcy of the highest order.

Well done then to the Mayor, Sadiq Khan, for standing firm in the face of noisy cross-party opposition to his pollutionbusting scheme and seeing off a High Court challenge. Heartening too to see his peers in Milan, Montreal, Oslo and others major cities lending support. Of course low emmision zones are just one tool in the fight for a better, cleaner, healthier London and we’re pleased to say that spades are in the ground in dozens of locations right now, building new cycling and active travel infrastructure (see page 14).

Elsewhere in this edition, we meet families who choose bikes over cars as their primary transport, look at some of the latest e-bike tech, and publish our new Bike Shop Network directory (120+ stores where members can get discounts!).

And finally a welcome — from September LCC has a new CEO, Tom Fyans, and you can read his first column on page 9. Happy cycling!

John Kitchiner Editor

LCC MEMBERS’ LEGAL HELPLINE

Osbornes Law is the official legal partner of LCC, providing members with exclusive access to a legal helpline. If you’re involved in a collision or have a cycling-related legal issue, phone the cycling team at Osbornes for advice on 020 7681 8672.

LONDON CYCLIST

Unit 206, The Record Hall, 16-16A Baldwin’s Gardens, London EC1N 7RJ n 020 7234 9310

n lcc.org.uk

EDITORIAL

Editor: John Kitchiner (london.cyclist@lcc.org.uk)

Design: Anita Razak

Contributors: Simon Munk, Tom Bogdanowicz, Jakub Mamczak, Melanie Etherton, Toby Zeidler, Rob Eves, Jessica Pike, Carlton Reid, Richard Peace

ADVERTISING

Allie Gill (allie.gill@lcc.org.uk)

SOCIAL MEDIA

TWITTER: @london_cycling

FACEBOOK: @LondonCyclingCampaign

INSTAGRAM: @london_cycling_campaign

Editorial, copyright, membership

LCC is not aligned with any political party. All views expressed in London Cyclist are those of the authors and are not necessarily endorsed by the editor, nor do they necessarily reflect LCC policy. All material is copyrighted and may not be reproduced without the written permission of the editor. Editorial content is independent of advertising. All LCC membership offers and discounts are presented entirely at the discretion of the provider.

London Cyclist is published by LCC.

CAMPAIGNS: lcc.org.uk/campaigns

MEMBERSHIP: lcc.org.uk/membership

TO DONATE: lcc.org.uk/donate

LCC is a charitable limited company, reg no 1766411; charity no 1115789

London Cyclist is printed by Buxton Press on FSC carbon-balanced paper from responsible sources.

Cyclist dies in Battersea collision

LCC calls protest to highlight the lack of urgent action on road danger to protect cyclists and pedestrians

A27-YEAR-OLD woman was killed while cycling over Battersea Bridge on 10 August. The lorry driver failed to stop at the scene, but was later found by police.

LCC will be holding a protest event on 7 September, one month on from this tragic death, to highlight the ongoing lack of action on serious collisions and road danger in London for those cycling, and the lack of action specifically on Battersea Bridge. To attend and to let TfL, Kensington & Chelsea, and Wandsworth councils know that years of delays and attempts to weaken safety schemes at the bridge are not acceptable, see our social media channels for more details.

TfL had announced plans for Battersea Bridge in 2021 following years of calls for change, shortly after another fatality; jogger Jack Ryan was crossing the junction on the north side when a Range Rover driver turned into him. Despite rapidly delivering new pedestrian signals there,

a bigger upgrade, including improving safety for cycling, has yet to be delivered.

Even if the proposed scheme had been in situ by now, it was already too weak, particularly at the south side junctions and on the bridge itself. Sadly, it is unlikely that such plans would have prevented this latest fatality. And that’s simply not acceptable, particularly if the Mayor, TfL and the local boroughs are genuinely committed to a ‘Vision Zero’ of ending the horrific toll of serious and fatal collisions on our roads.

CAMPAIGNING RESOURCES ONLINE

A new campaigning skills section has launched on the LCC website. The aim is to build a massive knowledge base of how-tos, technical info and activist FAQs for London cycling and active travel campaigners that’s relevant and accessible globally (access requires a free login registration.) The initial list of articles focuses on our new ‘Pathways’ approach. n lcc.org.uk/campaigning-resources

Photo: BigStock

PRODUCT NEWS: EDITOR’S PICK

LATEST D-LOCK DESIGN COULD FINALLY THWART PROFESSIONAL BIKE THIEVES

Last year more than 18,000 bike thefts were reported to the Met Police in London — and the bad news is that 93% of these crimes remain unsolved. That’s thousands of cyclists losing their means of transport or recreation annually. At LC we’ve written and created numerous features and videos urging people to adopt the ‘two good locks’ approach to best protect their cycles. If there’s one thing we’ve learnt over the years it’s that even the top-rated locks can be defeated by determined thieves.

Welcome news then that Litelok (litelok.com) — a former London Cycling Awards winner — has entered the fight with its new X3. Certified to Sold Secure Diamond standard, it’s made from Barronoium, a fused composite armour that repels angle grinder attacks; it has taken testers 15 times longer to cut through compared to Kryptonite’s Fahgettaboudit Mini. It also sports what’s claimed to be the most pick-proof locking mechanism available. The down side? It weighs 2.1kg and costs £249. Next level stuff on all fronts.

MONTH in NUMBERS 120 10%

CYCLE CHALLENGE

LCC now has this many partners in its Bike Shop Network — with discounts on offer to members.

JOIN THE FESTIVAL FUN AT EXPANDED URBAN HILL CLIMB

The annual Urban Hill Climb event, organised by LCC, is returning again to Swain’s Lane in Highgate on 30 September. The infamous north London climb and its famed tunnel of cheering supporters, combine to create the best closedroad hillclimbing race in south England.

This is the drop in privately-owned diesel cars in London in 2022. It follows a record 16% drop in 2023.

There are still places available for riders, so sign up before 24 September to take part. We want this event to be as inclusive as possible, and everyone is welcome to attend, participate and spectate. And, for the first time, e-bikes will be allowed to enter within dedicated categories, unlocking the door to even more competitors.

Not only is there a great spectacle and festival-like atmosphere to enjoy, there’s food, drink and more provided by local companies.

This year our insurance partners at Yellow Jersey will be offering free secure bike parking located within our all-new expo area.

n lcc.org.uk/events/urban-hill-climb-2023

This year we’re calling on cyclists from across London to support our work by taking on the Cycle For London challenge — a virtual ride to raise real money for real change to our streets. Pick a goal, track your progress, and ask friends and family to sponsor your efforts.

You can choose a distance and timeframe that works best for you — you can clock up and track your miles wherever and whenever you want (connecting your account to the Strava app, or doing it manually) — all while fundraising for LCC. You can also take part on your own, as a family, or even get your cycling club involved for a team target.

In recent years we’ve seen immense progress on cycling across the capital, thanks in no small part to LCC’s campaigning for more high quality infrastructure and safe cycling routes (see page 14). But it’s vital that we maintain this momentum to ensure everyone has access to streets that work for both people and planet.

n cycle-for-london.raisely.com

Hello and welcome

Tom Fyans looks forward to continuing LCC’s great work in helping transform London into a leading cycling city

THANKS. OVERUSED or underrated as a word? You decide. For me it’s the latter, so I literally wanted to start with it. To Ashok, for leading LCC’s staff and volunteers to some amazing campaign successes that have made London a better city to cycle in. To you all, as members, supporters, and campaigners, for everything you have done to make that shared success possible (including Big Jes in Kensal Rise, who introduced me to LCC many years ago!). And to Eilidh Murray and all the trustees and staff who have given me such a warm welcome — even though I haven’t actually started yet.

Who am I? My Twitter profile (@TomFyans) says I’m a cycling Mancunian and campaigner, but from September I’m proud it will also say I’m the CEO of LCC. At the time of writing, I’m just finishing up at CPRE, the countryside charity, where I am the Director of Campaigns & Policy and Deputy CEO. Prior to that I mainly worked in human rights, including 15 years at Amnesty International UK.

After being a member for many years, I’m really excited to be joining the team at such a crucial moment. The last few weeks have shown how fragile some of the hard-fought gains we’ve won to

improve cycling in London are, when issues like ULEZ, LTNs and even speed limits become skittles for politicos to knock around mindlessly in a media frenzy.

Showing leadership

As a campaigner I’ve been itching to get involved, and it was great to see Simon Munk and the team responding so strongly in defence of measures that literally save Londoners’ lives.

For me, the most moving and powerful intervention came from Rosamund Adoo-Kissi-Debrah, whose daughter Ella died aged nine in 2013, partly due to the effects of pollution. Rosamund, who has campaigned for tougher legislation to cut pollution since her daughter’s death, said: “We should this morning be talking about children and the most vulnerable and this has now turned in to a political football.”

Surely it is not too much to expect national politicians across all parties to show some leadership

Tom Fyans Chief Executive of the London Cycling Campaign

when it comes to matters of life and death on our streets?

Speaking of politicians, one of my first priorities will be to ensure LCC’s mayoral election campaign in 2024 keeps up the momentum in making London a safer and greener city for cyclists, and a better place to live for all of us. I am very passionate about ensuring as many people as possible — regardless of age, income, background, experience or ability — feel riding a bike in London is a choice available to them. There are different barriers for different people and communities, and we must work together to remove them all.

I’ve been cycling in London now for 20 years and the simple truth is that most Londoners don’t cycle. Having recently spent three days riding around Amsterdam I’ve also seen what’s possible when a city adopts a cycling culture and creates a safe, inclusive and practical travel option for everyone. I look forward to working with you all to transform London into the world-class cycling city it is destined to become.

n STOP PRESS: As this edition went to print, the tragic death of a young cyclist on Battersea Bridge was confirmed, another needless loss of life on our streets. Our thoughts are with their family and friends as we respond to this shocking incident.

“In Amsterdam I’ve seen what’s possible when a city adopts a cycling culture”

Cycling and diversity

Community partnership agreements will help us reach out to more Londoners, explains Kris Sangani

LIKE MANY organisations, LCC has set itself the challenge to appeal better to London’s diverse communities. And this may mean we need to re-evaluate our values to attract cyclists from groups across the capital.

Our community partnerships programme will be open to collaborating with several local groups. It’s not just about diversity, but is ideally suited to bringing more diversity to LCC. Currently, we have four community partners: Wheels for Wellbeing, Londra Bisiklet Kulübü, JoyRiders and the Camden Clean Air Initiative.

Most of our borough groups already work with community partners, but LCC might not necessarily have a formal record of this. And there are many ways these informal partners could benefit from our expertise.

There are other advantages too. As a hypothetical, we have a Hindu group in Redbridge that we work with on community rides, and we could also work closely with another Hindu group in Haringey. These groups might not know of each other’s existence. But if they were encouraged to connect, they could help promote the creation of similar Hindu cycling groups in other boroughs.

At the same time we must continue to look at the motivation for many community cycling groups. One thing we’ve noted quite quickly is the widespread emphasis on promoting health benefits — and promoting this to their communities. For some communities it is a much higher priority than our usual infrastructure campaigning. Talking about kerb radii and signal phases can be offputting to people, but really offputting to those with less resources or those without the time to follow the often protracted journey from good infrastructure to greater cycling numbers — and it doesn’t make a group diverse.

Building partnerships

However, there are good examples of where we’ve managed to reach out to London’s various diasporas in one direction and it’s brought benefits in another. For example, our Cycle Buddies scheme has become hugely popular with

women and people of colour, and more needs to be done to build on the success of this programme.

One of LCC’s founding aims was to enable everyone to cycle who wants to and that remains at the heart of our work. But, in the past, our data on diversity has often been sparse — it is something that we are working on improving.

Ultimately, the question should not be, ‘how can you help us to be more diverse?’. Instead it should be, ‘how can we help you to progress the cycling benefits within your community?’. This is an area that we can do better in.

This is why it would be beneficial if you, as volunteers, could contact us (at the email address below) if you work at the borough level with a local community group.

Hopefully you’ve been persuaded that this is more than an in-house box-ticking exercise. We want to recognise the hard work that our volunteers do within each of their local communities and build on that with these new community partnership agreements.

If you work with a local community cycling group, we’d love for you to get in contact, so that we can explore together how to make our ongoing collaborations work even better.

n diversityinclusion@lcc.org.uk

Kris Sangani is an LCC trustee and chairs the Diversity and Inclusion working group

“For some, the health benefits of cycling are a much higher priority than infrastructure”

Long-term legacy

The recent World Championships need to be a stepping stone not a missed opportunity, says Carlton Reid

RIDERS APPROACHING

Glasgow during the men’s elite road race at the World Championships in August were delayed for an hour thanks to four protestors gluing their hands to the carriageway. Just Stop Oil didn’t immediately take credit for the hiatus, so there was much online speculation about which group might be responsible.

It was eventually revealed to be a stunt from This Is Rigged, a Scottish version of JSO, but not before wags joked that it must have been a demo by a radicalised motoring group annoyed by the seven-day closure of the city centre to unauthorised vehicles. Indeed, 46 major roads were off-limits in this most motorcentric of cities (famously, in the 1970s, the M8 motorway ripped the heart out of inner city Glasgow), and those dependent on cars were spitting feathers.

For many others, it was bliss. Like a giant, city-sized LTN; closing the roads to motorists for a week meant Glasgow was quieter, cleaner, and less deadly to those on foot and on two wheels. No doubt air quality also massively improved. Perhaps removing cars for a week will inspire some Glaswegians to lobby for permanent restrictions on some of these roads? The UCI, governing body of cycle sport,

certainly champions the postevent legacy that might result from hosting the Worlds. Think marginal gains, though, rather than enormous LTNs. For instance, Kilmarnock Football Club installed two bike shelters at its Rugby Park ground to “facilitate bicycle travel to Premiership matches in Ayrshire”. Craig Burn, Director of Strategy and Policy Impact at the Championships, said: “It will leave a lasting legacy of cycling and active travel across the country, and we are delighted to see Kilmarnock FC invest in facilities to make it easier for fans to choose to travel sustainably to matches.”

Making a real difference

While it’s good to see cycle security measures, a few bike stands are small beer in the grand scheme of things. The motto of these Worlds was the ‘Power of the Bike’, but once the race barriers were removed there was little to show such power in action. No amazing new cycleways, for instance.

“Everyone should be able to experience the freedom a bike can bring to our lives,” said the event organisers, encouraging “cycling as a mode of transport for everyday journeys,” but was this just hot air?

