London Cyclist Spring 2022

SPRING 2022

CLIMATE SAFE STREETS

COMMUNITY CYCLING GROUPS ‘VISION ZERO’ PLANS TRY YOUR FIRST AUDAX RIDE CHALLENGE EVENTS WATERPROOF KIT TESTED

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MAGAZINE OF

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SPRING 2022

contents

News | Features | London | Travel | Ride Guide FEATURE > 14

RIDE 53

RIDE GUIDE In association with

RIDES

Discover a few hidden gems to the south of London, with Adam Bone guiding the way

WEST WICKHAM TO

WARLINGHAM

Photo: Brett Oliver

I

BIKELONDON has been running free, inclusive monthly rides for a decade, combining a love of music with a passion for cycling, using a host of iconic soundsystem bikes. The group was created by Anthony Lau and the team at Cyclehoop, with the help of a generous community of cyclist friends. Recently reaching out to more diverse communities and people new to cycling, the fun ride themes now include International Women’s Day and World Mental Health Day rides.

Here the organiser of IBikeLondon, Adam Bone, shares a winter gravel ride which takes you along cycle paths, quiet streets, woodlands and parks to the south of London. There are plenty of gems waiting to be discovered. Have fun riding it and hopefully we’ll see you on an IBikeLondon ride soon — for more details check social media or visit ibikelondon.com.

FACTFILE DISTANCE: 33km (20.5 miles) ASCENT: 397m SUITABLE FOR: gravel/cyclocross, hybrid, touring bikes (with a decent spread of low gears).

NEAREST STATIONS: West Wickham (mainline)

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.

WEST WICKHAM TO WARLINGHAM

WEST WICKHAM

1

2

West Hill 7.5km

Riddlesdown 12.5km

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4 WEST Addington 30km WICKHAM

Farleigh 20.5km

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LONDON CYCLIST Spring 2022 53

PLAN A ROUTE WITH

A DIGITAL MAP

Rob Marshall is Komoot’s UK Marketing Manager and regular cycling adventurer

In the third part of our series on ride planning, we look at creating routes using digital mapping.

Most apps work in a broadly similar way, but it’s worth spending time learning the nuances of your chosen software. Remember we always recommend carrying a paper map (even a photocopy) for safety reasons. In our final part we’ll discuss what you need to take for either short or long trips.

1. UNDERSTAND THE MAP KEY Just like paper maps, it really types of paths and trails look helps to familiarise yourself like on the map, as well as with what the digital map understand different types signs mean. Most routing of roads. The colours and apps will include a key where markings can vary from paper you can see what different maps, so it’s worth checking.

3. ADD WAYPOINTS TO PERSONALISE A ROUTE The basic route chosen by by tapping on the map. The the app might be perfect, route will automatically but in most cases you’ll adjust to include these want to tailor it (maybe waypoints, in the process adding a favourite trail). On routing away from other Komoot, you add waypoints places (such as a steep climb).

2. CREATE YOUR BASIC ROUTE Select a start and endpoint (road cycling, gravel riding, on the map (even for circular or bike touring), taking in the routes). The app algorithm most appropriate surfaces, will connect the two points. rather than the fastest direct The komoot route planner route. This may vary on other does this based on your sport apps you’re using.

4. ADDING POINTS OF INTEREST Where waypoints are any recommendation (called a place on the map, points of ‘Highlight’). Highlights are red interest are specific spots dots on the Komoot map such as a viewpoint, café and include things like a great stop, campsite or, in the case road climb segment or a bikeof Komoot, a community friendly café.

REVIEWS 58

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★ DISCOVER THE EDZ MERINO RANGE AT WWW.EDZ.CO.UK ★

REVIEWS

BIKES

HOT TECH

NEW E-BIKES Does the ride match the hype for this new online-only brand?

Review: Richard Peace

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‘bike-like’ e-bike rides you are likely to get.

It blasts over moderate hills, like you find in most UK cities, and the motor/relatively high gearing only struggled on a 25% test gradient we found. At 16kg it’s light for an e-bike, the compromise being a smallish 252Wh non-removable battery. The frame has lovely nearinvisible welds, internal cabling, and a Mivice rear hub motor that’s no bigger than a Shimano 8-speed hub gear — in profile it’s barely recognisable as an e-bike.

Gates carbon belt drive and nicely modulated hydraulic disc brakes complete the standard spec, plus there are mounting points for a rear pannier rack, mudguards and kickstand.

FEATURE > 19

We look at how ‘Vision Zero’ plans are moving forward in London and other cities in Europe

FACTFILE ■ Two frame sizes only, but a third, larger size to become available soon.

■ The non-removable battery must be charged in situ.

■ Hard-wired front light and batterypowered rear light included.

■ Basic app is okay, but doesn’t add much to the bike’s functionality.

■ Typical range is roughly 50-75km, though it depends on conditions.

VERDICT + Battery capacity indicator inaccuracy and occasional display error code (easily reset), but didn’t mar the sporty, efficient ride. + Overall the CGO600 is a low maintenance, highly practical e-bike at a great price.

COMING TOGETHER, 32

Forget about the ‘net’ bit, these actual emissions cuts [a 78% reduction by 2030] are key ASHOK SINHA, OPINION, PAGE 9

INTERVIEW > 24

The dynamic duo enabling cycling in the Turkishspeaking community

FEATURE > 46

TENWAYS CGO600 ■ from £ 1,360 ■ tenways.com ENWAYS IS a relatively new e-bike brand, with a Hong Kong HQ, Lithuanian assembly plant and Dutch warehouse. Its simplyconceived electric singlespeed was successfully crowdfunded in 2021 and has since become more widely available to non-backers. Is that online hype deserved though?

Press the button on the bijou handlebar control to turn on, select one of three power levels and off you go. Power is delivered in response to the pressure you put on the pedals and quickly speeds you up to the UK max assisted speed of 15.5mph. The double-sided torque sensor used on the Tenways is one of the most sophisticated we’ve tried, giving one of the most

Find out how you can get involved in our Climate Safe Streets campaign this spring

Going the distance: try your hand at Audax riding, with list of easy-toreach events

BIG RIDES ARE BACK, 38

As videos show... it wasn’t LTNs causing traffic snarl-ups, it was the excess of motor vehicles CARLTON REID, OPINION, PAGE 12 LONDON CYCLIST Spring 2022 3

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CONTENTS | Spring 2022

Cover image: Andy Donohoe Location: new cycle lanes on Westminster Bridge, February 2022

EDITORIAL

Make your vote count in May I

T SEEMS INCREDIBLE, but in this slot in the last edition I was bemoaning the environmental inaction of global governments after the COP26 summit — and a UK leadership that’s big on talk but perpetually unprepared for any kind of crisis. Seems like a very long time ago, as world focus has turned, rightly, to the ongoing humanitarian disaster in Ukraine. But we mustn’t let the climate emergency slip off the agenda — we’re already in the last chance saloon.

Which brings us to the local elections on 5 May and your chance to have a say in how you want our city to change. LCC has created a specific set of ‘asks’ for every London borough (see page 14), as part of the Climate Safe Streets campaign, and we urge you to lobby party leaders in your area to commit to them. Take our action, spread the word, get involved — find out more at lcc.org.uk/climate.

In the week this magazine goes to print, we’re sad to report another cyclist was killed at Holborn gyratory, the eighth there since 2008. So we’ll also be continuing to push for lethal junctions to be redesigned urgently to prevent these needless deaths (see ‘Vision Zero’ feature on page 19).

Read more about the brilliant groups growing cycling in their communities, how you can join Team LCC for a challenge event this summer, or attempt your first Audax, plus more, inside.

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 201 Metropolitan Wharf, 70 Wapping Wall, London E1W 3SS 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, Ashok Sinha, Carlton Reid, Clare Rogers, Katy Rodda, Jessica Pike, Toby Zeidler.

ADVERTISING

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

SOCIAL MEDIA

TWITTER: @london_cycling FACEBOOK: @LondonCyclingCampaign INSTAGRAM: @london_cycling 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.

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Spring 2022

MAYOR BACKS ROAD PRICING TO TACKLE EMISSIONS ‘Accelerated Green’ proposal makes reduction in car travel and domestic heating the key focus for London

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Under the ‘Accelerated Green’ scenario, which the Mayor favours, the targets are: n Nearly 40% reduction in the total heat demand of our buildings. n 2.2 million heat pumps in operation in London by 2030. n 27% reduction in car vehicle kilometres travelled by 2030.

The Mayor’s announcement on the ULEZ expansion, to cover the whole of Greater London, will not only lead to a reduction in air pollution and carbon emissions, but also raise much-needed revenue for TfL. Longer term he asked TfL to explore replacing existing charging schemes “with a simple and fair scheme where drivers pay per mile, with different rates depending on how polluting vehicles are, the level of congestion in the area and access to public transport.”

And as ‘substitutable’ car trips are reduced (including those made by electric vehicles), it is imperative that alternatives to car use expand, including a high quality cycling network and access to emission-free shared transport.

Expanded ULEZ: for a cleaner, greener city

Phote: AlenaK/BigStock

LONDON-WIDE Ultra Low Emission Zone (ULEZ) is planned next year, and smart and fair road pricing may follow as Mayor Sadiq Khan aims to reach net zero emissions by 2030 to help tackle the climate crisis. A new report from Element Energy, commissioned by Khan, recognises much faster action to reduce road transport emissions — the single biggest source of London’s emissions, a quarter overall — is needed to get there.

Reducing car mileage by 27% and introducing road pricing are report recommendations the Mayor backs.

LCC’s CEO, Dr Ashok Sinha said: “LCC is hugely pleased the Mayor has finally accepted what we’ve been saying for a long time — accelerated action is now absolutely vital to help Londoners switch away from private car trips. We greatly welcome his direction to TfL to come up with options for a simplified, fair road charging scheme, to reduce carbon emissions, clean up our air, and reduce congestion.”

The Element Energy report covers all aspects of reducing emissions offering several options.

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NEWS

JOIN US AT FREECYCLE ON 29 MAY The family-friendly, traffic-free RideLondon Freecycle is back on Sunday 29 May in central London. But it’s slightly different this year because of the Queen’s Jubilee — the RideLondon 100 and Freecycle are all on the Sunday and there is no festival zone in Green Park. More information on the event can be found at ridelondon.co.uk.

As in previous years, LCC will be running feeder rides from every borough into the route and we are especially interested to help families, women and people from London’s diverse communities enjoy the day.

We help thousands of people safely access the main central loop and we’re calling for volunteers to help guide our feeder rides. If you want to help out, please get in touch with your local LCC group or contact us direct. And if you run a community cycling group, let us know if you want to join our rides. n For more info contact mike.mcsherry@lcc.org.uk

THE STATS

London’s car usage and ownership

CAMPAIGN INTENSIFIES AFTER YET ANOTHER CYCLIST KILLED

(ONS; UK Census)

65

%

of car journeys are for shopping, leisure and the ‘school run’.

Half are less than 3km.

2.6

m

cars registered in London in 2020 (38.5m in the UK as a whole)

45

%

of London households have no car. 39% have 1 car, 16% have 2 cars.

60% of households in inner London don’t have a car.

Car ownership is lowest in the City, Hackney and Islington (<35%).

NB: UK car ownership has risen from 24m since 2020. In 1950 the figure was just 3m, more than 10 times lower than current figure.

On 1 March a woman in her 30s was killed by a lorry at the edge of the Holborn station junction.

Following this, LCC held a protest at the same spot on Friday 4 March.

This tragic collision came as LCC also held a high-level summit of engineers, place-makers and experts on junctions. The summit will lead to a full report on the issues affecting pace and quality of junction schemes in London later this year, but key findings from the report are available now. LCC held a webinar on the report’s key findings on 18 March.

The fatality at Holborn, however, highlighted some of the key issues LCC is already raising around junctions. Holborn’s one-way system of junctions has now killed eight cyclists since 2008, including the latest fatality and Dr Marta Krawiec in 2021. LCC has protested at Holborn four times in the last decade. So the next protest, and the next fatality, here, is predictable — unless rapid and bold action is taken.

TfL and the Mayor argue it is impossible to deliver major junction schemes when there is no funding certainty beyond the next few months. However, when Dr Krawiec was killed, the junction she died at was tweaked within weeks to improve it, using temporary materials.

Similarly, small-scale changes have happened following the fatal collision with Chuijiang Kong at Wood Lane in October and at Battersea Bridge when jogger Jack Ryan was killed in January 2021. Will Norman, the Walking and Cycling Commissioner said (on Twitter): “We’ll work with Camden to investigate what short-term measures can be brought forward”.

It is clearly feasible for TfL and boroughs to deliver changes to junctions after fatalities. So why not a rolling programme of improvements?

We know which junctions are likely to kill. It’s time we stopped waiting for a tragic incident and ensured they don’t happen in the first place.

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OPINION

Vote for cycling Let’s put the zero back into ‘net zero’ says Ashok Sinha, by ensuring boroughs decarbonise their roads by 2030

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OOK VERY carefully at the fine print. Always.

Especially when it comes to the climate emergency and anything that is termed ‘net zero’. Be on flannel alert whenever you see that phrase. More often than not it’s a smokescreen.

The most egregious example is fossil fuel companies trumpeting their net zero aspirations: what they really mean is they’ll max out on using clean energy for their internal operations, offset the rest (don’t get me started), but still keep extracting and selling vast quantities of oil, coal and gas, with their consciences rinsed clean.

So what then of the Mayor, Sadiq Khan’s, new net zero London 2030 plan? Point one: this is actually very good news. LCC backed Sadiq’s first announcement of this goal two years ago — naturally enough, since we beat him to it with the launch of our Climate Safe Streets campaign, calling for zero carbon roads by 2030 (no ‘net’, note). Hence we are not going to harrumph when the Mayor starts spelling out the ‘how’.

Point two: the ‘net’ bit, however, is a whopping 22% of London’s emissions, for which the plan has no, well, plan, other than offsetting.

But to dwell on the latter is to miss the point. What Sadiq has published is his preferred trajectory

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for carbon emissions cuts from here on. Called ‘Accelerated Green’, this pathway yields a 78% actual cut in carbon emissions by 2030 (and 95% by 2050). Forget about the ‘net’ bit, these actual emissions cuts are key: a 78% reduction by 2030 would be a huge step forward in tackling the climate emergency.

I really don’t like this pathway being called a net zero one, however, on the basis of some magical offsetting closing the emissions gap at each stage.

But as a pathway to a genuinely zero carbon London, it has to be enthusiastically supported — and, crucially, delivered.

Let’s talk about cost Which is where roads and cycling come in. I’ve made the argument before that we cannot deal with London’s contribution to the climate emergency without a laser-like focus on the sector with the stubbornly highest emissions — transport. Let me take a different tack this time: cost.

“A 78% reduction [in actual emissions] by 2030 would be a huge step forward”

Ashok Sinha Chief Executive of London Cycling Campaign

Sadiq’s people have calculated that ‘78%-by-2030’ (as I prefer to call it) will cost £173 billion. That’s the equivalent of twice the yearly cost of running TfL for the next eight years. Now, this unbeatable, smallin-the-grand-scheme-of-things investment (as we should rightly view it) in clean air, warm homes, healthier people, better jobs and a lower cost of living, will take time to mobilise from the private sector (largely). So how to get ahead of the curve?

You’ll have spotted where I’m going: cycling infrastructure (especially using lighter touch engineering), low traffic neighbourhoods, smart and fair road user charging, and 20mph speed limits, all deliver big increases in active travel for comparatively low investment. And they can be done now. At pace. Everywhere. It’s a winning gameplan.

You’ll have a chance to back this gameplan by supporting our Climate Safe Streets campaign at the May 2022 borough elections (see page 14). Please do everything you can to make this campaign the success it needs to be.

Together, we can put the zero back into net zero, and ensure every borough is on track to decarbonise its roads by 2030. And thanks, as ever, for your support.

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OPINION

Lock and learn London needs more secure cycle parking and needs it now. Eilidh Murray explains why it’s such a key enabler

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HE ONGOING campaigns to implement safe cycling infrastructure are bread and butter for any cycling group: why paint doesn’t protect, why wands are better than nothing, and why space should be given to cycle lanes rather than cars. But there’s more to promoting cycling than cycle lanes. If we’re serious about encouraging people onto bikes we need to look holistically at how to do that. And a key enabler which can be forgotten in the discussions about design standards or signage is secure bike storage.

This is a hot issue. Lugging a heavy bike up and down stairs is enough to put people off and so provision of secure, on-street cycle storage is an important enabler.