First Minister Humza Yousaf, a former transport minister, said of the UCI event: “This is a great opportunity to promote the benefits of active travel for us all, which helps to reduce carbon emissions.”

As we saw with similar lofty statements concerning the potential legacy of the 2012 London Olympics, reality pans out differently. According to the UK’s National Audit Office, participation in sports — and physical activity in general — declined in the years following those games.

Scotland might buck this trend because the Scottish government has committed to spending 10% of its transport budget on active travel next year (unlike England’s Department for Transport which has cut funding). If that level of spend is maintained in the years to come then Scottish cities — even Glasgow — could be transformed into mini-Amsterdams.

London invests about £150 million per year on active travel. It would be nearly £1 billion per year if TfL funded at the same percentage as Scotland. Chew on that!

Carlton Reid is a book author and leading transport journalist

“46 major roads were off-limits [to vehicles]... It was bliss. Like a giant, city-sized LTN”

TRANSPORT FOR London (TfL) faced a funding shortage until a deal was struck with central government late last year. This meant that after the huge growth in new cycle tracks (along with Low Traffic Neighbourhoods, school streets and other active travel schemes) at the beginning of the Covid pandemic, progress almost ground to a halt for the past couple of years.

But since the funding deal there has been a rush of consultations and it’s great to see lots of new, high-quality routes all over London reaching the construction stage. Additionally, TfL has recently looked at all the new infrastructure installed during the pandemic and designated Cycleways using recent cycle tracks and LTNs, with mainly just signage and wayfinding installed, as a quick-fire way to expand the overall network.

These schemes are only possible due to the campaigning of our local groups and your support of LCC.

So what’s new in your borough? Here’s a guide to recent and upcoming schemes we’re most excited about.

CENTRAL Bank Junction redesign

Motor vehicle traffic, except for buses, was restricted from Bank junction on Mondays to Fridays, from 7am to 7pm, back in 2017, making this once scary junction much more pleasant. No physical changes were made at the time and there were some changes made during the Covid pandemic, including wand-protected cycle lanes, but now the City of London is improving the public realm and making the junction even more people and cycle-friendly. This includes placing a modal filter at the end of Queen Victoria Street at Mansion House Street, and closing a portion of Threadneedle Street to motor vehicles.

Holborn

Construction is starting on the latest changes to Holborn, finally improving the area where cyclists Shatha Ali and Alan Neve were killed in 2022 and 2013 respectively. LCC protested at this location following both of these tragic deaths, and we were pleased when Camden council consulted on these changes last year.

There’s been a lot of cycling-related construction work across the city recently, so Jakub Mamczak details what’s been happening in your area

This is probably the best example of the success of LCC’s campaigning in how one of the most dangerous junctions in London is finally getting tamed.

Old Street Roundabout

The transformation of Old Street has been years in the making. TfL has been working with Islington and Hackney councils and has stated that works will be completed in early 2024. In more good news, the protected cycle lanes around the former roundabout are now open.

Cycleway 10: Embankment to Euston

The former ‘Quietway 1’ has recently been redesignated as Cycleway 10, and is better known as a route south of the river stretching from Greenwich Park to the South Bank. But the most recent ‘cycleway’ section (meaning it meets TfL’s latest quality criteria for cycle routes) continues across the river to Euston. Similar to some other schemes we list below, no new infrastructure has been built for this route, it’s simply been signed to use existing infrastructure that meets the criteria to expand London’s cycle network.

NORTH

Cycleway 50: Camden to Finsbury Park

TfL announced a new wand-protected cycle lane along Seven Sisters Road, Isledon Road and Tollington Road from Holloway Road to Finsbury Park. Construction is underway and scheduled to be complete by October. The route does stop short of what was originally planned, at the rail bridge near Finsbury Park station. We also have some concerns with the wrong-sideof-the-road cycle tracks, but are keeping an eye on this. We have been urging TfL to complete the rest of the route towards Tottenham and connecting to Walthamstow. Especially as last year Abrajah Rafiq was killed in a collision involving a bus just northeast of Finsbury Park station, outside the project’s scope.

Cycleway 6: Prince of Wales Road

Camden council implemented this extension of Cycleway 6 during the Covid pandemic as a quick protected lane using wands. They’re now building it using permanent materials, including stepped tracks and bus stop bypasses thanks to government levelling-up funding.

Images: Jakub Mamczak, Melanie Etherton

Out with the old: new cycle tracks open at Old Street

on the southern end, but this has been a much used route for years, and the new designation and signage will make it much easier to follow.

Cycleway 1: Freezywater to Tottenham

TfL has lost the ‘quietway’ and ‘cycle superhighway’ names for schemes, and now labels them all cycleways. Since this change, they have been improving and assessing the existing schemes against cycle route quality criteria and redesignating them as Cycleways. This happened with some of this portion of Cycle Superhighway 1, now becoming Cycleway 1. But that’s not it. Improvements were also made to a gap between north and south sections, so the route is now continuous all the way to the City of London, though a few issues do still remain.

Haverstock Hill, Camden

Completed in 2022, this 1.8km stretch of wandprotected lanes by Camden council extends the safe cycle network from Cycleway 6 at Prince of Wales Road to the north. The scheme also included four new zebra crossings and a new signalised crossing, making improvements for people walking too.

Cycleway 41: Holborn to Euston

This cycleway in Camden has been recently designated by TfL after a series of improvements — some from as long as 20 years ago like at Lamb’s Conduit Street, and some more recent like closing Lansdowne Terrace to motor vehicles — reduced traffic along the route. We like this approach from TfL, particularly using the roll-out of LTNs to expand the cycle network further.

Cycleway 38: Finsbury Park to Angel

This is another recently-designated cycleway by TfL that relies on existing infrastructure. Much of it has been in place for years. More recently Liverpool Road received a wandprotected lane during the Covid pandemic. There is still a gap and some work is needed

Due to complete this year: C50 work underway

EAST

Cycleway 2: Romford Road extension

Cycleway 2 is finally seeing an extension along Romford Road to connect it to Ilford town centre. It’s great to see this long-needed scheme from Newham council. The scheme will be phased, so will come piece by piece, with stepped tracks in one direction currently under construction. We’ll be watching progress on this one with great interest.

Cycleway 23: Lea Bridge roundabout to Dalston

Cycleway 23 eastbound was recently extended to near the Lea Bridge roundabout. Now we’re excited to see construction has begun taming this terrible junction, providing a proper link from the fantastic Lea Bridge Road tracks in Waltham Forest into Hackney.

Cycleway 23: Redbridge extension

On the other side of Waltham Forest, C23 is getting an extension in Redbridge, from the Waterworks roundabout. Construction should now be finished, providing a link to C24 through Walthamstow. There is still a gap near

the North Circular, but Waltham Forest council has just announced a scheme to address this. Once work on the Lea Bridge roundabout is finished there will be a safe cycle lane all the way from Woodford to Dalston.

Cycleway 24: Walthamstow Wetlands to Wood Street

This is another route, along Forest Road in Waltham Forest, that has recently been designated an official cycleway by TfL now that more sections are being built. Tracks were recently extended to the Haringey borough boundary, and now Waltham Forest is consulting on plans to make Covid-era, wandprotected tracks near the town hall permanent. This will include three more of Waltham Forest’s renowned junction designs that go all green for people walking and cycling (and were the basis of Manchester’s new ‘CYCLOPS’ junctions), as well as finishing a link where it meets Cycleway 23 near the North Circular.

High Road Leytonstone cycle tracks

Waltham Forest is extending another one of its existing cycleways, this one being a short stretch along High Road Leytonstone from Gainsborough Road near Leytonstone Station to Bush Road near the boundary with Redbridge. As the time of writing the tracks themselves were in, but there was still some outstanding utility work, dropped kerbs, and signage to be completed. This scheme also

includes one of Waltham Forest’s famous ‘all green’ junctions (see C24 above), showing that they can be implemented even when space is at a premium.

Cycleway 42: Ilford to Barking upgrade

Another scheme in Redbridge, this former quietway is getting an upgrade including some new portions of cycle lanes, as well as quiet, filtered streets. The route continues in Barking & Dagenham, from Barking town centre to Barking Riverside, but this portion still needs to be improved.

Cycleway 16: Wanstead Flats to Queen Elizabeth Olympic Park

This is another newly-signed cycleway that is largely dependent on existing infrastructure and quiet backstreets. This route links two big green spaces in east London and will probably be quite busy on weekends.

Wanstead Flats cycle lanes

Redbridge council installed over 2.5km of wand-protected lanes on roads near Wanstead Flats in 2022. While it’s not a perfect scheme, it’s great to see some ambition from a borough that hasn’t shown it in the past. And per our ‘pathways approach’, this is what we want to see from a borough like Redbridge: put a scheme in quickly, and improve the quality of the next scheme and the one after. As this scheme uses wands, it will be easy to improve it with permanent materials in the future.

SOUTH

Cycleway 4: Lower Road

It’s been years since Southwark council first consulted on, then (due to the Covid pandemic) proposed a scheme to be built quickly with temporary materials. After long delays, the wait is almost over. Construction is due to finish soon on this missing gap of Cycleway 4, from Southwark Park to Evelyn Street in Lewisham. This design is similar to the Covid scheme, so will use bolt-down kerbs and fewer

Dangerous junction getting tamed: in Waltham Forest

finished materials than what was consulted on in 2019. Once done, Cycleway 4 will provide a safe corridor for people in Greenwich into central London.

Sydenham Hill cycleway

What was billed as a 20mph scheme from Southwark council includes a decent cycle lane. The scheme includes some junction treatments at side roads and traffic carpets (basically long speed bumps) to aid the 20mph speed reduction. We wished it continued to the junctions on either end, but this is still a big improvement, especially for those cycling up the hill.

Loughborough Road cycleway

This has long been an example of how to make painted cycle lanes as bad as possible, with pinch points and parked cars, but it’s finally getting an upgrade thanks to Lambeth council and will be part of a wider scheme of LTNs in the area. These will be wand-protected lanes thanks to the removal of some street parking.

Brighton Road cycle tracks, Croydon

Similar to Redbridge (see above), Croydon council installed wand-protected tracks on Brighton Road in 2022. While it has a few gaps, particularly at bus stops, and no junction improvements, it’s still good to see a council that isn’t known for active travel putting in a long lane, this one stretching more than 1.5km.

Merton High Street cycleway

This was a Covid-era Streetspace scheme that’s now being made permanent with the

installation of stepped tracks. It’s not perfect, with no provisions at junctions and bus stops, but it’s great seeing an outer London borough like Merton invest in safe cycling. We hope we’ll see more from the borough soon.

WEST

Cycleway 9: Kew Bridge to Brentford

Cycleway 9 has been a massive success and continues to expand and get better. The next section, from Kew Bridge to Watermans Park may already be complete as you read this. The scheme includes protected, stepped cycle tracks, new bus stop islands and improvements to existing bus lanes, and improved side-road junctions to make them safer for people walking and cycling. Construction on the next section to the west will begin shortly. And after a followup consultation, we hope to see work start on the section from Brentford to Hounslow town centre in 2024. Eventually the plan is for C9 to connect all the way to Heathrow.

Cycleway 34: Hammersmith to Fulham

This is a nice new route using existing infrastructure that runs adjacent to the river path and Craven Cottage. It takes you down quiet streets, via Bishops Park, and joins up quite neatly with the Thames Path. There’s still room for improvement — a filter too narrow for non-standard cycles, and rat-running traffic when nearby Fulham Palace Road backs up — but overall it’s a welcome addition.

Cycleway 57: Hammersmith Bridge to Barnes

Hammersmith Bridge was closed to motor vehicles in 2020 due to cracks in the structure, but reopened the next year for people walking and cycling. Determining the future of the bridge is still ongoing, but for now there’s a really pleasant route from Hammersmith to Barnes that TfL has recently designated. It includes some Covid-era wand-protected lanes, but the big win is due to the bridge being restricted to just walking and cycling.

Best of the west: work continues on C9

BIKES on KIDS

Melanie Etherton speaks with five families who have made cycling part of their daily routine and asks about the pros and cons

FROMTHE SCHOOL run to shopping trips, or just recreational fun at the local park or visiting friends, travelling with younger children can be fraught at the best of times. And the most stressful aspects of such journeys are invariably amplified when using cars, not to mention the increasing expense during a cost of living crisis.

So it’s hardly surprising that many tens of thousands of parents and families across the city are now choosing to pedal these daily outings instead. It’s

quicker, simpler, healthier and less draining, and, importantly, you get to spend extra time together with your children. And kids love bikes!

Fortunately these days there’s myriad options for carrying a child or two by cycle — from the quickly attached frame seats, tagalongs, trailers and a huge variety of cargobikes, both traditional or electric. There’s also an increasing number of ways to try before you buy, or even rent.

Five cycling families share their stories here and talk about how they got started and why they’d recommend it to anyone.

Photos Melanie Etherton

ED AND LIZZIE

Ages: 35 and 1

Borough: Camden

Carry method: WeeRide centremounted bike seat (approx. £100)

How long have you been cycling together?

Roughly since she turned one. There seemed to be mixed guidance about what age you should put kids on bike seats. I was keen to get back cycling to work, so when Lizzie started nursery that seemed like a good opportunity.

Where do you go?

To and from her nursery by my work

in South Kensington, then to the local park at weekends.

The pros?

It’s handy. It’s easy to carry up and down seven flights of stairs to our flat and it fits in our relatively small kitchen. And she likes it. I’ve attached an extra bicycle bell to my handlebars that she dings, and added a bit of string that she holds as she falls asleep.

And the cons?

You can’t see Lizzie if you’re behind me. That’s why I wear this pink hi-vis with ‘child on board’ message. You’d really

hope drivers wouldn’t pass so close whether or not there’s a small child on the bike though.

Lizzie: Nee-naw daddy.

The best thing about cycling together?

The extra time with her. Sometimes we’ll detour through Hyde Park to look at the birds. You can talk to her, you can hear what she’s saying, she’ll point at things. Lots of nee-naws (police cars), looking at jackdaws, magpies, pigeons. Also I work as a climate scientist, so it would be hypocritical of me to own a car in central London. This avoids needing a car for almost everything.

CHINELO AND OKEY, SON EMENIKE AND DAUGHTER KAMSI

Ages: 39, 42, 3 and 7

Borough: Enfield

Carry method: Trailer — £20 for one week’s hire.