The sight of Cyclehoop hangars is very welcome on an increasing number of streets, but London has waiting lists of tens of thousands.

And the annual fee for a space in a secure locker can dramatically differ depending on the borough, ranging from £36 per year in Hounslow, to £80 per year in Hammersmith, and more than £100 in Islington.

Sadly, and inexplicably, in some boroughs it’s cheaper to park a car than a bike — and in some, electric cars can park for free. For a family of four needing secure bike parking, the cost can be prohibitive.

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Council planning departments, public realm specialists and developers need to plan for and provide secure, affordable parking for all types of bikes.

More hubs needed Thankfully there are many examples of excellent bike parking provision. Take Kingston’s classy cycle storage hub for 400 bikes beside the railway station and connected to the area by a cycle path and new bridge. Not only is it a fantastic facility for cyclists, it’s a welcome addition to the area that’s been carefully designed to reflect local history. Parking at the hub is completely free and monitored

by CCTV. Bike maintenance and repair facilities are also provided on site, plus lockers, a café and there’s space for a mechanic. Worth scoping out on a spring bike ride!

All mainline stations in London offer free secure cycle parking too; Paddington offers the highest number of places at over 660. Though that’s a poor

“In some boroughs it’s cheaper to park a car than a bike — and, in some, EVs park for free”

Eilidh Murray is chair of LCC’s Board of Trustees and member of Cycle Islington

second to, guess where, Utrecht’s Stationsplein in Holland which has 12,500 places. There are various providers of secure bike parking at other London stations as well — at Finsbury Park, for a membership fee of £25 per year, you can access 147 spaces, including some for nonstandard cycles such as cargobikes.

And in Walthamstow, there are more than 500 places at both cycle hubs situated at local stations, with places costing £30 per year.

Not everyone has an employer which encourages and accommodates its active travel employees either, but it’s time that providing safe and secure bike parking, changing rooms, showers and drying facilities was commonplace. It’s not much space to devote to employees’ welfare and decent provision could sway people’s decisions to join a company. I wonder what the new Google building at Kings Cross will offer its cycling community, along with a 25m swimming pool, indoor basketball court and ‘nap pods’?

So while quality infrastructure is of course vital, don’t forget cycle parking. Ask your aspiring local politicians what they will do to provide affordable secure bike parking in your borough — particularly if that borough has declared a climate emergency.

07/03/2022 10:27

OPINION

Leading lights With cities across the globe announcing radical new cycling plans, London is off the pace says Carlton Reid

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ARIS HAS recently turned densely-packed motor roads into people-only boulevards and now actively disincentivises motoring by removing parking places. From August, Brussels will be activating limited access zones to make it much harder to drive through the centre. Additionally, the Belgian capital is to green more spaces, create new public squares, beef up public transport and boost bicycling and walking. London is lagging.

I say London but, of course, the City has been progressive lately and — hello, Waltham Forest! — there are other pockets of excellence.

These pockets need to expand and join up. The rollback of LTNs, in places like Ealing and elsewhere, is pitifully sad and, as is ironically demonstrated on multiple social media videos, the inevitable traffic snarl-ups show that it was not the LTNs doing the snarling, it was the excess of motor vehicles.

Clearly, electric cars are not the answer. They still kill and, as they are still car-shaped, they still bung up roads when there are too many of them in the same place at the same time. Ditto for autonomous electric cars. The socalled ‘15-minute city’ of the future, where every need is nearby, won’t be designed for driverless electric

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cars, but for buses, trams, shoe leather, bicycles and e-scooters.

Dear reader, you know all this.

The hope is that the dethroning of King Car goes mainstream.

And there are positives to report on that front. Chris Boardman’s appointment as interim lead for Active Travel England is one such glimmer of hope. That he’s been joined by Brian Deegan is another potentially mighty move. Deegan was the street-smart transport expert Boardman appointed to lead on the recent on-the-ground transformation of active travel in Greater Manchester, and it’ll be fascinating to watch the pair scale up their ambitions.

New national direction They have a willing partner in Will Norman, London’s walking and cycling commissioner, who may find having soulmates at a national level bolsters his role in the capital.

And he does need support because, as we saw with the recent ‘See their side’ advert debacle (a shocking

“It wasn’t the LTNs causing the snarl-ups, it was the excess of motor vehicles ”

Carlton Reid is a book author and leading transport journalist

waste of a million quid), not everybody at TfL, or in the recentlyrelocated City Hall, has cycling’s (or walking’s) interests at heart.

Boardman is the duck’s calm body; Deegan is the powerful little legs under the water, paddling like crazy yet moving the fowl forward purposefully. Before being appointed to his elevated (interim) role, Deegan supplied a quote for an excellent briefing paper from Create Streets (I recommend searching out Computer Says Road).

“London has an aggressive private car reduction target,” said Deegan, licking his metaphorical lips. “You cannot have an efficient transport system by planning for continual growth in private motor vehicles.” Savaging the Department for Transport’s long discredited ‘Predict and Provide’ computer model — which suspiciously always favours road building — Deegan stressed that, “until the impact of road expansion is fully measured in terms of its social, environmental and health damage then it should be treated as skewed opinion rather than fact.”

Will he — and Boardman — say similar in their new roles? Neither are shrinking violets, neither suffer fools gladly and I, for one, am glad we’re finally building muscle in the right places.

07/03/2022 10:28

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TO SAVE THE

PLANET

The May elections this year will be vital for both cycling and climate. Simon Munk looks at how and why to support the upcoming LCC campaign (lcc.org.uk/climate)

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HE MAY 2022 borough elections will be possibly the most important local elections we’re likely to see in our lifetimes. London and the planet are currently deciding between two

paths going forward: one where we take rapid action in our city to help people ditch the car and switch to walking, cycling and public transport whenever they can; the other, where we ‘don’t look up’, where we push off tackling the part our city plays in the climate crisis

for another four years, leaving us too little, too late to take real action in time.

London, cars, climate We’re already seeing the results of a city where we took too little action prior to the Covid pandemic.

Our Mayor has been of late clearer than ever on the dire consequences facing London — and the only sensible response to them. Writing this at the start of 2022, we’ve seen car levels rapidly return to prelockdown levels, indeed in outer

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CAMPAIGN

Image: Beta Streets

London, often exceed them; at the same time we’ve seen an ongoing shift away from public transport, and, as a result, a gigantic hole in TfL’s finances.

London faces a perfect storm of spiralling congestion and lower funding levels, just at the point we most need to move forward on reducing carbon emissions from motor traffic. The Mayor has worked out what he must do — it’s what we’ve been telling him to do for years — charge drivers per mile, by time of day, by location, by emissions.

The Mayor’s climate modelling says we need to reduce motor vehicle journeys driven (by km) by 27% by 2030. But he can only take us part of the way. ‘Smart Road User Charging’ could shift journeys away from cars and refill TfL’s coffers to spend on expanding and improving public transport, walking and cycling schemes. But much more needs doing. And the Mayor only directly controls 5% of London’s roads and has little power to push London’s fiercely independent local councils to act.

That’s where you — LCC members and supporters — come in.

The Mayor can encourage and fund boroughs to do more.

In places like Waltham Forest, Camden, Hounslow, we’re seeing radical and bold changes to our streets to make them climate safe and fit for the future. We’re seeing car dominated main roads and rat-runs replaced by boulevards where cycling and walking are massively improved, safe, natural and residential streets that are greener, quieter and friendlier. But we’re currently also seeing a tale of

Transform any street with Beta Streets: as part of our Climate Safe Streets campaign

two cities — one increasingly clean, green, healthy, and the other stuck in gridlock, choking on fumes.

What emergency?

Nearly all of London councils have declared a climate emergency.

Those that haven’t have still publicly recognised the threat climate change represents to London. There are few politicians in London that dare suggest climate change isn’t a crisis. But the scale of action in different boroughs varies hugely.

Some — like Camden, the City, Hackney, Islington, Hounslow, Lambeth and Waltham Forest — are becoming known for pushing

forward rapidly on climate and active travel action. Even these boroughs are, however, arguably still moving too slowly to deliver everything we need to ensure London reaches a ‘zero carbon’ road transport system by 2030.

At the other end of the spectrum are boroughs like Ealing, Harrow, Kensington & Chelsea, Redbridge and Wandsworth — becoming bywords for words over deeds, for pulling schemes the moment a few loud residents with SUVs get angry.