How long have you been cycling together?

Chinelo: We just started using a trailer during the last half-term holidays. Kamsi used to be on the back of my bike, but is now cycling on the road. Then my husband bought a bike, and with Emenike in the trailer it was the first time we’ve all cycled together.

Where do you go?

In our test week we did a picnic, a

shopping trip, went to the park, and me and Kamsi cycled to pick up Emenike from nursery in the trailer. We’re going to have some real adventures this summer!

The pros?

We worried about committing to an expense, so we searched on the internet and found the Family Bike Club here in Enfield where you can just hire a trailer. Plus it’s some serious exercise.

And the cons?

Siblings get jealous: she wants to get in the trailer, and he wants to cycle. And storage — the trailer doesn’t fit through our back gate.

What’s the best thing about cycling together?

Okey: The freedom of us all being able to go any and everywhere.

Kamsi: All getting together and doing an activity and getting exercise with the family and making it fun.

Chinelo: As a councillor I want to be a role model for my children and my community. There’s a massive environmental need for us to drive less and travel in other ways where we can. Cycling as a family has made me even more of an advocate for better infrastructure out there on the road. It’s up to us to make it as easy as possible.

Emenike: Choo-choo train!

KONE AND KILLIAN

Ages: 36 and 5½ Borough: Hackney

Carry method: Rear-mounted Thule Yepp 2 Maxi, approx. £150. You can adjust where their feet go so it takes from ages 1 to 5. It’s robust, it cradles them so they can nestle up and doze off, it fits to almost any bike shape and it’s so easy to take on and off. It’s the most incredible tool. I don’t even work for these guys!

How long have you been cycling together?

We started in the second week of lockdown when Killian just turned two. I’d had the seat but hadn’t got

around to using it, and then suddenly it become our lifeline. He’s so big now that we’ve only got maybe two months left then he’s off — my thighs can’t take it anymore.

Where do you go?

We have turned the whole city into our playground. It’s quicker getting around, there’s hundreds of secret passages, and you can have so many conversations. I really believe in the ideals of the city, but we have to explore out of our own communities and try to relate to other people. I can show him that the world may be big, but it’s not that scary.

The pros?

We can decide exactly when we leave places — always a bonus with temperamental toddlers.

And the cons?

We’ve seen wild stuff that you don’t want your child exposed to. I’ve had to call the police with him still on the back.

What’s the best thing about cycling together?

Having this amazing experience in this precious window, because soon he’ll want to ride bikes with his friends. If kids see you moving, they’ll fall in love with movement, and the rest will follow.

IN SAN, JAMES, AND BABY SONS LEO AND MAX

Ages: 37, 36, 2½ and 9 months

Borough: Waltham Forest

Carry method: A Tern GSD S10 electric longtail cargobike. £250 for a two-week trial from CarryMe Bikes, which was then discounted against the purchase price. (Total cost approx. £5,800 including extras: rear box, locks, kickstand, breakdown and theft recovery insurance).

James: The Tern GSD Facebook group and CarryMe Bikes were both really helpful in making such a big purchase: we were planning this for 18 months.

How long have you been cycling together?

In San: I only learnt to cycle when we moved to Waltham Forest a few years ago, because they offered free 1-2-1 cycling lessons for adults. It was amazing. I became a bit evangelical and now we cycle a lot. We don’t own a car, we don’t go to the gym, this is our exercise. It’s fun!

Where do you go?

Everywhere.

The pros?

In San: We’re very space-restricted so it was important that when stored it’s no longer than a standard bike. And the seatpost and bars are easy to adjust, which is vital as I’m about a foot shorter than James. And the colour: it was love at first sight. I saw it when I was pregnant with our first child and became a bit obsessed. I knew that after our second child, we had to buy it. Is it bad that I deliberately matched my bike and my hallway?

And the cons?

James: Getting it in and out. We’ve got an inner and outer front door with an offset front gate and two steps, so we’ve built a custom ramp to get it in and out. We’re currently on ramp mark three.

What’s the best thing about cycling together?

In San: It’s so easy. Round here, the cycling infrastructure is really good. That’s probably thanks to you guys, right?

RICHARD BALFE

How did you originally get involved in the cycle trade and why?

I’d been talking about opening a bike shop for at least three years before I finally decided to do something about it. I’d met my future partner by that point too, which I look back on as a bit of a catalyst in going for it.

In 2008 I signed up to the City & Guilds bicycle mechanics course offered by Alf and Teresa Webb in Spalding, and spent two weeks studying there, camping in their garden. That gave me a basic start in repairing bikes. Straight after that I set myself up as a mobile mechanic; my lounge was my workshop for a while, or the garden if the weather was decent.

I was aware that Dulwich needed a bike shop though, so I started looking for a suitable place. I focused on the lowest rent on a street that was not a main shopping street, but a route to it. That ended up being East Dulwich Road, about a mile from where I grew up. Our little parade is really lovely now.

The first store was about 800sqft with a rent of £10k per year. That was daunting and it’s how I learned the importance of margins. Two years later we moved from 50 to 36 East Dulwich Road, which was more than double the size, then in 2021 we also took on number 34 and knocked the two through. The current shop is now around 4,000sqft and we can display over 100 bikes, as well as have a bike workshop and storage.

What did you do, or thought you needed to do, to make the shop a success?

When I first opened I couldn’t really get any wellknown bike accounts involved. That all changed quite quickly, but if we’d just relied on bike sales we wouldn’t have survived. It was quite clear that the demand locally was for bike servicing and repair.

Many of our early and current customers commute by bike, ride on the weekend with a club, and ride with their families. Our job was to be there for them when they needed us. I hoped that if we got that right then we would build a good reputation and that we’d see our customers return.

How many staff did you employ at the first shop and how did it break down between workshop and sales?

Firstly it was just myself, then along came the barman from the Gowlett Arms just behind the shop. After about three months there were two of us full-time and one part-time, and by the end of year one we had four full-time staff over six days a week.

Workshop revenue was key and we focused on turning around walk-in repairs. Our labour income was really the main driver. Strangely we also got a bit of a reputation in Dulwich for fixing child buggies, so we always stocked 10in and 12in tyres and tubes.

Then after a few years you expanded out to Surrey?

In April 2019 Mike Rice invested in the business and we became equal shareholders in the company. The business needed an injection and a partnership with Mike seemed just the ticket and it gave us enough capital to open two further stores. We’d heard that Finch and Son’s in Reigate was looking to move the business onto new operators and we took it on in August 2019. It had been in the same family since the

As LCC’s new Bike Shop Network goes live, John Kitchiner speaks with the man behind one of London’s most prominent cycle businesses

late 1800s — much like the Pearson’s shop in Sutton we also took on later that year.

In this period, of course, Brexit was happening, which had significant repercussions across the trade — what did that do to your business?

The Brexit vote caused a lot of uncertainty and I think a lot of us expected bigger ramifications sooner on. I’m very grateful for our UK-based suppliers who have taken on the burden of the extra paperwork and soaked up the delays as best they can; we have been insulated from a great deal of it thanks to them.

I never expected things to drag on like they did though. It definitely knocked the confidence of our European mechanic labour market, but fortunately for us our team was fairly stable at that point.

Then sadly Covid hit and bike/component production was stopped completely. Luckily the cycle trade was considered an ‘emergency service’, so how did you rehape the business temporarily?

We had just opened Fulham at that point, so had four stores and about 20 staff overall. We were faced with this completely unknown situation to start with, then one night a text went around with an official document saying we could remain open — and for the rest of 2020 it was pretty much all hands on deck. It was a whirlwind of a year as we saw demand in all stores skyrocket.

Our major challenge was supply. Fortunately we had good relationships with our suppliers and initially Mike and other colleagues were able to concentrate on finding the goods. Our stores were on the front line of the demand and we had queues that went around the block. Surreal is the only word I can think of.

The social distancing advice was critical to us being able to remain open. We could only let two or three people in the store at one time, and our shopfloor staff had to gatekeep our other staff who were building and fixing bikes.

But despite Covid — or because of Covid and the shift to more active travel — you were able to further expand in 2020/21, adding the Waterloo Cut store and others. Can you explain the rationale here?

During early 2020 a unique set of circumstances occurred. We had seen Cycle Surgery close its doors, which helped to open up the London market for us. Cycle Republic also closed and Evans Cycles began to dramatically reshape the way it operated under the Frasers Group. Many great staff were available, demand was higher than we’d ever seen, and there were opportunities to take on commercial properties.

When Mike came on board our plan was to expand the number of stores we had and develop an e-comms website. and the demand in 2020/21 gave us the opportunity to do this. We were confident in the service we provided, had great accounts with the likes of Trek, Specialized, Giant, Brompton and others, and although stock was tight our thinking was that if we expanded we could obtain more of it, so we should make the most of the opportunity while we had it.

We found some excellent locations and the commercial agents were very willing to find tenants as there was a lot of nervousness out there. We managed to secure our Waterloo store where, historically, there had been a bike shop since at least the 1950s. Our Islington shop on Essex Road, another great location, was an ex-Bathstore.

You now have a dozen stores, so hopefully business is looking bright? How do the numbers look compared to preCovid times?

Waterloo is coming up to its third anniversary, the later six shops are all between 22 months and three years old and approaching maturity. We’re still seeing new customers come through the door which is vital, but we also see a growing

I think we’re very lucky to have such a committed level of representation

level of repeat customers which is equally important to our business. Our workshop revenues have grown, which is following a national trend and implies that many of the bikes that were sold through 2020/21 are still out there and being used, which is great for the long-term future of cycling and for our industry. Right now we total about 100 staff across our stores.

A good proportion of the stores are located near or on dedicated Cycleways or cycle routes — was that a deliberate business decision or a happy coincidence?

Cycleways and popular cycle routes play a key role in our location decisions. We also look at areas which might have formerly had a bike shop but that doesn’t have one any more, and parts of London which have evolved to become key areas for cyclists to live in.

Cycleways are a reaction to giving high numbers of existing and potential cyclists a safe and reliable route around London, we are also a consequence of the same demand. It’s no coincidence that we are close to each other really. We can thank the growing recognition of bicycles as a viable means of transport for that, we all have our role to play in it.

You’ve doubtless still got a soft spot for Dulwich, but where is your favourite place to go cycling in London?

I really enjoy cycling through London, seeing it change. Somewhat smugly I love how my bike makes me quick and reliable, and I enjoy seeing how much I can transport around. I love a good cargobike and not a lot makes me happier than to see these on the road.

I live in Cheltenham now, which was a big move for the family. The cycling is far more leisure-based, so my riding habits have changed a bit — 10 minutes from the house we’re in the hills and countryside. I cycled out to Wales and back a couple of months ago too.

We’ve seen a huge surge in e-bikes over the last few years, will they outnumber regular bikes soon?

Bicycles are a leveller and I’d be surprised if we all go electric this decade, but they do have the potential to really open up our market. E-commuter bikes can more than double the viable daily riding distance for a mainstream cyclist, which could change traffic levels. While e-road variants have made long, scenic and gravel rides possible for everyone.

E-bike sales continue to grow and we’re seeing prices stabilise a bit as the market becomes more established. But customers are wising up and realising that you do need a reliable e-bike, one that can be fixed, updated and that comes with a guarantee. Plus secure storage is still an issue for many customers, which brings with it the justified fear of theft. I think we’ll see more development from manufacturers in this area over the next few years.

Finally, many readers won’t be aware that you’ve been involved in fundraising for LCC, running the London Marathon no less — how did that come about?

I got a bit of moral support from Southwark Cyclists when I first opened up and have always valued the time and effort that goes into making London a safer place to cycle. The majority of input is voluntary and by people who really care about cycling and their environment. I still think of myself as a Londoner and I think we’re very lucky to have such a committed level of representation.

I wanted to run the London Marathon and had never fundraised before, so I approached the LCC and the rest is history really. Also in 2011 we had a bikebootsale on the pavement outside our Kennington shop which Southwark Cyclists helped to organise. I rented a coffee machine, connected it to a hose and made frothy brown coffees for a pound each. It was a good laugh and we all had some fun at work, which is important sometimes.

AND BEYOND ULEZ

IT’S PROBABLY THE most controversial, contested thing Sadiq Khan has done yet. It’s seen the Mayor of London face legal action from four councils, and the Conservative candidate for next year’s mayoral election promising to scrap it on day one if elected.

But barring any further hurdles, on 29 August this year, the ULEZ

pollution-charging scheme expands from the edge of inner London to basically cover the whole of the capital. So what does it mean for Londoners, for those beyond it, and for cycling?

What is the ULEZ?

The Ultra Low Emission Zone (ULEZ) came into being in April

2019 covering central London with a simple, single additional charge (on top of the Congestion Charge). Mayor Khan had by that point already introduced a ‘Toxicity’ or ‘T-Charge’, and ULEZ replaced that. In October 2021 the ULEZ zone was expanded to cover all of inner London to the North and South Circulars.

The ULEZ expansion has been hugely controversial and it’s due to be implemented later this autumn. But what does it mean for London? Simon Munk explains

Central London congestion charge zone

Central London congestion charge zone

Current low emission zone

Current low emission zone

New ultra-low emission zone from 29 August 2023

New ultra-low emission zone from 29 August 2023

As the current plans to expand the ULEZ again head towards delivery, it has been painted as a Labour policy dreamt up by a Mayor who hates drivers. But it’s important to keep in mind that ULEZ had been worked on at least since 2014 following Boris Johnson’s election as Mayor. And similarly, despite current London Conservatives claiming the Uxbridge by-election result is a victory for those against ULEZ (the constituency had a higher Conservative majority in 1997, when the boundary was drawn more favourably for Labour), Grant Shapps wrote to Khan during the TfL funding crisis and pandemic pretty much demanding London expand the ULEZ. So the ULEZ has been moved forward and supported by both main parties.

The current ULEZ is a £12.50 daily charge for drivers of vehicles that do not meet certain low pollution criteria — for petrol cars and vans that is Euro 4 (which amounts to most vehicles built after 2006); for diesel Euro 6 (2015

on), and for motorbikes Euro 3 (2007 on). Buses, coaches and lorries are at Euro 6 standard, but non-compliant vehicles pay £100 daily, not £12.50. Some vehicles are exempt — those in the ‘disabled’ tax class, taxis (black cabs also have their own pathway to zero emission/electric vehicles anyway), private hire vehicles that are wheelchair accessible and vehicles over 40 years old. The 2021 expansion from the Congestion Charging zone at the edge of central London to the edge of inner London grew the area covered by about 18 fold, taking in just under half of London’s residents.