And, of course, next to them are boroughs like Bexley, Bromley, Havering and Hillingdon that didn’t even have schemes to fold

CLIMATE SAFE STREETS IN 10 SECONDS n Mayor says London must be ‘net zero’ on climate emissions by 2030. n Road transport produces the second biggest emissions (after domestic gas), 19% in 2018, and it’s not falling unlike other sectors. n Boroughs control 95% of London’s roads and can change transport emissions fast; government action needed for insulation, boilers, etc. n Two council terms to reach zero carbon 2030, next term (four years) is critical. n Head to lcc.org.uk/climate to take action today in your borough.

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Images: Beta Streets

CAMPAIGN

over in the first place — who bid for nothing, got nothing, did nothing.

In the middle, there’s a huge range of boroughs, many who’ve been doing some stuff, sometimes slowly, sometimes two steps forward, one back. Just about every borough, bold or bad, needs a huge injection of bravery, speed and fortitude now if London stands any chance of going zero carbon in just eight years.

Sit tight & assess?

Our next local elections are a mere two months away in May 2022. After that, we won’t have

another shot until 2026. That’ll give boroughs who don’t act boldly in this electoral term four years to get to zero carbon roads (and all but four have declared a climate emergency), to slash car use and enable walking and cycling to replace it, to deliver all of the infrastructure needed. So boroughs need to start delivering now.

The alternative is to ‘sit tight and assess’ as the film Don’t Look Up has it. Delay real action for another four years. Deliver some cycle parking, some School Streets.

Because they’re easy, right? Except then, those boroughs will have just

BETA STREETS What would your street look like if it was ‘Climate Safe’? Your nearest town centre?

Your nearest main road? One of the ways we will be promoting the campaign, and one of the ways we’re aiming at helping politicians and the public understand what the future of London could be and should be, is via LCC’s exclusive access to the Beta Streets website/app.

Beta Streets is an incredible new app (developed by two lauded street design professionals) which takes ‘design visualisation’ software and makes it instantly accessible to everyone — rather than the preserve of high-budget projects.

Our borough groups have exclusive access to a limited version of Beta Streets for the duration of the Climate Safe Streets 2022 campaign until May and we’ll be showcasing the images they produce on our social media channels. With the site, you can literally drag and drop cycle tracks, new pavements, traffic lights, cycle hire docks and cycle parking in seconds, transforming a photo of your street in minutes. n For more information on Beta Streets go to lcc.org.uk/climate.

four years to deliver not only all of their vital infrastructure — cycle tracks, low traffic neighbourhoods, signal crossings, safe junctions, wider pavements, bus lanes, bus gates, workplace parking levies, parking removal, inclusive cycle parking, dockless hire hubs, electric car hire bays, consolidation, hydrogen freight contracts, ‘last mile’ servicing consolidation, e-cargobike services and more — but also for the behaviour change to go with it.

We know from boroughs that are already delivering that it can take years for residents to shift behaviours, for leaving the car at home or not owning one to become second nature for residents.

Boroughs that don’t hit the ground running in 2022 are effectively saying there’s no way they’ll catch up by 2030.

They risk London and all of us losing out soon, to avoid a bit of ‘controversy’ now. We’re not about to let them get away with that.

Your borough, your campaign Our borough groups have developed a specific set of local

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Beta Streets: turned Tottenham Hale from traffic sewer to green, clean and child-friendly in minutes

WHAT DO CLIMATE SAFE STREETS LOOK LIKE?

pledges we are asking every potential borough leader to commit to. These are designed to ensure your borough council takes action to improve cycling specifically, active travel in general and moves rapidly towards zero carbon roads.

Different boroughs are at very different points on their journey towards ‘Climate Safe Streets’, and we recognise that, but every borough has to move fast and be bolder — that’s what our asks are designed to get them doing.

Our Climate Safe Streets webpage means all you need to do is put in your postcode to send the agreed asks to the leaders of the main parties in your borough.

DO THIS, NOW Three simple things we want everyone to do today...

1. TAKE OUR ACTION Take one minute to go to lcc.org. uk/climate, put your postcode in and ask the main party leaders in your borough to commit to Climate Safe Streets.

2. SPREAD THE WORD Please ask all your friends, family, random strangers, to also take part. Despite action

on climate being the defining global issue, despite there being clear actions council leaders can take on climate, despite evidence, data and policy clearly accepted by politicians from every mainstream party, too many politicians in London are still listening to whoever shouts loudest. Politicians need reassurance what they are doing will be supported.

3. G ET INVOLVED Our borough groups and our Climate Safe Streets ‘Champions’ will be organising climate and active travel hustings, inviting leaders out for bike rides, making videos and holding events, flyering at busy junctions and more. This spring is the perfect time to get out and do stuff socially — and at the same time you’ll be meeting people cycling in your borough and helping save the planet.

The campaign pages at lcc.org. uk/climate include borough pages with group contact details and upcoming events. n For more info on the campaign: lcc.org.uk/climate.

We’ve worked with borough groups to create asks tailored to the unique geographical, sociological and political circumstances of each borough. But certain things crop up again and again if we are to ensure each borough is playing its part in reducing motor vehicle use and so delivering a zero carbon roads system by 2030. These were largely summarised in our Climate Safe Streets report: n Cycle tracks – direct, safe main road cycle routes where those cycling are physically separated from motor vehicles are absolutely vital if we want to massively increase cycling rates, broaden the demographic of those who do cycle and reduce car use. n Low Traffic Neighbourhoods – removing through (or ‘rat-run’) motor traffic from residential areas does not largely bung up nearby main roads or delay emergency services. Most claimed negatives are largely fearmongering.

Instead, these schemes boost short walked and cycled journeys and encourage community revitalisation. n Safer junctions – junctions represent the most dangerous point in any walked or cycled journey. So they are a key barrier to more people cycling and enabling ‘mode shift’ from cars. n Shared mobility – electric car club/ hire and similar for e-scooters and cycles, as well as cargobike loans and more help reduce the need for Londoners to own their own car. n Freight reduction, consolidation, ‘last mile’ deliveries – boroughs, businesses and others are finding innovative ways to reduce freight, from cargo-carrying e-bikes that replace vans in congested areas, to joint servicing that slash waste collection and supplies drop-off. n Cycle & car parking – every car parking space replaced frees up space for 10 cycle parking spaces, in high demand in London.

But secure cycle parking still often costs more than parking a car.

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Vision Zero, the London Mayor’s flagship policy for reducing road danger has been updated. Tom Bogdanowicz checks on progress

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AYOR SADIQ KHAN has two headline targets for active travel by 2041: Vision Zero (VZ) which commits to zero people killed or seriously injured (KSI) on London roads; and increasing from 63% of trips by public transport, walking and cycling to 80%.

At the London Assembly’s enquiry into Vision Zero, LCC highlighted that “the two targets are inextricably linked because it is well established that the top barrier to urban cycle use is fear of road danger”. Reducing that danger, we said, can boost cycling and help the Mayor meet his modal share target and his net zero emission target (set for 2030), as well as making roads safer for all users.

So what does Vision Zero actually mean in practice, what has been achieved in other cities and what progress have we actually seen towards the Mayor’s goal?

Are they safe for young children: protected cycle lanes are key to achieving VZ targets

Vision Zero & Safe System theory Vision Zero states that road deaths and injuries are not inevitable nor ethically acceptable. In the UK some 87% of people think so-called road ‘accidents’ are inevitable according to TfL. The VZ approach is underpinned by what transport experts, including the DfT, World Health Organisation and European Union recognise as the most effective approach to road danger reduction: the Safe System. This recognises that road users can make errors and demands that danger to them must be minimised by addressing: n Safe speeds: appropriate speeds, with 20mph emerging as the default for residential streets. n Safe streets: prioritising safety (not speed) in road design with separation of heavier and lighter modes where required, notably at dangerous junctions. n Safe vehicles: promoting and regulating for vehicle designs that minimise risk to road users, such as lorries without blind spots, speed limiters on cars (ISA) and automatic emergency braking (AEB). n Safe behaviours: minimising danger by targeted enforcement, marketing campaigns and training of road users.

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Photos: Oslo Bysykkel

n Post-collision response: information sharing and learning, along with improving justice and care for the victims of traffic incidents.

Avoiding collisions by discouraging walking or cycling (as once advocated by UK Government) is no longer an option and, as the Dutch have demonstrated, higher cycling levels correlate with much lower cycling fatality rates per mile travelled (Dutch rates are half those in the UK).