A ‘scrappage’ scheme was made available with the 2021 expansion to help people swap non-exempt vehicles for exempt ones, with more than 12,000 vehicles funded — and just a month after implementation, over 90% of vehicles in the expanded zone were compliant (albeit just under 80% vans). Despite that, the ULEZ drew roughly £220 million in revenue for TfL in 2022 — which in part

has offset declining funding from government for London transport schemes (as per the Secretary of State’s request-cum-threat).

The result of the ULEZ so far in pollution terms is somewhat contested, but the London Assembly report this year suggested that across the inner London zone NOx levels were 26% lower than they would have been without ULEZ, and that drop is higher than originally modelled.

Now the ULEZ is set to expand to cover all of Greater London, out to almost meet the M25. But that proposal has been met with outrage in some quarters.

ULEZ as a four-letter word

It’s important to try and separate anti-ULEZ sentiment into a set of camps, because opposition to the ULEZ is not homogenous and is clearly being weaponised into a ‘culture war’ by some.

At the fringe of anti-ULEZ sentiment, rallies have been attended by a small but highlyvisible band of supposed

‘libertarians’. The last year has seen such folks fighting across multiple issues on the broad basis that traditional ‘freedoms’ are under threat. This culture war has clearly been stoked by the rightwing press, including the Daily Mail and the Telegraph, as well as Spiked online — all of whom have probably written more on pollution than ever before since ULEZ became a hot potato.

Anti-ULEZ rallies have seen the same prominent faces as other libertarian protests too, whether it’s opposing Low Traffic Neighbourhoods (LTNs), ‘15 minute cities’, or Oxford’s bus gate schemes. Similar and related groups have likewise been found protesting other ‘restrictions’ on freedoms, such as Covid vaccination and mask programmes, shops going cashless, and alleged EU and World Economic Forum interference in British government, as well as boasting about disarming or stealing ULEZ cameras and LTN bollards, and setting fire to planters. These protestors, however, are the extreme, and away from the lurid column inches the more prosaic reality is that there has been significant and more

legitimate worry about ULEZ in car-reliant outer London. While TfL says that 9 in 10 motor vehicles driven in outer London daily are already ULEZ compliant and wouldn’t need to pay the daily fee, the RAC claims that there are 700,000 non-compliant vehicles registered to the DVLA inside London (including, notably, in the existing operating zone).

Conservative politicians in the London Assembly and in the four councils that mounted a legal challenge on the expansion claimed that ULEZ would hit small businesses and the poorest vehicle owners hardest. And 60% of respondents to the ULEZ expansion consultation opposed expansion (although a YouGov survey found half of Londoners supported it).

In more reasoned and reasonable anti-ULEZ argument, the view is that many Londoners facing a cost of living crisis will be forced into paying out more for their motor vehicle use that they cannot easily ditch daily, while simultaneously, pollution is dropping anyway and won’t be impacted much by the ULEZ expansion.

It is true that TfL’s modelling on the expansion and its impact on air quality is that it won’t have

a huge impact on the latter alone — but that misses two vital issues. Firstly (and more on this below), ULEZ is not a tool that is going to be deployed in isolation, any more than LTNs, or cycle tracks, or bus lanes, or the cost of petrol alone can trigger mode shift or sort out all our problems.

Secondly, even though the latest expansion of ULEZ will not be as dramatically beneficial as previous expansion — in part precisely because the last expansion was already hugely successful — it will still have a significant impact. The London Assembly and TfL’s modelling estimates that the coming expansion will get 300,000 more Londoners living within WHO guidelines for air quality, cut 146,000 car journeys daily from our streets and mean 99.9% of London’s “most deprived communities” would live in areas with improved NO2 concentrations and 97% improved PM2.5 particulate concentrations.

Regardless of the argument over benefits, that wasn’t really the thrust of Bexley, Bromley, Harrow and Hillingdon councils’ (and Surrey County Council’s) legal action. The argument has been over whether enough information was presented in the consultation, whether the scrappage scheme being not available to those just outside London was unfair, and if the Mayor exceeded his powers by varying the existing ULEZ legal order rather than starting a new one (despite the existing legal order having already been varied for the last expansion, etc).

As we now know the High Court found for the Mayor at the

legal challenge, with the judge, Mr Justice Swift, saying he was “satisfied that the Mayor’s decision was within his powers”, and that people had in fact been given the necessary details to make “informed responses”. The ruling seemed to confirm what many felt had been little more than party politics by Conservative councils directed at Labour and Khan primarily, and designed to play out to the home counties more than London, cynically making it an election issue ahead of May 2024. Our view is the council leaders involved were effectively demanding more pollution for their residents and more driving amenity — hardly a sensible move on their parts given the evidence, data or even survey results for Londoners. A survey in July this year by Redfield & Wilton found 47% supported expansion, while 32% opposed overall.

Why is LCC pro-ULEZ?

Clearly LCC is not primarily an organisation that campaigns on pollution and air quality — although hopefully it’s clear that we are an environmentallypositive campaign. One that cares deeply about the Londoners suffering ill health and early death from polluted air, and we recognise it’s not been long since our government and Mayor was telling people not to exercise, including cycling, on poor air days. But putting aside just ‘helping London be a better, healthier place’, the ULEZ has further specific reasons that warrant LCC support.

Above, we not only listed the expected benefits of ULEZ

expansion on motor traffic levels and car journeys, but to the funding available to TfL. While some of the daily car journeys made in outer London will just become journeys not taken at all, it has been apparent that previous schemes have resulted in significant ‘mode shift’, and more, have freed up space and capacity to deliver improvements to our roads for other transport modes.

Charging journeys done by cars has repeatedly been shown to result in Londoners ditching some journeys completely — but the majority transfer instead to buses, tubes, trains, walking and, yes, cycling. TfL recognises a huge amount of the potential to expand cycling and trigger mode shift (it believes the majority of daily London motor vehicle journeys could relatively easily be cycled) comes in outer London.

The ULEZ expansion, then, won’t just cut cars and congestion on the road, and pollution, it’ll be a ‘nudge’ for people to cycle, walk or take the bus instead — and it’ll provide vital funding for such modes in London as government seems unwilling to make. And with reduced car use and congestion comes more capacity to shift space and signal time to other forms of transport, including cycling. Reduced climate emissions, reduced car use, reduced pollution levels, more funding for sustainable transport, and more space on the roads for them — these are good things.

So the remaining issue with ULEZ expansion that those opposed raise that has validity, is the charge being levied on those

least able to swap their current vehicle for different modes or something cleaner. TfL’s own analysis of census data shows that over half of the most deprived households in outer London still have at least one car or van. Asking the poorest in outer London to ditch those vehicles may well indeed be difficult for some of them. But, while this is a wellevidenced statistic, it does not cover who owns what types of vehicle class, whether they’ll pay ULEZ charges or not, and what they might do about this.

Indeed, other data available indicates that when politicians opposed to ULEZ cite gig economy drivers, or people ferrying ill relatives to hospital in outer London, as reasons to cancel the expansion, the data doesn’t back up their anecdotes. Again it’s all about distracting Londoners from issues around not making change and the negatives of not advancing this scheme that are already daily visited on the poorest in society.

Air pollution is estimated to take a year or more off the lives

of thousands of Londoners, and it disproportionately affects the poorest. Road danger, inactivity, community severance and climate impacts are similarly disproportionately felt by the poorest, right now. The status quo isn’t okay — delaying schemes like ULEZ won’t help the these communities, it will be those most able to adapt, and who should have done so already, that benefit.

Scrap that?

For those Londoners most likely to be negatively impacted by the ULEZ expansion, TfL and the Mayor have also announced a scrappage scheme. There’s £110m in the pot this time, and the scheme has been extended to all Londoners, and not just those on low incomes, on benefits, or in smaller businesses and charities.

By scrapping a car you can receive a grant up to £2,000; there’s £1,000 for motorcycles, £5,000 for wheelchair-accessible vehicles, while vans and minibuses for businesses can go to £9,500. There is also the option to take part of the

grant as an adult bus/tram pass for a larger overall value. Plus grant recipients get access to reduced cost cargobike and electric car and van hire or purchase.

ULEZ and on…

The other reason LCC supports the ULEZ is because, as stated, it is a vital tool (if far from the only one) for reducing unnecessary motor traffic, cutting climate emissions and pollution and enabling mode shift — particularly given that it will enable further steps after it.

Just as LCC does not view one, or two, or three cycle tracks as sufficient to create a network for safe cycling, ULEZ is ultimately a step in the right direction but not the full journey for London. The current Mayor included questions on Smart Road User Charging (SRUC) in the consultation for the ULEZ expansion. And while he says technology to enable SRUC in London is years away and not under active consideration, we hope he reconsiders and ULEZ rapidly moves to SRUC.

We know the government is

also actively looking at SRUC itself because of the switch happening from petrol and diesel vehicles to electric, and how that will impact fuel and vehicle excise revenues. ULEZ and Congestion Charge revenue will also drop over time as motor vehicles become less polluting. But clean air isn’t the only aim here, or the sole reason for attaching financial cost to driving. And SRUC represents an opportunity to actively seek to reduce the most unnecessary journeys done in cars fastest.

Charging by vehicle emissions class, time of day, location/ zone and even trip purpose is the obvious way to replace dwindling duties and fund our roads in London. But it would also discourage the most damaging and easily shiftable motor vehicle journeys from being done.

SRUC isn’t just an opportunity to shore up revenues, it’s a chance to reset the relationship the public (in London) has with the car. To make us all think more carefully about whether we need to do that trip that way, and indeed to deliver more space and funds to make the alternatives genuinely viable for a lot more people. But that cannot, and will not, happen if ULEZ isn’t delivered for London first.

Hopefully not long after this magazine lands at your doorstep or inbox, ULEZ will be in and we’ll start to see the shift it brings to a cleaner, healthier, greener London. Delays notwithstanding, LCC will continue to support ULEZ, and its potential successors, and bolster our efforts to encourage everyone to ditch the car and embrace cycling whenever possible.

Images: Bigstock

LEADING THE CHARGE

With

market

IF, LIKE US, you were at the Cycle Show at Ally Pally this spring, one thing won’t have escaped your notice — electric bikes are everywhere! In fact other than at the mega Eurobike expo, we’ve rarely seen more exciting new e-bikes, from existing brands and startups, in one place.

As cycling still enjoys a post-pandemic boom — with total sales of more than 3.3 million bikes annually in the UK — interest in electric bikes continues to grow. In some categories, pedalassisted bikes now account for 10%, and as much as 25%, of the market. And some countries (including the US), are even seeing e-bike sales actually outstripping combined electric and hybrid car sales. What’s more, research suggests the global e-bike market will be worth at least £60 billion by next year.

However, with so much innovative motor and battery technology available these days, it can be a minefield knowing where to start if you’re looking to make the switch to electric. So on the next few pages we’re showcasing a brilliant selection of urban, folding, road and all-road e-bikes and explaining why they’re well worth your consideration.

more and more cyclists looking for a little pedal assistance, especially for longer commutes, we showcase the latest e-bike options on the

The all-carbon Atreus frameset features a fully integrated cable routing system which conceals the FSA e-bike assistance system. Offering 43nm of torque via the 250W motor, through five levels of assistance, the Atreus makes those rides of the past a reality again. A highly intuitive torque sensor means the Atreus is ready for tricky headwinds, slight ramps in the road, or the stiffest climbs you choose to tackle. A downtube-housed battery gives up to 100km of range depending on gradient. Optional extras include a secondary battery, which can be mounted in a bottle cage, to further boost your riding miles.

n dolan-bikes.com; from £3,099

The best tools are the ones you use daily, so if you’re looking for a bike that fits seamlessly into your life the Kemen goes beyond simple utility by turning e-bike rides into delightful mini-adventures. Whizz through the morning traffic, breathe fresh air on your way to work, let Kemen take the strain, so you don’t break a sweat. Helped along with a powerful Shimano EP8 motor, with up to 5hr of battery capacity, and 100mm of front suspension for comfort. After work, you’ll be wanting to take the long way home, leave the cycle lane and have an urban escape. Tireless, versatile and effortless — the Kemen takes it all in its stride.

n orbea.com; from £3,399

RIDGEBACK ADVANCE 1

The Advance 1 has everything you need to explore local roads, trails, towpaths, or wherever your curiosity takes you. Equipped with the Shimano STEPS 5000 drive unit, watch the hills disappear as the pedal assist, in combination with the 9-speed MicroShift gearing, makes life as easy as you want it to be. Ride quality is enhanced by 50mm Schwalbe G-One tyres and an RST Volant suspension fork, which soak up bumps and add comfort. And integrated lights powered by the STEPS battery mean your rides aren’t limited to when the sun is shining. Metal mudguards and a pannier rack featuring the brilliant AtranVelo system come as standard.

n freewheel.co.uk ; £2,999.99

Alongside its range of folding e-bikes, Estarli offers a do-it-all hybrid, the e28.8, which is equally at home on city streets and country lanes. There’s a choice of four colours and a matching Trapez model with step-through frame. Lightweight at just 16.5kg, with an 8-speed Shimano drivetrain, this is an e-bike that takes the rough with the smooth and helps you go further, faster. The upgraded e28.8 now has a more powerful 250W motor, and clever use of the five pedal-assist modes will provide a range of between 60-90km from the 250Wh battery. Front suspension and chunky tyres reduce jarring, but perhaps best of all the bikes are made in Britain.

n estarli.co.uk; £1,625

ESTARLI E28.8 HYBRID

DOLAN ATREUS ORBEA KEMEN

Effortlessly taking you from A to B, the S3 is Ridgeback’s highest-specced Electron ever. Taking an extremely popular model and adding an integrated 504Wh battery for a cleaner look and better weight distribution, the S3 features the Shimano STEPS 6100 drive unit — this pairing offers a range of up to 150km and up to 250W of assistance (with 60nm of torque). That means the S3 can carry greater loads which simply can’t be matched by lesser systems. The step-through frame makes the S3 accessible for a wide range of riders, while 50mm tyres, rear rack and battery-powered lights make the bike incredibly practical and ready to go from the box. n freewheel.co.uk; £3,499

A new standard for lightweight design, innovation and performance, the G4 delivers an award-winning combination of the ride comfort and dynamics of a full-size bike, with all the versatility of a folding e-bike. It’s the ultimate urban travel companion. A G4drive electric motor is elegantly integrated with an injection-moulded carbon mid-frame, single-sided carbon front fork, fully integrated USB port, and MotoGP-inspired tyres. All in a compact 17.6kg package. G4 can be stowed for transit in seconds or stored in tight living spaces. And that streamlined chassis and PitstopWheels make cleaning the Gocycle both quick and easy. n gocycle.com; £3,399

VELLO BIKE+ AUTOMATIC

The Vello Bike+ is the lightest and most compact folding e-bike of its class. Thanks to a mix of high-quality components, specially-developed innovations and the very latest technology, plus an exclusive award-winning design, you’re guaranteed a comfortable and fun ride around the city. Throw in super-efficient kinetic energy recuperation, an automatic shifter for the most optimal cadence, and a lowmaintenance belt-drive coupled with hydraulic disc brakes, and it’s easy to see why the Bike+ Automatic will seamlessly fit into any commuter’s everyday lifestyle. A folded size of just 57x79x29cm is perfect for neat home storage too. n vello.bike; £2,850

Feel the Vibe — a bike that’s both lightweight and enjoyable to ride, with a motor, battery and integrated electronics system designed for fast-paced, grab-and-go urban living. With an emphasis on functionality and easy use, this is a machine that oozes sophistication and echoes your sense of style without overshadowing it. Orbea’s ‘Enough Energy’ concept is a new way to ride and Vibe is a new kind of e-bike, with no bulky components to distract from the riding experience — the idea is that less ‘e’ can ultimately deliver more ‘bike’. Overall, it’s a sleek, fun, reliable package that can be easily manoeuvred into apartments or workplaces. n orbea.com; from £2,699

RIDGEBACK ELECTRON S3

ORBEA VIBE

GOCYCLE G4

“Following a cycling incident, I contacted Osbornes Law. I was delighted with the care they showed, including their assistance with ancillary services such as physiotherapy. I highly recommend this firm.”

45 Years of LCC

TO CELEBRATE LCC’s 45th birthday (September 2023), we searched out — with the help of readers — a few of the many items of LCC memorabilia that LCC members have worn, sold and displayed over the last five decades.

As some will know, the organisation was formed to

unite the efforts of a dozen existing groups of cycling and environmental activists in London boroughs. From the start, volunteers invested time to produce the Daily Cyclist newsletter, plus LCC badges, stickers and route maps, despite very limited resources and (in the beginning) no paid staff.

We are not aware of any high value vintage items among the assorted memorabilia, but you never know — old comics, football shirts and badges are increasingly collectible.

n This article would not have been possible without the help of long-standing LCC members who sent in photos and items for inclusion — thank you all.

Photo: Nick Lester

Maps & On Your Bike booklet

LCC’s famous cycle route maps pre-date the organisation’s formal creation. The On Your Bike booklet of central routes was first printed in 1976 by one of the founders of LCC, Kensington & Chelsea Friends of the Earth group. LCC extended the coverage to a series of fold-out maps in the 1980s.

In 2001 LCC’s top seller was taken on and expanded to a series of 14 maps by Transport for London, becoming the most popular cycling publication in the world, with more than 2 million distributed (surveys showed recipients cycled more and more often). Publication ceased in 2018.

Pin Badges & Tee-shirts

The earliest known item of LCC merch is the blue pin badge, using the bicycle traffic sign. There was also a matching T-shirt as worn by two of LCC’s first four chairs in the photo on page 45. A later, more colourful, T-shirt was also made.

LCC led dozens of rides to the 2007 Tour de France event in London (a precursor of the later Freecycle rides) and our merch of the day was a hastily designed T-shirt featuring the familiar street sign logo, but with a long list of the benefits of cycling on the back. It sold well at LCC stalls and continues to be worn by members.

Mudguard Stickers

Mudguard stickers were another early design; without a logo as yet, but the drawing is attributed to the late Private Eye cartoonist Bill Tidy. LCC’s first (green and white) designer logo is attributed to Kate Horrell. It appeared on a host of publications, banners and T-shirts during the 1980s and 1990s. It is perhaps best remembered in the form of the prominent green sticker on the mudguards of up to 7,000 members (all new sign-ups got one). The early paper one in green and white, was replaced by the durable green and black

Reflective Ankle Wraps

Older members recall an LCC ankle wrap as a popular item. None of the originals survive, but we have a secret supply of the ones produced in the 2000s in collaboration with the TfL ‘Good Going’ promotion, in a green/black design.

Freecycle: Flags & Tees

LCC board member, David Love, successfully battled to create London’s largest ever public cycle ride. We not only ran dozens of rides to each of the annual events, but marked our involvement by giving riders LCC branded flags to brighten the day and selling logo T-shirts.

Team LCC Jerseys & Kit

In an effort to update an ageing logo, in the 2010s LCC engaged brand maestro and sculptor Shane Greeves. The

SaferlORriEs.THEy'reon theIR WAY.

purpose. Perhaps the most inspired item was the Team LCC jersey that ran a repeat pattern of the new logo to create a giant peloton of cyclists. The new design was adopted by LCC’s local groups with the replacement of the word ‘London’ in the logo with the borough name.

Bottles, tabards & more

Once the new logo was adopted there was no stopping its appearance on waterbottles, badges, tabards, flags and banners. The red and white theme (with the inevitable heart) was also used for the ‘Love London, Go Dutch’ campaign that brought 10,000 riders onto the streets of the capital in 2012.

Space for Cycling: stickers, flags, beer mats & banners

So snappy and popular was LCC’s theme and logo for the 2014 London

up by Cycling UK, the national cycling charity. Beer mats were an innovative twist and suited the circular logo.

Sign for Cycling

The 2016 Mayoral campaign saw useful saddle covers distributed with a signpost-type logo that also accompanied the online campaign.

Modernising the logo in 2020 & unique Velo font Rather than start from scratch, agency We Made This refreshed LCC’s spot logo with a more rounded font and a red and white colourway. A parallel project led to the innovative London Velo typeface designed by NB Studio, which incorporated bike parts and London landmarks to create a unique cycling alphabet.

One-off Items

n Several LCC campaigns, often those in partnership with other

Cycle (stickers and banners), Stay Wider of the Rider (stickers).

n A rare and unusual contribution to local group merch was the T-shirt designed by Turner prize winner Jeremy Deller to generate funds for Southwark Cyclists.

Adult LCC members may have

KCC AND THE SUNSHINE BAND

Inspired by the recent wave of family-friendly rides, Suzanne Seyghal Buckingham explains how Kingston Cycling Campaign is helping more residents choose their bikes for local journeys

WHEN KINGSTON received TfL funding to improve cycling infrastructure

as part of the mini-Holland programme, many residents hoped this would be the magic bullet to turn the southwest London borough into a bike-friendly utopia. However, fast-forward nearly a decade, and it’s clear there’s still a big opportunity to encourage more people of all ages to take to two wheels, or even

three, for local journeys.

In early 2023 Kingston Cycling Campaign (KCC) therefore decided to introduce a family-friendly range of free rides to its popular cycling calendar, each starting and finishing in a Kingston park.

Having already seen the success of similar outings across the capital, rather than reinvent the wheel the group sought out advice from their Haringey counterparts, who were, and remain, incredibly generous with their time and invaluable advice.

Armed with top tips and templates galore, plus the full LCC low-down care of Mike McSherry, the date for Kingston’s first family-friendly bike ride was set for Sunday 4 June, to coincide with World Bicycle Day and the start of Bike Week.

To really build a buzz, the group partnered with two local volunteer-run social enterprises: Full Cycle Community Bike Project and community climate hub Kingston Hive. Best of all, the bike project connection helped boost the number of ride marshals on the day, whilst ensuring we had even more expert mechanics on hand, just in case.

Knowing how keen Kingston Council was for more families with young children to be inspired to

get cycling, the group also used the event as an ideal opportunity to involve local councillors and build on links with the council’s active travel, schools and community engagement teams. This meant lots of council cycling instructors and councillors joined the ride, alongside local MP Sarah Olney.

Spreading the word

The easy-paced outing was intended to showcase a mix of the borough’s quieter roads, bike lanes, 20mph zones and low traffic neighbourhoods (LTNs), many of which KCC had campaigned for. But, most of all, the group wanted to help build cycle confidence and be enjoyable for all ability levels. After letting those route-creation juices flow, the excited organisers eventually settled on a figure-ofeight design which would give participants the option to stop after 4.5 miles or continue for the full 7.5 miles.

Having proactively spread the word with everyone from neighbourhood schools and bike shops, to residents’ associations and the district scouting commissioner — and with the weather gods on our side — more than 200 participants were encouraged to meet in Fairfield Park and cycle

into summer. Around 30 marshals also generously volunteered their time and shared their thoughts on how we could make future rides even more successful.

A wide range of bicycles were counted, including at least three cargobikes, numerous e-bikes, Dutch-style bikes and Bromptons, plus a few kids on stabilisers, and even one basket-loving dog. For many it was the first time they’d joined a group ride, and through the post-ride survey they commented that the route had introduced them to new areas on their doorstep that they’d never explored before. Exactly what was hoped would be achieved.

Sarah Olney MP (pictured top right), said: “It was great to join KCC on their family fun ride, encouraging families to get out cycling together.” Elliot, aged 8, was more effusive: “I loved it! I love cycling on the road like my dad does, but my parents don’t like it because of the cars, so this was just great and I made new friends. When I’m a bit taller I’m going to get a road bike, hopefully in time for the September ride!”

What the ride demonstrated most of all was the strong local appetite for family-focused cycling activities. It’s been encouraging

to see so many attendees already register for KCC’s next fun ride in September, with some eager cyclists also inspired to join in the group’s regular longer outings. Gary, founder of Full Cycle Community Bike Project summed it up well: “Events like these are a simple yet inclusive way to build confidence, while reminding people that riding a bike is a fun, affordable, reliable and healthy way to get around.”

With this new style of ride also proving a great way to introduce the group and KCC’s ongoing campaigns to a new audience, we look forward to continuing to help embed the cycling habit in Kingston over the coming year.

MORE INFO

n Kingston Cycling Campaign’s next family-friendly ride will take place on Sunday 10 September. Starting at 11am from Norbiton’s newly-refurbished Kingston Road Recreation Ground, the fun-packed, circular 5.5-miler will take in a mix of the borough’s quieter roads and bike lanes, including the Beeline Way. Reserve your free place at lcc.org.uk/ events/kingston-fun-bike-ride.

n For Kingston Cycling Campaign’s listing of free local rides go to kingstoncycling. org.uk/rides-calendar.

Photos: Graham Buckingham, Suzanne Seyghal Buckingham

AUTUMN GEAR GUIDE

As summer draws to a close and daylight hours get shorter, here’s a few kit suggestions for cyclists riding through the colourful shoulder season...

ALOT OF FOLKS will say that summer is their favourite season for cycling, but we’ve always had a soft spot for autumn. It’s usually pretty mild, the colour of trees in our parks and green spaces is wonderful, and the riverside sunsets can be epic.

Of course, the weather can also be as unpredictable as spring, so it pays to be prepared for changeable conditions, whether that’s packing a rainproof jacket or sticking a decent set of lights in your bag. With that in mind, here’s LC’s guide to nine great gifts for yourself, or cycling friends and family.

#1 CUBE ATX RAIN JACKET CMPT

No more bad weather excuses with this durable, waterproof 2.5-layer jacket for all your outdoor activities this autumn. It’s great for commuter rides, mountain bike adventures and looks pretty stylish down the pub too. Sizes XS-XXXL; 2 colours. n cube.eu; £99.95

#2 SEE.SENSE ICON3

The smartest, brightest light See. Sense has ever produced. It attracts attention faster than ever with 350 lumens, 270-degree visibility and patented reactive technology.

Experience connected features including crash and theft alerts, all with a 15hr run time. Made in the UK. n seesense.cc; £99.99

#3 TSG GEO

The Geo is the ultimate in cool, urban cycling head protection from one the world’s leading extreme sports brands. Lightweight in-mould construction, with 10 cooling vents and a ‘dial-fit’ system, together with an LED rear light and reflective straps. Available from local bike shops (see Ison website). n ison-distribution.com; £79.99

#4 SP DYNAMO

Winter commuting becomes a lot less of a faff with an SP Dynamo. The brand also offers a matching LED light, which includes a stand-light for safety at junctions. Multiple options for rim or disc brakes, and different axle types. Available from IBDs, or as complete wheels from halowheels.com.

n ison-distribution.com; from £100

#5 CYCOLOGY HANDLEBAR BAGS

Banish boring design! Check out Cycology’s new bar bags, with oodles of room for your riding ‘stuff’, while also keeping it dry from the UK’s notorious weather. Three Velcro straps make for easy attachment. Available in eight hand-drawn designs.

n cycologygear.co.uk; £35

#6 RIDER RESILIENCE MERCHANDISE

Rider Resilience is a registered not-forprofit community interest company,

founded to draw on the strength and camaraderie of the bicycle community. Sales of merchandise help to build a visual movement and support resilience promoting projects.

n riderresilience.org; from £15

#7 CUBE FLEET HELMET

The Fleet is designed for the perfect ride in our autumnal weather. The clever ‘Snap 360’ system lets you adjust the fit with one hand, while 14 generous vents keep you cool. A MIPS cradle protects the head from rotational forces in the event of a collision. Five colour choices, in three sizes (S,M,L).

n cube.eu; £59.95

#8 LCC MEMBERSHIP

When you refer a friend as a member, you’ll BOTH receive your choice of either Cateye lights, an Abus D-lock or a Lezyne mini-pump. Thanks to our members, our voice is heard and we’re able to effect real change across London. Refer your friends today to support this ongoing work making cycling in the capital safer and more enjoyable for everyone.

n membership.lcc.org.uk: from £27.50

#9 ORTLIEB VARIO PS 20L

From back to bike in a matter of seconds — the innovative and intuitive Vario PS 20L is a backpack and pannier in one. 100% waterproof, with classic rolltop closure and a padded laptop compartment, the Vario is produced sustainably in Germany. Three colours; also in larger 26-litre option.

n ortlieb.com; £178

#2

#3

#4 #7

#6 #9 #8

#5

#1

Ride Guide

RIDES BIKES

FOOTSTEPS IN ST ALBAN’S

FOR MANY SOUTH Londoners, the countryside north of the river can seem like a faraway land never to be visited. But the reality is that bike-friendly Thameslink trains will whisk you there in no time — and we highly recommend this Herts loop from St Alban's on (mostly) well-maintained gravel tracks and paths. On dry days you’ll even be able to ride it on the hybrid bike with allterrain tyres.