Vision Zero in Europe Vision Zero was first adopted by Sweden back in 1997. Recognising that transport authorities (responsible for road designs and setting speed limits) bore responsibility for collisions, and not just individual road users, the government adopted a policy of road design that prioritised safety over speed and convenience.

Fatalities on Swedish roads have more than halved since 1997, but have changed little in the past decade as traffic levels increased. The Swedish government’s ambition to achieve zero road fatalities by 2020 has been revised to 2050 — a date that coincides with a similar (‘close to zero’) European Union target.

A Swedish study found that, in the City of Gothenburg traffic calming, together with separation of vulnerable road users from motorised traffic, contributed to three-quarters of all reductions in serious road traffic injuries.

Chart toppers: with over 745km of protected cycle lanes Helsinki is another VZ leader

A controversial, yet effective, step was to reduce motor traffic by introducing higher road tolls (up 70%) and parking fees (up 50%), lower speed limits and restrictions on motor vehicle access to some city streets. This helped reduce traffic by 6%, but the city wants to go further and reduce the overall car traffic in Oslo by 30% by 2030.

Oslo has also upped the number of cycle lanes, re-allocating some of the space previously used for car parking.

Helsinki Like Oslo, the capital of Finland, Helsinki (population 630,000), achieved zero pedestrian and cycling fatalities in 2019. A key policy ingredient was the widespread adoption of lower speed limits. Whereas most roads had a speed limit of 50kph in the 1970s, and 40kph in the 1990s, that has now become a default of 30kph for all but major arteries.

In addition, residents benefit from an impressive 745km of protected cycle lanes (Amsterdam has just over 500km). Anni Sinnemäki, the deputy mayor of urban

Photo: serhiinikolaienko/BigStock

Oslo Norway’s capital Oslo (population 680,000) achieved zero road deaths (though not zero serious injuries) for pedestrians and cyclists (one driver died) in 2019. This followed the adoption of a Vision Zero target in 2015 and a consequent range of measures to help achieve it.

Leading the way: Oslo met its Vision Zero target in 2019

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environment in Helsinki told the Guardian: “In the last few years, we have also focused on how we build the street environment. Streets are being better divided between pedestrians, cycle lanes and cars; the car lane is not the widest possible.” To reduce speeds more speed humps and roundabouts have been installed. And, as in the Netherlands, roundabouts are designed to slow traffic rather than allow the higher speeds that UK roundabouts are designed to achieve.

Vision Zero in London Progress towards the Mayor’s VZ target, established in 2018, was flattish until the pandemic, when casualty levels, aside from those involving cyclists, fell significantly in the space of a year, partly because of the lower number of motor vehicles, and pedestrians, on the roads. Enforcement increased because police had fewer other duties with 360,000 speeding tickets issued in 2021, up from 263,000 in 2020.

Above left: two of the new lorries without blindspots (5* DVS).

Above: newly installed cycle track in Camden

7,000

ACTIONS TAKEN

211 6,000

In terms of actions to achieve VZ there has been visible progress in London, albeit uneven, as LCC said at the London Assembly enquiry.

6,192

5,000

4,000

116 3,702

3,000

96 2,974

2,000

1,000

0

2005–2009 Serious injuries

The reduction in pandemic-era casualties means that the Mayor is notionally closer to his interim target of 70% fewer KSIs (from 2010-14) by 2030 (32% fewer KSIs in 2019; 52% in 2020), but as car use rises that progress may reverse.

The Mayor’s Cycling Commissioner, Will Norman, told the London Assembly: “We do have an awfully long way to go”.

Though cycle casualties increased in 2020, TfL says cycle casualty rates (ie the number of KSIs per mile travelled) fell because of increased cycle use — TfL cites the Department for Transport’s cycling growth figure of a 46% increase in mileage in 2020, despite its own cycle counts (cyclists passing specific points) showing lower increases of 22% in outer London and 7% for inner London.

2016 Fatalities

2020

A long way to go: this TfL chart shows the number of people killed or seriously injured on London’s roads

HGVs Lorries typically account for half of cycling fatalities in London and this issue was raised repeatedly by LCC leading to TfL action.

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Construction Logistics and Community Safety (CLOCS) standard. Both standards must be met by contractors working for TfL and for some boroughs — LCC wants all boroughs to specify the standards in their procurement terms.

Safer Urban Driving, a training module that includes an on-bike practical session and is included in CLOCS and FORS (silver grade), has been completed by more than 50,000 lorry drivers, though not (yet) by bus drivers.

TfL, supported by LCC, has defined the Direct Vision Standard (DVS) for HGVs that reduces vehicle ‘blind spots’. The standard is now mandatory, at one-star level, for lorries driving in London and is due to become incorporated in European manufacturing regulations as of 2029 for all new lorries.

Limiting speeds ‘Speed kills’, as the slogan goes, especially speeds above 20mph. Campaigns by LCC, and others, for a 20mph default speed limit for roads where people live and work are paying off with 19 of London’s councils adopting 20mph, but 13 Outer London boroughs retain 30mph limits.

TfL, which controls London’s red routes has set 20mph as the limit on its central London roads and promises to adopt it on a further 140km of roads.

Currently TfL is seeking government support for a pilot default 20mph speed limit for all of London’s residential streets, which would create a more uniform, and safer, driving environment. In addition, PCSOs (police community support officers) are due to get powers to stop speeding offenders and mandatory cycle lanes (those with a continuous line) will become enforceable by cameras.

Cycle lanes & junctions According to TfL more than 100km of protected cycle lane have been installed since the pandemic along with 100 low traffic neighbourhoods (LTNs) and 322 school streets (where motor vehicles are banned at drop-off and pick-up times). A study of LTNs found that

Learning on the job: lorry drivers attending a Safer Urban Driving session

injuries halved following implementation, with no increase on boundary roads.

Driving culture One aspect of TfL’s VZ work is trying to change the attitude that road deaths are inevitable.

While its ‘Watch your speed’ campaign may have gained a high awareness rating (44% according to TfL), its ‘See their side’ advert, equating a cyclist’s unsurprising anger at a close pass with a motorist’s anger at the cyclists’ reaction, was roundly condemned and quickly taken off-air.

Some will recall that motoring presenter, Jeremy Clarkson, said he would ‘crush’ cyclists who delayed him. Countering such attitudes requires a shift away from promoting cars as high-speed status symbols.

The future While LCC recognises pandemic–era progress there is clearly much more to be done in reducing road danger before the 40% of people who say they want to cycle are willing to do so.

Sustaining the pandemic-era rate of delivery of cycle lanes is essential. So is retention of existing LTNs and School Streets. Junctions treated by TfL and boroughs need to have improvements on all arms not just some of them; we’ve assessed and generated a list of high priority junctions based on recent casualties. A 20mph default limit would be a major step. But, of course, it all cannot be done without funding which relies, in part, on central government.

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ÖZGÜR KORKMAZ & MENEKSE AYRILMAZ Clare Rogers speaks to a dynamic duo overcoming barriers and enabling cycling in North London’s Turkish-speaking community When Özgür Korkmaz discovered the difference cycling made to his own physical and mental health, he set out to share the joy with the rest of London’s Turkish-speaking community. He and his wife Menekse Ayrilmaz now run Londra Bisiklet Kulübü (aka London Cycling Club), which won LCC’s Growing Cycling Award in 2021. In less than three years, LBK has introduced cycling to hundreds of Londoners, especially women and children, as a source of fun, fitness and wellbeing. The couple tell us how they did it.

Özgür, we hear that you’ve cycled from London to Istanbul. Why? Özgür: Yes, that’s right. I cycled from London to İstanbul in the summer of 2018. I guess I’d been following the same routine for many years and was bored; I needed a challenge to take me out of my comfort zone and help me explore life — and myself. I reflected on how I’d come from Turkey to London in four hours by plane 20 years earlier and started to think about making the return trip.

That’s when the idea of cycling back to my homeland began to take hold.

When I told my family and friends they thought I was crazy and begged me not to, but I was determined to do it.

Eventually I managed to convince them.

You’ve described it as ‘life-changing’. Tell us something about the trip…

My journey lasted 46 days and covered 2,114 miles. It was a wonderful experience – it put trust and joy back in my life. I met so many people on the way and it was nice to see the world is still filled with goodness. I had not cycled more than 10 miles in my life before, did not know how to repair a puncture or fix anything on a bike, I was a total amateur. Every single one of the 46 days was a physical and mental challenge. I learned so much, became more positive and came back home a stronger person. It opened my eyes to a world of new experiences and gave me a different perspective on life.