The route takes you through forests, ancient and modern, via Nell Gywnn’s bolthole and the training grounds of London footy teams, past the birthplace of the Mosquito fighter plane, and the place where silk worms created the yarn for the Queen’s wedding and coronation robes. You even take in the ruins of the Roman walls, before retracing St Alban’s final steps leading to St Alban's Cathedral.

That’s quite a lot to see, so pack yourself a picnic and go and explore this fascinating part of the home counties.

DISTANCE: 52km (32 miles)

ASCENT: 470m (1,550ft)

TERRAIN: 60% off road

SUITABLE FOR: gravel or mountain bikes. When dry, light hybrid and road/touring bikes with all-terrain tyres.

NEAREST STATIONS: St Alban's City (with more than four trains per hour from all areas of London)

We have partnered with mapping specialist Komoot to bring you free downloadable route maps. Simply scan the QR code here to access the relevant page on your smartphone or tablet.

FACTFILE

Charlie Codrington guides us on a trail of discovery that starts just a short train hop from London

Ride Guide IN ST

S/F: ST ALBAN'S CITY STATION

Getting to St Alban's from London is dead easy with a bike — you just turn up and go, no pre-booking required. There are no time restrictions over the weekends either.

When you arrive at St Alban's City station, follow the bike route signs to The Alban Way, a converted railway line that runs through the southern suburbs of the town. There’s a mile or so of tarmac before you reach Bricket Wood Common and the off-road riding.

2 BRICKET WOOD COMMON

An ancient common, farmed since pre-Roman times, now managed as an SSI as a mixture of open grazing and wooded trails. Follow the path across the meadow to a beautiful and deep-looking ford across the River Ver. Thankfully there’s a bridge over it, but look out for trout in the shallows.

There’s easy riding on well-made gravel paths for the next few miles, then a bit of a technical climb up to the bridge across the motorway, though this is easily walked.

Cross Bell Lane and you’re at the entrance to Arsenal FC’s immaculate training grounds, then, further on, at the more open Watford FC grounds.

3 SALISBURY HALL & DE HAVILLAND MUSEUM

One of the joys of riding around the home counties is coming across the unexpected, such as Salisbury Hall. Previously a hideaway for Charles II’s mistress Nell Gwynne, the Hoare banking family and Winston Churchill’s mother. The manor's cottage was also home to the silk worms that produced silk for the late Queen’s wedding and coronation robes.

Next to the hall is the fascinating de Havilland Museum, where the

ALBAN’S FOOTSTEPS

Mosquito fighter plane was developed. The collection includes a restored prototype and many other planes built by the company after World War II, including a section of the fuselage of a Comet passenger jet. There's even a cafe full of homemade cakes!

Just to the west of Hatfield you come across a curious old gravel pit: a mile-long stretch of sandy wasteland as far as the eye can see. On a hot day here you can imagine yourself bravely struggling across the Sahara...

4 HEARTWOOD FOREST

Winding through a delightfully cool forest of Scots pine, the route brings you to Heartwood Forest, one of England’s new forests; planted on what was previously farmland, over half a million trees have been planted and meadows sown. It’s hugely impressive, more than 850 acres, with a network of decent trails definitely worth a trip back to explore in full.

Exit the forest and skirt around the northern edges of modern St Alban's and you reach Verulamium Park on the site of the Roman town. Today the park is an uncomfortable mix of local playing fields and a museum. Seek out the the remains of the villa and you’ll pass the remains of the original walls, bang next door to football fields.

You’ll turn sharp left on to a causeway across the River Ver and it’s here, we’d like to believe, that we’re retracing the footsteps of the legendary Alban. So legend goes, to save a priest he had just met, Alban (a 3rd or 4th-century Roman Christian) offered himself up

FIND, PLAN AND SHARE YOUR ADVENTURES WITH KOMOOT

Turn your next ride into an adventure with Komoot. Get inspired by tapping into shared community knowledge and recommendations, then bring your own adventures to life with the easy route planner. New users can receive a Komoot Region Bundle of offline maps (worth £8.99). Visit komoot.com/g and enter the code ‘LCC’ to choose your free Region Bundle.’ [Valid for new Komoot users only, redeemable until 31/1/2024].

for death during one of the Roman purges of Christians. He was led for execution across a fast-flowing river and about 500 paces up a small hill "overlooking a pleasant plain". Here the soldiers chopped off his head whereupon, gruesomely, his eyes fell out! His head rolled back down the hill and apparently a well sprung up where it stopped.

5 CATHEDRAL

With the Romans gone, it’s safe to follow the route 500 paces uphill to overlook a pleasant plain. Now you'll find the Cathedral and Abbey Church of St Alban — an early Norman cathedral built largely, it’s said, from material scavenged from the ruined walls of Verulamium. The route finishes by heading to the station along cafe-lined medieval streets, a tempting place to linger, especially during the weekends when the roads are closed to vehicles.

Photos: Charlie Codrington

IN ST ALBAN’S FOOTSTEPS

MY FIRST... CARGOBIKE

As the name suggests, cargobikes are the workhorses of the cycling family, built to carry hefty loads — whether that’s kids, shopping bags, or even your small business essentials. Loads can be transported out front or behind the rider, with electric and non-electric options available. The Benno Boost pictured can carry 3x the load of a regular bike, with prices starting from £3,999.

Strength and durability is the name of the game here, so aluminium and steel are the most common frame materials. Frame tubes are thicker than on regular bikes and designs are configured to cope with the stresses of carrying heavy loads. To put that in perspective, the Benno Boost has a total gross weight of 200kg (440lb) for bike, rider and cargo; the rear rack alone is rated for a maximum load of 60kg

(130lb) — more than sufficient for one adult and two young children, plus luggage. The fork too is made from equally strong aluminium alloy.

2. CARRYING CAPACITY

Many cargobikes keep all their storage in one place (eg ‘box bikes’ or ‘longtails’), but the beauty of newer designs like this one is that there’s almost infinite load-carrying options. Here an interchangeable pannier

rack and rail system lets you choose from dozens of configurations: one or two kids in seats, with shopping bags; a mix of crates front and rear (a matching front

rack can take an extra 20kg); a family’s worth of camping/touring gear; even a paddleboard mount. It’s easy to see why they’re a genuine alternative to cars.

Miles of smiles: one battery can last up to 130km, and a second can be fitted to the downtube

Mid-drive motor: provides a better overall balance and ride feel

1. FRAME

3. MOTOR AND BATTERY

While non-electric cargobikes are still available, there’s been a huge shift towards electric, with a little pedalassist being seen as a major bonus not only for regular schoolrunners but also small businesses and tradespeople.

All Benno bikes use a powerful Bosch Performance motor mounted in the centre of the bike (‘middrive’), offering 65Nm or 85Nm of torque depending on model. As they’re already cumbersome, it’s important that e-cargobike batteries are removable and can be charged indoors. Here the primary battery (500Wh) is mounted behind the seat-tube; a second battery can be attached to the downtube to effectively double the range (up to 260km using two).

4. SMALL WHEELS

Smaller wheels are stronger and less prone to flex than larger wheels, so many cargobikes come equipped with 24in wheels (like the Boost) or smaller. And it’s not uncommon to find mixed wheel sizes either.

5. BEEFY TYRES

Wide, puncture-proof tyres (2.6in, wider than average mountain bike tyres) add a little extra comfort and forgiveness to the ride, and an all-weather tread pattern provides greater traction for multi-season use.

6. LOW GEARS

Whether your cargobike is electric or not, you still need a good spread of gears, including some low ones for hillier rides. A 48t front chainring is used by Benno, with an 11-42t cassette — a really useful combination for mixed urban and countryside trips. (The LC team has actually ridden this bike up Ditchling Beacon, the stiffest climb on the classic London to Brighton route, and it wasn’t found wanting).

7. DISC BRAKES

All that potential portage weight requires some serious and reliable

stopping power, so disc brakes with larger (160180mm) rotors are the only way to go. Performance is predictable even in foul weather, they require minimal maintenance and the levers can be adjusted to suit small or large hands. Worth noting here is the front brake, which does most of the hard work, has four pistons compared to two at the rear.

8. ADJUSTABLE COCKPIT

One distinct characteristic of cargobikes is that they’re made to fit cyclists across a broad size range, often from from 5ft1in to 6ft3in. So the seatpost can be moved up and down to tailor saddle height, while handlebars can be rotated forwards or backwards to match your preferred reach.

9. ACCESSORIES

A few key accessories go a long way to enhancing year-round utility: full wraparound mudguards for the wet season(s), a kickstand (an absolute must when lifting kids on or off), and integrated lights. These come as standard on the Boost, but otherwise ask your local dealer about an upgrade package. Luckily most panniers fit most racks, but brands do offer their own dedicated bags, child seats and extras. 3b

NEW E-BIKES HOT TECH

WITH MORE THAN 7,000m of climbing and 13,000m of descending under our belts — including 6,000m of downhill in one day — it’s fair to say that our test rides on the Rise have been thorough. Why more downs than ups? That’s thanks to a handful of lift-assisted outings in the Alps, where threequarters of the total mileage was clocked up on rough, jagged trails during a short getaway; the rest being accounted for on more sedate terrain at home. We’re happy to say both rider and machine are well.

If you’ve ridden a ‘full fat’ electric mountain bike (e-mtb) with large motor and battery, you’ll know that they’re incredibly fun,

but the flipside being they weigh a tonne and make most ascents laughably easy, removing any real challenge. So Orbea developed the Rise to occupy the middle ground — enough pedal assist for when you really need it, but retaining the feel and rider input of a regular bike. Working with Shimano’s smaller

EP801 motor, they’ve added what they call an ‘RS’ tune and firmware upgrade, and very quickly you’re aware how smooth, intuitive and natural the pedalling seems. And quiet too, always a bonus. In the lower modes the assist is so subtle that you barely notice it.

This ‘natural’ feel is greatly aided

Review: John Kitchiner

The emerging niche of superlight e-mtbs is gaining traction with its innovative tech

ORBEA RISE M-LTD n EIGHT MODELS, FROM £4,999 TO £9,999 n orbea.com

by the Rise’s superlight weight of just under 16kg (35lb), which is the same as mid-level, non-electric enduro mtbs. It helps deliver serious battery bang for your buck — up to 50% better range it’s claimed — and we easily managed 1,500m of uphill in one push, shuffling between assist levels. You still have to work hard, though, and that’s a good thing; you’re not a passenger.

As our test bike came dripping in Shimano XTR bling, from drivetrain to brakes, and Fox Float suspension front and rear (140mm of travel), we had zero issues there. But we found the limits of the Maxxis Rekon tyres on a few rowdier tracks and swapped for a burlier wheelset for most of the French excursions.

Aesthetes will appreciate the Rise’s clean lines, with slim tubes, integrated display and hidden cables; the latter, routed through the headset are, however, a love/ hate affair for mechanics. The bars even have holes drilled in them for the controller wires to run inside. It’s all beautifully considered.

FACTFILE

n The Rise is aimed at all-round ‘trail’ riding, but if you don’t need that rear suspension the even lighter Urrun hardtail uses the same ‘RS’ motor.

n A tiny magnetic multi-tool is hidden inside one of the Rise’s pivot bearings. n Orbea’s ‘customize’ online tool allows you to choose your own frame colours and component spec.

VERDICT

+ The minimalist EN600 controller is simple to use, but gives no clue on battery status until the light turns red (20% left), which can be unnerving. You’re reliant on the app and a charged phone.

+ Simply, the most natural feeling e-mtb motor we’ve tested.

the gnarliest terrain

front/2.4in rear)

NEW E-BIKES HOT TECH

AS DEBUTS GO, the Surge Traveler P5e is certainly an impressive one; the Basingstoke-based company has moved from selling major brands direct to the cycle trade, via retailing high quality e-bikes like Tern and Riese & Muller, to then making its own model. And that experience really tells.

Surge has come up with an e-folder that packs a real punch. A Bosch Performance Line motor sits mid-drive, with a 500Wh battery tucked behind the seat-tube, plus there’s the innovative belt-driven Enviolo ‘stepless’ rear hub gearing. It’s not a combination we’ve ever seen before on a folder, but out on the streets and hardpacked

riverside trails it has worked well. It’s a very practical bike and the hub gears need almost zero maintenance.

The combo of very responsive Bosch motor system and a short wheelbase means it’s nippy and fun through traffic and Schwalbe’s Big Apple 2.15in tyres soak up most potholes well. The one-size frame

gives an upright riding position that’s comfy and great for observing vehicles around you. Add in the full complement of equipment you’d expect on any all-weather urban commuter (mudguards, rack, lights) and you have a bike that’s pretty sorted for London, where you want something quick that also feels stable.

Like all 20in-wheeled folders (especially with relatively heavy mid-drive motors), the Surge’s fold is not Brompton class, but it is easy; once folded it stands on the two short legs just behind the bottom bracket. Extend the seatpost and it is pretty easy to roll along and onto a train (but at 24.5kg it’s not a bike you’ll want to be lifting very high

Review: Richard Peace

Exclusive look at the first UK folding e-bike to feature Enviolo’s stepless hub gearing

SURGE TRAVELER P5E n £3,499 n surgebikes.co.uk

off the ground). The frame itself is solid and there’s no discernible flex in the folding joints.

The lack of bells and whistles approach is typified by the simpleto-use Bosch Purion display. Rather than being tempted by fancier units, Surge has put the budget into that rear hub; just turn the twist-shifter back or forwards to make the gearing easier or harder (you can never be out of gear).

Allied with that Gates belt it’s ‘fit and forget’ stuff. The low bottom gear also means you can easily climb any hill you put in front of it.

With so much tech in one place, we had feared the Traveler might not gel in practice, but it’s proved highly capable.

FACTFILE

n You can only buy direct from Surge, which means you’ll have to visit the showroom for a test ride. Surge says all spare parts are in stock and are often widely available, so remote support is possible.

n Good quality LED lighting, SKS mudguards, sturdy kickstand and rear rack all included as standard.

n Magnets keep the fold together, so a little care is needed when wheeling or lifting the folded bike.

n Fully folded the Traveler measures 110cm x 41cm x 81cm.

n MIK-compatible rear rack mounting system, with 25kg load rating, means shopping or library trips are a doddle, though there’s really not much space for a child seat.

n Fits riders from 148cm to 195cm tall (4ft8in to 6ft4in).

VERDICT

+ A superb combination of effective motor power, low maintenance transmission and useful folding ability.

+ Not the cheapest e-bike out there, but good value for money.

BOOKS & FILMS

Breathe: Tackling the Climate Emergency

SadiqKhan

penguin.co.uk; £16.99

With our current Mayor seeking an historic third term, now is a good time to research his motivations. This short autobiography starts with the young lawyer buying a Land Rover to drive around Tooting, and ends with Mayor Sadiq Khan pledging to introduce road-user charging in London before this decade is out. The rest is the journey.

We taste the gossip from the campaign trail to the kebab-shop, we see Khan develop asthma after London Marathon training, and we feel his pain for Ella Roberta Adoo Kissi Debrah’s now-infamous death from air pollution. Khan underplays the personal abuse he has faced (shamefully evident at the book launch itself). He also underplays the Silvertown tunnel, as it doesn’t fit his narrative, so merits barely two pages. But overall the book’s pacey, relevant and an essential insight into London’s political levers.

Carmageddon

Daniel Knowles abramsbooks.com; £22

If you’re not a huge fan of cars already, that feeling’s likely to become a more fervent dislike by the end of this book as Knowles clinically dismembers the hypocrisy and greed of the automotive industry.

It spans decades. In the 1920s we have General Motors’ scientists washing their hands in tetraethyl lead to “show how safe it is”, and Henry Ford cheerleading Adolf Hitler. Today we have one in 20 people in the Democratic Republic of Congo risking their lives for electric car battery minerals, and 1.3 million killed on the roads every year (the leading cause of death for those aged between 5 and 29 globally).

The social cost of ‘free’ parking, the endless lobbying for even more roads and parking, the deliberate undermining of rail and cycle infrastructure... read it and weep. Then buy a copy for your ward councillor and ramp up the campaigning.

Sigrid Rides

Travis Nelson octopusbooks.co.uk; £18.99

Nelson and his white cat Sigrid bring joy to people worldwide with their videos cycling around London (google ‘Travis and Sigrid’ if you’ve not seen them). Now Nelson has turned their social media success into a book, though it’s actually about something much larger. Going from part-time jobs in rural USA to self-taught Silicon Valley programmer, Nelson holds on to Sigi as he faces imposter syndrome, loneliness and suicidal thoughts. When he moves to London and loses both job and visa amidst a global pandemic, where can he turn?

The author chooses to use the power of one bike, one cat and many communities — including LCC, Fixed Pirates Crew, his local pub (The Washington in Belsize Park) and more — as he builds a new life in London. This surprising story explores what can happen when you find the bravery to start again.

Bicycle Film Festival

Various bicyclefilmfestival.com

Twenty years ago Brent Barbur was hit by a bus while cycling in New York. Determined to turn his pain into something positive, he created the Bicycle Film Festival. This summer London welcomed back BFF back in-person for the first time in four years.

Two nights at the Rio Cinema in Dalston showed a mezze of films: from 90 seconds to 30 minutes, from Peru to north Wales, from funny to serious. We definitely didn’t cry at The Nine Wheels, following a family using mountain biking and a recumbent trike to come together in the face of a devastating illness (search ‘Schneeberger family’ on YouTube).

When Barbur talks about the festival, he says how proud he is to see the changes in London over the past 20 years, and how BFF feels a part of that. This is campaigning through art, beauty, community; cycling is a culture, our culture.

REVIEWS: Melanie Etherton

BIKE SHOP NETWORK

LCC members can access a range of discounts on parts, accessories and/or workshop labour at more than 120 London independent bike shops

BARKING & DAGENHAM

Vandome Cycles - Barking Riverside Cycle Hub

Handley Page Road, IG11 0TH vandomecycles.co.uk info@vandomecycles.co.uk

07774 182308

Vandome Cycles - Becontree Cycle Hub

Junction of Wood Lane and Green Lane, RM8 3HH vandomecycles.co.uk info@vandomecycles.co.uk

07774 182308

BARNET

Bike and Run

128 High Road, N2 9ED bikeandrun.co.uk bikeandrun@live.co.uk

020 8815 1845

Broadway Bikes

250 West Hendon Broadway, NW9 6AG broadwaybikes.co.uk broadwaybikes@hotmail.com

020 8931 3925

Equal Bikes

25 Bell Lane, NW4 2BP kisharon.org.uk bikes@kisharon.org.uk

020 8202 5540

John’s Cycles

17 Greenhill Parade, Great North Road, Barnet, EN5 1EU johnscycles.co.uk info.johnscycles@gmail.com 020 8449 8993

Phoenix Hotworks

137 Station Road, N3 2SP phoenix.hotworks@outlook.com 07857 654050

BEXLEY

White’s Cycle Centre

124 Erith Road, Bexleyheath, DA7 6BU whitescyclecentre.co.uk sales@whitescyclecentre.co.uk 01322 558331

BRENT

Kilburn Cycles

173 Kilburn High Road, NW6 7HY kilburncycles.co.uk info@kilburncycles.co.uk

020 7625 4888

Electric Bicycle Company

711 North Circular Road, NW2 7AX

electricbicyclecompany.co.uk colin@electricbicyclecompany.co.uk

020 8450 3272

Sparks

5 Bank Buildings, High Street, NW10 4LT sparksonline.co.uk sales@sparksonline.co.uk

020 8838 5858

BROMLEY

Coney Hall Cycle Works

47 Croydon Road, Coney Hall, West Wickham, BR4 9HZ chcw.co.uk

info@chcw.co.uk

020 8462 1778

Deen’s Garage

439 Croydon Road, BR3 3PP deensgarage.co.uk info@deensgarage.co.uk

020 8650 0630

FAB Cycle Services

141 High Street, Farnborough, BR6 7AZ fabcycleservices.com

enquiries@fabcycleservices.com 01689 490922

Mark’s Cycle Repairs

31 Tilbury Close, Orpington, BR5 2JR markscyclerepairs.com

mark@markscyclerepairs.com 07824 337891

Panagua Bikes

50 Hayes Street, Hayes, BR2 7LD panaguabikes.com info@panaguabikes.com

020 8289 7802

SE20 Cycles

78 High Street, Penge, SE20 7HB se20cycles.com

se20cycles@icloud.com

020 8659 2060

CAMDEN

Camden Cycles

241 Eversholt Street, NW1 1BA camdencycles.co.uk

info@camdencycles.co.uk

020 7388 7899

Condor Cycles

49-53 Grays Inn Road, WC1X 8PP condorcycles.com customer.service@condorcycles.com

020 7269 6820

Crank Doctors

86 Mill Lane, NW6 1NL crankdoctors.co.uk workshop@crankdoctors.co.uk

07767 070709

Cyclonic Bikes and Workshop

511 Finchley Road, NW3 7BB cyclonicbikes.co.uk ian@cyclonicbikes.co.uk

020 7018 9380

Flying Dutchman Bikes

188-192 Eversholt Street, NW1 1BJ flyingdutchman.bike enquiries@flyingdutchman.bike

020 7388 3688

London Green Cycles

4 Chester Court, Albany Street, NW1 4BU londongreencycles.co.uk info@londongreencycles.co.uk

020 7935 6934

Lunar Cycles Arch 66, Wilkin Street Mews, NW5 3NN lunarcycles.co.uk bikes@lunarcycles.co.uk

020 7482 1515

The London Bicycle Workshop

97-99 Clerkenwell Road, EC1R 5BX londonbicycleworkshop.com info@londonbicycleworkshop.com 020 7998 8738

CROYDON

Blue Door Bicycles

7 Central Hill, SE19 1BG bluedoorbicycles.com contact@bluedoorbicycles.com 020 8670 9767

Rolling On Cycles

324 Chipstead Valley Road, Coulsdon, CR5 3BE rollingoncycles.co.uk info@rollingoncycles.co.uk

01737 552268

EALING

London Bike Hub Greenford Park Residents’ Association Hall, 18 Queen’s Avenue, UB6 9BX londonbikehub.com info@londonbikehub.com 07479 574572

Town Bikes

153 South Ealing Road, W5 4QP townbikes.co.uk info@townbikes.co.uk 020 3490 2684

The London Cycle Workshop 39 Bond Street, W5 5AS tlcw.co.uk/ealing-shop ealing@tlcw.co.uk 020 8075 5222

Wheelpower Bike Shop

112 Broadway, W13 0SY mansue.alphaclearwater@gmail.com 020 8566 0044

ENFIELD

Auto Store Motor Factors

755 Green Lanes, N21 3SA autostoreonline.co.uk shop@autostoreonline.co.uk 020 8360 3611

Bikes R Us (mobile)

Serving Southgate and surrounding areas, N14 petebikesrus@hotmail.com

07949 066889

GREENWICH

Cycles UK

135 Creek Road, SE8 3BU cyclesuk.com

greenwich@cyclesuk.com

020 8692 3148

Harry Perry Cycles

6, 88-104 Powis Street, SE18 6LQ harryperrycyclesuk.co.uk info@harryperrycyclesuk.co.uk

020 8854 2383

1 Love 2 Wheels

12 Moseley Row, SE10 0QS instagram.com/1love2wheels. co.uk paul@1love2wheels.co.uk

07845 194895

OneSixSix Velo

166 Westcombe Hill, SE3 7DH onesixsixvelo.com

info@onesixsixvelo.com

020 3093 9506

HACKNEY

A&S Cycles

69 Lower Clapton Road, E5 0NP ascycles.business.site a.scycles@yahoo.co.uk

020 8985 0042

About the Bike

124ABC Dalston Lane, E8 1NG aboutthe.bike info@aboutthe.bike

020 7254 2513

Balfe’s Bikes Hackney

164-167 Mare Street, E8 3RG balfesbikes.co.uk

hackney@balfesbikes.co.uk

020 3833 1544

Better Health Bikes

13 Stean Street, E8 4ED betterhealthbikes.org.uk bikes@centreforbetterhealth. org.uk

020 3479 7003

Big Fun Bikes

Arch 301 Frederick Terrace, E8 4EW bigfunbikes.com hello@bigfunbikes.com 07840 352032

Bike Mech

Castle Climbing Centre, Green Lanes, N4 2HA bikemech.co.uk jon@bikemech.co.uk 07762 270616

Bohemia Bikes

Arch 9, Bohemia Place, E8 1DU bohemiabikes.org.uk bikesbohemia@gmail.com 07469 259763

Frankenbike

16 Felstead Street, E9 5LT frankenbike.cc shop@frankenbike.cc 020 3417 0252

Hub Vélo

215-217A Lower Clapton Road, E5 8EG hub-velo.co.uk shop@hub-velo.co.uk

020 3490 2110

Perlie Rides

137 Well Street, E9 7LJ perlierides.co.uk

020 8525 5694

Push Cycles

35C Newington Green, N16 9PR pushcycles.com

info@pushcycles.com 020 7249 1351

The Hackney Peddler

89 Stoke Newington Road, N16 8AA thehackneypeddler.co.uk hello@thehackneypeddler.co.uk 020 3095 9789

Two Wheels Good

165 Stoke Newington Church Street, N16 0UL twowheelsgood.co.uk

ourshop@twowheelsgood.co.uk 020 7249 2200

HAMMERSMITH & FULHAM

Balfe’s Bikes Fulham

584-590 Fulham Road, SW6 5NT balfesbikes.co.uk fulham@balfesbikes.co.uk 020 7731 1700

Cycle Junxion

299 North End Road, W14 9NS cyclejunxion.co.uk

sales@cyclejunxion.co.uk 020 3475 7778

OMA Bikes

325 Fulham Palace Road, SW6 6TJ omabikes.co.uk bikes@omabikes.co.uk 07975 612368

Pedal Back Cycling

24 Lillie Road, SW6 1TS pedalbackcycling.com info@pedalbackcycling.com 020 7018 5280

The London Cycle Workshop

Hammersmith 373 King Street, W6 9NJ tlcw.co.uk/hammersmithshop hammersmith@tlcw.co.uk 020 8075 5222

HARINGEY

Brompton Haus

Barrenger Road, N10 1HU bromptonhaus.com

matt@bromptonhaus.com 07595 877141

Future Cycles

314 Park Road, N8 8LA futurecyclesshop@yahoo.com

020 3538 0731

Sun Cycles

79 Broad Lane, N15 4DW suncycles.org info@suncycles.org

07948 345923

HARROW

CycleRepair

Honister Place, Stanmore, HA7 2EL (by appointment only)

07920 414519

HAVERING

Cycle Cellar

3A Tadworth Parade, Hornchurch, RM12 5BA facebook.com/cyclecellar info@cyclecellar.co.uk

01708 451406

Hornchurch Cycles

192 High Street, Hornchurch, RM12 6QP hornchurchcycles.co.uk hornchurchcycles@gmail.com

01708 445521

HILLINGDON

Bikewise

61 Swakeleys Road, Uxbridge, UB10 8DQ bikewisegb.com bikewise@btconnect.com

01895 675376

HOUNSLOW

Balfe’s Bikes Chiswick

124-126 Chiswick High Road, W4 1PU balfesbikes.co.uk chiswick@balfesbikes.co.uk

020 3870 1005

Dan the Bike Man

5 Baber Bridge Parade, Staines Road, TW14 0HP danthebikeman.co.uk

07468 566246

ISLINGTON

Balfe’s Bikes Islington

33 Essex Road, N1 2SA balfesbikes.co.uk islington@balfesbikes.co.uk 020 4531 5550

Bicycles Company Islington

251 Holloway Road, N7 8HG bicyclescompany.co.uk info@bicyclescompany.co.uk

020 3417 4644

Finsbury Cycles Ltd

185 Seven Sisters Road, N4 3NS finsburycycles.co.uk info@finsburycycles.co.uk 020 7263 0007

Fettle Finsbury Park

6C Tollington Park, N4 3QX fettle.cc support@fettle.cc

020 3488 1130

Urban Cycology

184 York Way, N7 9AT urbancycology.com admin@urbancycology.com

020 3086 9363

KENSINGTON & CHELSEA

Chelsea Bikes

427 King’s Road, SW10 0LR chelseabikes.co.uk info@chelseabikes.co.uk 020 7376 3700

Flying Dutchman Bikes West

109 Freston Road, W11 4BD flyingdutchman.bike rich@flyingdutchman.bike

07762 366989

KINGSTON

Bright Cycles

137 Kingston Road, KT3 3NX brightcycles.co.uk info@brightcycles.co.uk

020 8949 4632

Balfe’s Bikes Kingston

36-40 Richmond Road, KT2 5EE balfesbikes.co.uk kingston@balfesbikes.co.uk 020 4531 5552