Why did you feel that the Turkish-speaking community needed a cycling club?

My big trip made me realise how important cycling can be for mental and physical health, and I wanted my community to enjoy the same benefits. In May 2019 I started the Londra Bisiklet Kulübü (LBK, or London Cycling Club) at the Alevi Federation in Enfield, London’s biggest Turkish community centre. We were a small group, organising bike rides and having fun, but we realised how many barriers there were to cycling in London’s Turkish-speaking community.

(This community includes Bulgarians, Cypriots and Kurdish people. Turkish is Enfield’s second language after English.)

We have very few cycling role models. People see very few people like themselves who cycle and so they think cycling is not for them. If they want to try, they often don’t know anyone who can lend them a bike, and buying one is a big investment. Even when the council offers free cycle training, Turkish-speaking people tend to think their English isn’t good enough.

How did you start to tackle these barriers?

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cycling, show them how much fun it is and explain the physical and mental health benefits…” Starting with some women from the group, I shared their stories on social media in Turkish and tried to create a bit of a buzz within my community. Stories from women who learnt to ride were very popular, with some videos getting 5-6,000 views. Also, when doing our group rides I would try and capture on video the fun we were having, the interesting places we visited, and shared this online. And lots of people who use the Alevi Federation centre saw our cycle hub there and wanted to get involved. We were also able to lend out hundreds of bikes. We know our community, we know how to encourage them. People need to take the initiative in their own communities.

What makes you most proud of LBK so far?

I love our cycle skills sessions and watching people have fun. I particularly love it when someone comes along who can’t ride, but with a lot of help, advice and encouragement eventually starts pedalling. There is a great sense of achievement in helping someone gain a life skill. During the early days of the pandemic a team of our volunteers helped the Felix Project and British Alevi Federation charity, delivering hundreds of emergency food parcels by bike to vulnerable people in Enfield. We also donated 32 bikes to low income BAME women and their kids to tackle transport poverty, with the support of Enfield Voluntary Action and the Community Fund.

LBK on tour: their guided rides are popular with cyclists of all ages and levels of experience

And after becoming a community partner with LCC, we were lucky to receive a stock of new bikes from Bikester, many of which we’ve since donated to North London community groups with the intention of encouraging and facilitating active travel.

Menekse, what difference has Londra Bisiklet Külübu made to you?

Menekse: Before starting to help Özgür with the LBK I didn’t realise how fun and satisfying it would be. It’s a great chance to meet people — we have some really enjoyable bike rides and social events. I especially enjoy teaching people cycle skills, it makes me so happy when someone starts to ride for the first time; every time it happens I get just as excited as they do!

It’s a big commitment and a lot of hard work, but a great sense of achievement. You feel like you are making a real difference.

There’s a great sense of achievement in helping someone gain a life skill

What are the barriers to cycling for women in the Turkish-speaking community?

Lack of confidence is a huge barrier. We see lots

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cycling course the mothers asked, “what about us?” Most of them don’t have many formal qualifications so they really wanted that sense of achievement. Of course we gave them certificates as well! They also get more exercise and have more social time outside the home. One mother and teenage daughter came to thank us after we taught them both. They had started to ride together at weekends and it had made their relationship much closer.

Tell us some more stories! of women who have been housewives for ten or 20 years and are not confident about their English. Some feel self-conscious and don’t want men to see them cycling. Growing up in Turkey, many of them would not have had the chance to ride a bike; there just isn’t much of a culture of cycling for women.

How have you managed to get so many women cycling?

The mums who watched our kids’ training sessions would say: “Our children are so lucky, we never had the chance to ride a bike when we were kids — my mum never let me.” I’d say: “Why not learn now?”

They just laughed and said they couldn’t. So Özgür advertised women’s lessons. Lots of woman called me and asked the same question: “Do you think I can learn to ride a bike?” Many thought they were too old at 30 or 40! I gave them lots of encouragement and told them about other women their age who had learnt. We ran three sessions a week for women and about 30 came along to that first course. Once they reach a certain level we do short bike rides and show them local routes. When they see the protected cycle lanes on the Hertford Road they soon realise it’s something they can do on their own or even with their family.

How does it benefit women when they learn to cycle?

Learning something they thought they couldn’t do really boosts their confidence. When we gave out certificates to the kids at the end of their

London to Istanbul: the big trip that kicked off the LBK idea for Özgür

One 62-year-old Turkish-speaking woman found out about us because we taught her grandson to ride. She told us it was her dream to learn to ride a bike.

I taught her, and she was in tears of joy.

She hugged me and said: “You made my dreams come true.” Now she cycles everywhere, even to her cycle lessons.

It keeps her active and happy. Another lady aged 42 was setting off for her first lesson when her neighbour said: “Why do you want to learn to ride a bike? Are you a child?” She came anyway, and now she can cycle well. She’s on a low income so we gave her a bike.

What’s next for LBK? Özgür: We want to do more crosscultural rides, like one we did with Enfield Cycling Campaign last summer. Rides are a great way to bring people together. I think the ECC members really enjoyed meeting people in the Turkish community and learning more about Turkish culture, while it helped Turkish speakers feel more part of the wider community. Likewise Cycle Buddies can be beneficial to both sides, like a cultural exchange.

Many women thought they were too old [to learn to cycle] at the age of 30 or 40!

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COMMUNITY

COMING TOGETHER London is one of the world’s most diverse cities. Stewart Dring, Jessica Pike and Katy Rodda explore some of the projects helping to grow cycling

L

ONDON HAS a growing culture of cycling, across an ever-increasing array of our communities, and there are loads of projects helping Londoners to cycle. LCC and our volunteers are often at the heart of these groups, because our volunteers understand what is needed to help Londoners take up everyday cycling.

It’s not only a great way to build independence and self-reliance, cycling also helps improve physical fitness and mental wellbeing. Many of the projects are about creating new personal connections, making friends, building community and changing cultures. Others are about building a safe space where people can get on a bike, often for the first time, with supportive people around them.

LCC wants to bring together cycling groups so that our campaigning voice is strong and represents all Londoners. We believe that London should be a city where anyone who wants to cycle should be able to do so.

LCC is working with a variety of partners to create a diverse network — we have agreements with Wheels for Wellbeing and Londra Bisiklet Kulübü, and are talking to others.

Their insights ensure LCC is campaigning for a cycling city that works for everyone.

We also want to work with our affiliates to create an inclusive cycling culture and are actively looking at how we can encourage more women, Disabled, and non-binary folks to cycle, as well as more people of colour from London’s diverse communities — which we are doing with the help of Trek. n lcc.org.uk

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In April 2021, Velociposse wrote an open letter to British Cycling regarding its policy on gender and included three main asks: to immediately include ‘non-binary’ as a category for non-racing membership; consult with trans and non-binary led organisations within the next six months; and ensure all people are able to race

at JoyRiders, explained, cycling is often viewed as a sport in the UK rather than a fun activity or way to get around. 70% of regular bike riders in the UK are men and when a vast majority of them are dressed in specialised gear, one can see how a woman without

Lycra might feel cycling is not for them. Many women also feel that roads are dangerous, are concerned about being harassed and lack the experience or equipment.

Given women’s perceptions about cycling, being able to ride with a group of supportive women is a much-needed resource, especially when women have experienced harassment and abuse while cycling. By reaching out into community, faith, women’s, parents, school and employer groups and organisations, JoyRiders brings together women from myriad backgrounds to create diversity in the cycling community.

As more women from underrepresented groups begin to cycle,

JOYRIDERS

In 2016, JoyRiders was founded in Waltham Forest by local resident, Carolyn Axtell. Carolyn had started cycling on the school run and noticed few mothers doing the same; she discovered that many women wanted to cycle but faced barriers. As Vieve Ford, director

Photo: Honor Elliott

Velociposse started as an allwomen’s track cycling team and has since grown into a club for all women, including transgender, intersex and cis, as well as trans men and non-binary people.

It caters for a variety of cycling disciplines, including track and off-road cycling, as well as offering training sessions and group rides.

under their self-identified gender within the next year. No response has yet been received and none of their recommendations appeared in British Cycling’s new Transgender and Non-Binary Participation Policy, and non-racing members still aren’t allowed to register as non-binary or opt out of the question. Velociposse would like to encourage everyone to reach out to British Cycling to update its policies.