Full Cycle Unit 5, Chiltern Works, The Circulatory, KT5 8LS fullcycle.org.uk info@fullcycle.org.uk 07421 458835

Torque Electric

37 Victoria Road, Surbiton, KT6 4JL torqueelectric.co.uk info@torqueelectric.co.uk 020 3904 2883

LAMBETH

Balfe’s Bikes Streatham

87 Streatham Hill, SW2 4UB balfesbikes.co.uk streatham@balfesbikes.co.uk

020 8671 1984

Balfe’s Bikes Waterloo

69-71 The Cut, SE1 8LL balfesbikes.co.uk waterloo@balfesbikes.co.uk

020 4529 7777

Bon Velo

495 Norwood Road, SE27 9DJ bonvelo.co.uk

norwood@bonvelo.co.uk 020 8766 9001

Brixton Cycles

296-298 Brixton Road, SW9 6AG brixtoncycles.co.uk sales@brixtoncycles.co.uk

020 7733 6055

De Ver Cycles

632-636 Streatham High Road, SW16 3QL devercycles.co.uk

devercycle@aol.com

020 8679 6197

Cycle Fix

338 Kennington Road, SE11 4LD cyclefixlondon.co.uk

info@cyclefixlondon.co.uk 020 7820 0028

Cycleworks London

74 Bolton Crescent, SE5 0SE cycleworkslondon.co.uk cycleworkslondon@gmail.com 020 7587 1725

Harbour Cycles

200 Coldharbour Lane, SE5 9QH harbourcycles.co.uk

se5cyclesltd@outlook.com 07931 257637

Orion Cycles

232 Kennington Park Road, SE11 4DA orioncyclesuk@gmail.com 07742 160817

LEWISHAM

Compton Cycles

23-25 Catford Hill, SE6 4NU comptoncycles.co.uk

info@comptoncycles.co.uk 020 8690 0141

Finches Emporium

25-27 Perry Vale, SE23 2NE finchesemporium.com

sales@finchesemporium.com 020 8699 6768

VG Cycles

74 Honor Oak Park, SE23 1DY vgcycles@gmail.com 020 3417 0436

Parts and Labour Cycles

148 Lewisham Way, SE14 6PD pandlcycles.co.uk contact@pandlcycles.co.uk 020 8265 2426

South London Cycles

290 Lee High Road, SE13 5PJ southlondoncycles.co.uk southlondoncycles@aol.com

020 8852 6680

XO Bikes Lewisham

Unit 22/23 Lewisham Shopping Centre, SE13 7HB xobikes.com

hello@xobikes.com

033 0133 1080

MERTON

The Bicycle Workshop

39 London Road, SW17 9JR thebicycleworkshop.london info@thebicycleworkshop.london

020 8286 2617

Moose Cycles

48 High Street, SW19 2BY moosecycles.com info@moosecycles.com

020 8544 9166

REDBRIDGE

Biketrax

3 Cambridge Park, E11 2PU biketrax.com sales@biketrax.com

020 8530 3305

The Cycle Store

613 Green Lane, IG3 9RP cyclelife@hotmail.co.uk

020 8597 0266

Redbridge Cycle Centre

Forest Road, Hainault, IG6 3HP redbridgecyclingcentre.co.uk rcc@vision-rcl.org.uk

020 8500 9359

Woodford Cycle Centre

53A George Lane, E18 1LN woodfordcyclecentre.co.uk andy@woodfordcyclecentre.co.uk

020 8989 3200

RICHMOND

Moore’s Cycles Teddington 214-216 Kingston Road, TW11 9JF moorescycles.co.uk teddington@moorescycles.co.uk 020 8977 2925

Moore’s Cycles Twickenham 61 London Road, TW1 3SZ moorescycles.co.uk

twickenham@moorescycles.co.uk 020 8744 0175

Richmond Station Cycle Centre

Richmond Station, Kew Road, TW9 2NA

richmondcyclecentre.co.uk info@richmondcyclecentre.co.uk 020 8332 0123

The London Cycle Workshop

East Sheen

42 Sheen Lane, SW14 8LP tlcw.co.uk/east-sheen-shop sheen@tlcw.co.uk 020 8075 5222

SOUTHWARK

Balfe’s Bikes East Dulwich 34 East Dulwich Road, SE22 9AX balfesbikes.co.uk

dulwich@balfesbikes.co.uk

020 7732 4170

Bicyclenation

83 Norwood Road, SE24 9AA bicyclenation.co.uk

info@bicyclenation.co.uk 020 8671 6900

DIRECTORY

Bon Velo

27 Half Moon Lane, SE24 9JU bonvelo.co.uk hernehill@bonvelo.co.uk

020 7733 9453

Edwardes Camberwell

221-225 Camberwell Road, SE5 0HG edwardescycles.com info@edwardescycles.com

020 7703 3676

Fettle East Dulwich

55 Grove Vale, SE22 8EQ fettle.cc support@fettle.cc

020 3488 1130

Machine 97 Tower Bridge Road, SE1 4TW machine.bike se1@machine.bike

020 7407 4287

On Your Bike

3-4 London Bridge Walk, SE1 2SX onyourbike.com london@onyourbike.com

020 7378 6669

Rat Race Cycles

118 Evelina Road, SE15 3HL ratracecycles.com pete@ratracecycles.com

020 7732 1933

Squarebike

7, Peckham Rye Station, Station Way, SE15 4RX squarebike.co.uk laszlo@squarebike.co.uk

020 7732 0707

SUTTON

Balfe’s Bikes Sutton

126 High Street, Sutton, SM1 1LU balfesbikes.co.uk sutton@balfesbikes.co.uk

020 8076 7400

TOWER HAMLETS

Paradise Cycles

256 Paradise Row, E2 9LE paradisecycles.co.uk info@paradisecycles.co.uk 020 3441 9220

WALTHAM FOREST

Abbott Cycle

402 Lea Bridge Road, E10 7DY abbottscycles@gmail.com 07424 542100

Bamboo Bicycle Club

7 Argall Avenue, E10 7QE bamboobicycleclub.org info@bamboobicycleclub.org 07446 930945

Cycle Spirit London

599 Lea Bridge Road, E10 6AJ cyclespirit.com info@cyclespirit.com

020 7998 9210

Heales Cycles

477 Hale End Road, E4 9PT healescycles.co.uk info@healescycles.co.uk

020 8527 1592

Mamachari

163 Forest Road, E17 6HE mamachari.co.uk shop@mamachari.co.uk

020 8531 2585

The Cycle MOT Retails & Workshop

357-359 Forest Road, E17 5JR thecyclemot.co.uk info@thecyclemot.co.uk

020 3092 3210

The Cycle MOT Workshop

400 Forest Road, London, E17 5JF thecyclemot.co.uk

info@thecyclemot.co.uk

020 8509 8883

Walthamstow Cycles

Unit 21 The Crate, 63 St James’s Street, E17 7PJ walthamstowcycles.co.uk walthamstowcycles@live.com

020 8521 2277

WANDSWORTH

Bike Clinique

Unit 58 Wimbledon Stadium Business Centre, SW17 0BA bikeclinique.com info@bikeclinique.com 07951 125843

Elswood Cycleworks

98 Lower Richmond Road, SW15 1LN elswoodcycleworks.com info@elswoodcycleworks.com 020 8789 9837

Fettle Putney

75 Lower Richmond Road, SW15 1ET fettle.cc support@fettle.cc 020 3488 1130

Get A Grip Bicycle Workshop

19 Lavender Hill, SW11 5QW info.getagrip@gmail.com 020 7223 4888

Phoenix Cycles

59a Battersea Bridge Rd, SW11 3AU phoenix-cycles.co.uk info@phoenix-cycles.co.uk 020 7738 2766

Psubliminal

17 Balham High Road, SW12 9AJ psubliminal.co.uk info@psubliminal.com 020 8772 0707

The London Cycle Workshop

Battersea

125 St John’s Hill, SW11 1SZ tlcw.co.uk/battersea-shop battersea@tlcw.co.uk 020 8075 5222

Velosport

252 Upper Richmond Road, SW15 6TQ velosport.co.uk info@velosport.co.uk

020 8780 1978

XO Bikes Wandsworth

6 Garratt Lane, SW18 4FT xobikes.com hello@xobikes.com

03303 301080

WESTMINSTER

Balfe’s Bikes Notting Hill

106 Westbourne Grove, W2 5RU balfesbikes.co.uk nottinghill@balfesbikes.co.uk

020 4541 0555

Fettle Hyde Park

29 Kendal Street, St George’s Fields, W2 2AW fettle.cc support@fettle.cc

020 3488 1130

Fudge & Sons

564-566 Harrow Road, W9 3QH fudgeandsons.com paddington@fudgescyclestore.com

020 8969 5991

Westminster Wheels

41-45 Church Street, NW8 8ES westminsterwheels.co.uk admin@westminsterwheels.co.uk

020 3302 7767

LCC’S BIKE SHOP NETWORK

There’s now more than 120 great independent bike shops in our London-wide network — and as an LCC member you can get discounts on parts, accessories and/or workshop labour in all these stores. Find out more at lcc.org.uk/membership.

1989 ONWARDS

LeMond TVT Carbone

EVEN IN THE over-hyped world of modern sport, the Tour de France stands on the top step of the podium — it’s the biggest annual sporting event on the planet bar none. It’s the cycling race that noncyclists have heard of, and most of them are familiar with the iconic yellow jersey if nothing else.

The inaugural edition ran in 1903 — created primarily as a marketing tool for L’Auto newspaper — with a course length of 2,428km, broken into six mammoth stages. It was won by a Frenchman, Maurice Garin, and kicked off a nigh-on nine decade period of French and Belgian domination — with a sprinkling of occasional Italian, Spanish, Swiss, Dutch or Luxembourger victors — up until 1986. No Frenchie or Belgian has claimed the maillotjaune since; it was the dawning of a new era in professional road racing. That’s when a blond-haired Californian made his mark, seeing off the challenge from teammate and five-time Tour winner, Bernard Hinault, to take the first of his three titles: Greg LeMond had arrived. A couple of difficult years followed for the American — including a freak shotgun accident which resulted in a pneumothorax and

65% blood loss — before LeMond took to the TdF start-line again. Highly unfancied, he slowly grew into the race and ended up winning the general classification by overturning a 50-second deficit on the final stage to beat rival Laurent Fignon by just eight seconds — still the smallest margin to date. He returned in 1990 to claim his third, and final, victory by a more comfortable advantage.

Throughout his career LeMond was known as an innovator, and a pioneer in bike and component design. His 1986 Tour win was the first on a carbon-framed bike and his finest hours all came aboard various TVT Carbone models. French aerospace company Technique du Verre Tissé (TVT) produced some of cycling’s earliest carbon tubes and its technology was used by leading manufacturers such as Look and Bottecchia. The TVT frames married carbon main tubes to aluminium lugs, resulting in a considerable weight saving over existing steel frames. To this LeMond added the latest Campagnolo C-Record groupset, Scott bars and stem, gluedon Vittoria tubular (21mm) tyres, and a San Marco saddle. It remains a pro peloton classic for several reasons.

One man and his innovative bikes took professional road cycling in a whole new direction in the late 1980s, as John Kitchiner explains

Illustration : David Sparshott

2024 Programme

Bike & Hotel fixed centre holidays

FRANCE, Brittany & Normandy June 2024, Portsmouth departure

Cycle through Brittany to the famous Mont St Michel in Normandy crossing back into Brittany to explore this beautiful area.

FRANCE, Alsace wine route

May 2024, Newhaven departure

Cycling through the vineyards along the wine route, through picturesque Flower bedecked villages, with a peep into Germany.

FRANCE, The Dordogne Valley

September 2024, Portsmouth departure

Explore this beautiful area with breath-taking views looking down onto Rocamdour.

UK, Autumn in the South Downs national park

September 2024

Hampshire is the perfect blend of city, coast & country, explore the rolling hills, ancient woodland, water meadows and the bustling market towns of the South Downs National Park.

INCLUDED IN THE PRICE ON ALL HOLIDAYS

Return travel from UK port to your holiday destination for you and your bicycle! Full Board on all Bike & Boat holidays. Half board on all Bike and Hotel holidays. All entry fees to attractions visited by the group.

Bike & Boat holidays

A moving on holiday with a difference, each day your floating hotel room goes with you so no packing up each day and no luggage to carry these holidays are in Holland.

Green heart of Holland Tulips Cheese & Pottery

April 2024, Harwich departure

See the magnificent floats of the annual Flower parade, cycle through flower fields, taste the cheese. Visit Delft pottery.

Exploring Friesland & Terschelling island (New Tour)

July 2024, Harwich departure.

The northern Frisian region reveals the hidden Holland, a tranquil and peaceful place, here, water and land intermingle in a uniquely Dutch way, the unique mudflats of the Wadden sea are on the UNESCO world treasures list.

Explore the castles, towns, villages and windmills of South Holland

August 2024, Newcastle departure

Overnight in Dordrecht the oldest city with a beautiful historic centre Huesden a fortified village, visit 17th century castles. And the quirky witch’s museum and weighbridge in Oudweter.

Is there any better way to holiday than on a bicycle

OXFORD BIKE WORKS

A BIKE FOR LIFE, A BIKE FOR YOUR LIFESTYLE

Built here in our workshop in the UK

THE MODEL 1 CARGO

• 60kg carrying capacity so that’s the weekly shop taken care of

• Our no-nonsense low-tech brakes, transmission and steel frame mean we can offer the best guarantees in the business

• All bikes are sold with a full fitting - either virtual, or in person at our Oxfordshire studio

• If you want dynamo lights, kickstands, special tyres, fancy frame colour or something unusual, no problem

• Prices starting at £1699

OXFORD BIKE WORKS CARGO PANNIERS

Can carry 15kg each

• Sturdy, waterproof, shock absorbing and they don’t sag when half full

• Proven Rixen and Kaul fixings

• Lockable

• Light mounts

• £64 each

Bike Pictured: Model 1 Cargo (Custom Step-through) Panniers: OBW Cargo Panniers