Velociposse believes “people should never have to misgender themselves in order to race and that inclusion should come before all else.” Some of its suggestions for cycle sport organisations include non-gendered racing categories (such as those put forward for ThunderCross), a non-binary category on membership and signup forms, respecting pronouns and providing non-gendered facilities at events. n @velociposse (Instagram) is the place to find out more.

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they challenge the perceptions of other women in their communities and spread the word about the positive impact cycling has had on their lives. Vieve also points out that when women ride, it’s more likely that their kids, especially their daughters, will ride too.

Through led rides, JoyRiders aims to get participants to cycle independently and thousands now have the confidence to do just that. Rides range from beginner to advanced, with beginner ones covering five miles over two hours — when ‘beginner’ actually means beginner, women can be assured that they won’t feel out of their depth when starting out.

During the early stages of the pandemic, JoyRiders’ reach exploded when they went online with route videos, virtual coffee breaks and cycling webinars.

And in 2021, JoyRiders spread to more London boroughs, Oxford, Manchester and Cambridge, with more locations in the pipeline.

Despite their focus on women, Vieve ends by saying: “In all seriousness, it’s important to encourage everyone who has the ability to cycle to start cycling… men, women, non-binary, just everyone. The climate crisis alone needs us to do this.” n For more info on rides and training in your area, go to joyriders.org.uk.

LONDRA BISIKLET KULÜBÜ

Londra Bisiklet Kulübü (LBK) is a community organisation which started in Enfield to help the local Turkish and Kurdish community cycle more — see Interview, p24.

LBK and LCC’s local group in Enfield worked together to design cycling activities based around Turkish and Kurdish community centres. They have worked closely with the British Alevi Federation who gave them the space to start and grow their project.

LBK is doing particularly amazing work in helping children and women to cycle. Many women in this community were not allowed to cycle as girls. When they ran a project giving out bikes to women on low incomes more than 350 women were interested for only 30 bikes. Which is why, when LCC heard about 168 bikes that needed a home, we thought of LBK. Just before Christmas, LCC helped link up the project with a very generous donation by Bikester. Through Bike is Best, we heard about the bikes and arranged for them to be delivered to the community centre in Edmonton where Ozgür and the team started distributing them, not just to

women on their list but via other community centres too.

They started with Turkish and Kurdish centres — the idea being to replicate LBK across north and east London — then started using the bikes to build links with other communities such as local schools, NHS workers and other projects including The Outside project, an LGBTQI+ community centre and shelter.

Next, LBK wants to work with LCC to meet up with other cycling groups. Cycling and food is a great way to get people from different communities to mix, and a Turkish picnic is a great way to finish off a ride. LBK also recognises the need for a safe cycling network — there are lots of new cyclists from their community and they need safe routes to cycle to and from homes, shops, work and other amenities.

They also want more investment in adult cycle training, including training people who speak Turkish and English to be cycle instructors.

LCC campaigners in Enfield now better understand how to encourage cycling in the Turkish community and have made new friends in the process. n @londrabisikletkulubu on Facebook.

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NOTHING RIDES LIKE A GAZELLE

Gazelle Ultimate C8+ HMB

Royal Dutch Gazelle has been making high quality bikes for 130 years.

Because cycling makes the world a better, healthier and a more fun place.

Visit us at The Cycle Show in London from 22 till 24 April 2022 at stand W220.

And try our e-bikes in the demo area.

Discover our bikes and your Gazelle bike shop at gazellebikes.uk

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COMMUNITY

WHEELS FOR WELLBEING

Wheels for Wellbeing (WfW) was founded in 2007 with the mission of ensuring that anyone can access the physical, emotional, practical and social benefits of cycling, because Disabled people are twice as likely to be physically inactive as non-disabled, and this has big impacts on physical wellbeing and mental health. Being Disabled is one of the biggest barriers to cycling (greater than gender or ethnicity, for instance) and while up to 70% of Disabled people can cycle, only about 6% do so on a regular basis, despite it being easier to cycle than walk for most people with physical disabilities.

WfW has worked with thousands of Disabled children and adults who face barriers to taking part in any physical activity, and is informed and supported by the personal experiences of its Disabled trustees, staff and volunteers.

WfW’s homes are in south London, where it runs sessions

each week in Croydon Arena, Ladywell Day Centre and at Herne Hill Velodrome. It has a large collection of cycles, including upright and recumbent trikes, companion trikes, handcycles, and others, and of course some standard two-wheelers — because WfW’s own research found that around 44% of Disabled cyclists use those. This brings us to the second fantastic element of WFW’s work: campaigning and research.

While WfW continues to make a direct difference to participants in its practical sessions — stroke survivors regaining independence, people with chronic pain finding the perfect cycle to enjoy physical activity, people with learning difficulties enjoying cycling, diversity beyond imagining — it is also the UK’s leading source of research, and with that, influencing policy, for inclusive and disabled cycling.

One of the reasons that cycle

campaigners find the DfT’s Gear Change and the new cycle design standards, LTN 1/20, so practical, is because key elements of WfWs Guide to Inclusive Cycling, its campaign ‘My Cycle, My Mobility Aid’, and annual survey, Experiences of disabled cyclists, were incorporated into them.

As LCC aims to campaign for cycling for all Londoners, finding something that works for Disabled cyclists should be the baseline. If a proposed piece of infrastructure is accessible to a Disabled cyclist on a recumbent handcycle, it should be accessible to all cyclists.

Having a specific example helps explain with gradient, camber, sightline, ‘beg’ buttons, cornering, width, kerbs and more. These cycles are the perfect heat test to demonstrate that being LTN 1/20 compliant does matter, as cycling should be equally accessible to all. n For more info on rides, sessions and events go to wheelsforwellbeing.org.uk.

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BIG C RIDES

ARE BACK! Why not join Team LCC riders on the start line of a challenge event this year? Toby Zeidler looks at a few of the best charity rides in the country

HALLENGING YOURSELF — both training up to an event and the big day itself — is a great way to get fit, improve your cycling and make new friends along the way. And organised events offer the perfect opportunity to ride new roads or trails, often with the added bonus of having some, or all of them, closed off for the duration.

Before the Covid-19 pandemic struck, our data showed that a significant number of London Cyclist readers had taken part in a charity ride in the previous year.

So now we’re once again offering charity places on a variety of those classic rides, as well as showcasing the best the UK has to offer. n If you’d like to join in, sign up online at lcc.org.uk/group-events

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PENNINE RALLY Back for its second edition, the Pennine Rally is a multi-day, self-supported and mostly offroad Audax, covering 500km and featuring 8,000m of elevation, organised by Rapha. One hundred riders will be taking on the route from Edinburgh to Manchester, with all its scenic detours, winding a way through two national parks and two areas of outstanding natural beauty.

The course was plotted by the masterminds behind the nutrition brand Outdoor Provisions. Based in Manchester, two cycling friends got together to make robust snacks for the ‘fresh-air-heads’ among us. Christian and Luke are seasoned adventure riders and expert route mappers, having competed in the Torino-Nice Rally and organised their own selfsupported, all-road, bikepacking route from Glasgow to Manchester.

The organisers at Rapha have likewise embraced the ‘alternative’ vibe of gravel events, as well as taking great strides to make the event as inclusive and welcoming as possible in order to represent the full breadth of the bike world. The inaugural event had an equal male to female split and, in 2022, places have been set aside for riders from groups that are currently underrepresented in cycling.

Also taking to the start line will be a host of the strongest gravel and mountain bike riders that the UK racing scene has to offer. Despite not being a race, the first edition was finished first by elite road and mtb racer, Liam Yates — riding without sleep for

38 hours, Liam rode the full route in one immense solo effort. Mere mortals can be expected to take considerably longer! n rapha.cc

RIDE LONDON RideLondon is one of the best known sportives in the UK and this year, for the first time ever, the route is heading out into Essex rather than Surrey.

This is a closed-road century (100-mile) ride that draws in roadies from across the spectrum of ability, from the casual rider taking on their first major challenge, right up to experienced club riders. In addition, as part of the festival weekend, World Tour professional cyclists will be battling for victory in the RideLondon Classique.

Having closed roads adds to the truly unforgettable and unique experience too — you feel safer, ride quicker and even have time and space to chat with other participants. While the entry price and ballot process might feel a

little intimidating, if you’re lucky enough to secure a place for this ride, it’s worth every penny.

Huge crowds and a packed field even has another understated plus point — you can sometimes find yourself sheltered from the wind and really notice a reduction in effort as you’re almost pulled along by the massed bunch ahead of you. Of course, over the course of a hundred miles, gaps open up and riders will be spread out, but the difference made by not having to ever stop or wait for red lights, and being able to choose your position on the road to carve round corners, is extremely satisfying.

This year, there is a new format for the pro racing as well. The best female cyclists in the world will be coming to compete across a three-day stage race — this is a first for the Women’s World Tour at RideLondon and is sure to create an incredible atmosphere.

Twenty riders from Team LCC will be taking on this challenge and raising money for LCC’s campaigning work.

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idea. Entering with a friend will not only boost morale, but makes you more visible as a group.

Full course details will be announced closer to the event.

LONDON TO BRIGHTON NIGHTRIDER For a unique riding experience, look no further than the Nightrider. As the name suggests, you’ll be riding through the night on an urban route that takes in many of London’s most famous landmarks and, for those that choose the longer route, a considerable number of hills that the suburbs have to offer. This is a rare opportunity to ride with hundreds of fellow cyclists on quiet streets, away from the throng and fumes of rush hour.

The ride is designed to be inclusive and welcoming to those newer to road cycling; the guide times are generous and include plenty of scope for stops. It is not a race and there’s no competitive element, apart from your own inter-group rivalries! Since the ride never leaves London, you’ll never be far from transport options and alternative shorter routes in case someone needs to save their legs.

The Nightrider has a choice of 50km and 100km routes, all fully signed and marshalled, with mechanics on hand at each stop.

As this is an urban ride and at night time, staying safe is key.

Security is on hand around the course and reflective bibs provided by the organisers. Along with these provisions, good lights are a given and riding mates are also a great

This is a true classic on the sportive calendar and a rite of passage for London-based cyclists, whether regular commuters, novices or recreational riders: an accessible but challenging 55-mile route, up and over the North and South Downs, with a brilliantly loud finish on Brighton seafront.

You’ll see a broad range of riders, with the vast majority being casual or hobbyist cyclists looking to take on a challenge with friends.

While you might come across a few lightning fast racers on the start line, that’s likely the last you’ll see of them as they blast up the road for their own personal best times.

The course features undulating terrain through the Surrey and Sussex countryside, and weaves in plenty of sightseeing opportunities.

The biggest single challenge comes

toward the end of the route, up the iconic Ditchling Beacon climb, which has featured multiple times on the Tour of Britain and as the course for the British National Hill Climb championships. It can be a tricky climb to pace due to the irregular gradients, but for the casual rider, the flatter, ‘stepped’ sections will be welcomed.

There’s always lots of supporters cheering you on, and fellow riders encouraging each other, and the sense of achievement when you reach to top is incredible. Riders are rewarded at the summit with panoramic views across the Sussex Weald and out across the English Channel which you can enjoy with your fellow participants while you catch your breath. Then it’s down hill all the way to the sea!

It’s a real treat to end the day right next to Brighton beach.

And once you’ve crossed the line, high-fived your team and collected your medal, you can opt for a celebratory swim, or indulge in the customary fish and chips in the sunshine.

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THE WORLD OF PRESUMED LIABILITY What happens if you’re involved in a collision and how does UK law differ from countries in Europe? Stuart Kightley, head of cycling at Osbornes Law, provides the necessary answers

T

HERE IS NO good place to have a cycling accident, but some places are worse than others.

And in terms of being compensated for the injuries and losses arising from such a collision, this country sits pretty low in the European rankings.

We operate a fault-based system for civil liability in the jurisdiction of England and Wales, which means that to recover any compensation the injured cyclist has to prove by evidence that the accident was caused by the negligence of another, and they then usually face a claim of contributory negligence — that even if they succeed their damages should be reduced by a percentage to reflect their own blameworthiness.

The problem with this approach

is that it is often difficult for an injured cyclist to obtain and present the evidence to show fault and to rebut counter-claims.

They will be up against a motor insurer and its lawyers, at a time that they are injured and needing treatment and support, rather than litigation. And, of course, in those worst cases where the cyclist was killed or sustained brain injury in the collision, there may only be the defendant’s version of events to go on.

Other European legal systems are more protective of cyclists.

They operate variations around the theme of ‘presumed liability’, where it is generally presumed that the driver of the motorised vehicle was at fault in a collision with a cyclist.

Given the increasing popularity of cycling and the government’s stated commitment to further

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Illustrations: Boing Graphics

growth and to infrastructure improvements, against the fact that more than 860 cyclists were killed or seriously injured on London’s roads in 2020, we had hoped that the government’s recent review of the Highway Code would yield a better deal for cyclists.

The new code, in force from January 2022, did of course make several cycling-friendly rule improvements and clarifications.

It established the ‘Hierarchy of Road Users’ principle, recognising the primacy of vulnerable road users, and it introduced specific guidance designed to keep cyclists safer on the road, but this was an opportunity to really tip the balance in favour of the cyclist: to change the law and create a presumption of liability to bring us in line with our European neighbours. An opportunity that was missed.

Options for change There is a veritable smorgasbord of different liability systems on the continent to choose from, depending on how we view the balance of protection versus the element of blame.

But it would be wrong to think that any of them automatically load liability on the motorist; presumed liability should not be confused with ‘strict liability’, which fixes blame irrespective of

fault. Most systems are nuanced, and reflect different situations.

Unsurprisingly perhaps, the Dutch legal system favours the cyclist in a collision with a motorist. Where the cyclist is aged under 14 the motorist is held to be at fault. Over 14 and the motorist is presumed to be at fault. They may counter that presumption with evidence, but the cyclist cannot be more than 50% to blame unless their actions

WHAT TO DO AFTER A COLLISION 1. N ote the other party’s name, address, insurance details and registration number.

2. Also take the name, phone number and address of at least two witnesses if that’s possible.

3. M ake a rough sketch of the collision and write or record a message on your phone describing what exactly happened.

4. T ake pictures of the immediate aftermath of the collision.

5. R eport the incident to the police, or ask someone else to do it for you.

6. See a doctor, even if you feel okay.

7. D o not admit responsibility as this may count against you later. Do, however, note any admission by the driver.

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were reckless or worse. So a ‘double presumption’.

France is also cyclist friendly.

There, the protection for children extends also to the over 70s and disabled people. For other adults, there is a presumption of fault against the motorist and that can be rebutted only if it can be shown that the cyclist’s gross negligence was the sole cause.

This is not far from strict liability, and resulted in one controversial case where a kite surfer — who was blown by the wind into a car park and into collision with a parked car was able to recover in full for his injuries from the vehicle’s insurers.

In Italy, the injured cyclist

can be held up to 50% to blame.

And in Germany the motorist is considered to be primarily at fault in a collision, though a contributory negligence deduction of up to one third is allowed against the injured cyclist, but only if they were grossly negligent.

Why does it matter?

Consider the case of Ronald. He was a keen cyclist and continued to ride every day into his 70s. He rode carefully, but was not one for the hi-vis gear and a helmet. One rainy afternoon in Borehamwood he was cycling home when he was left-hooked by a turning van and suffered a brain injury. He had no memory of the accident and was

left requiring long-term medical treatment and care, some home and car adaptations and a 24-hour support package.

Bringing a claim to fund those expenses he was met with a straight denial from the other party’s insurers. They said he caused the accident by undertaking a car that was indicating to turn left, that he failed to make himself conspicuous on a dark wet afternoon, that his rear tyre was under-inflated and caused him to wobble and veer to his right, and that his head injury was caused in part by his failure to wear a helmet. There was no CCTV or witness evidence and the forensic reconstruction evidence was inconclusive, so Ronald’s wife (on his behalf) had to settle the case, after a long and bitter legal battle, on a 50/50 basis, which meant he only recovered half the value of the package he needed to meet his future needs.

If Ronald was slightly less unlucky and lived in Nice he would have recovered his full losses; likewise almost certainly in Amsterdam, Copenhagen or Munich. Only in Naples there might perhaps have been an argument for a modest deduction.

So the legal framework matters to those unfortunate enough to be injured while cycling. For cyclists to be placed near the top of a hierarchy in the Highway Code is progress, but only a change in the law will genuinely guarantee them the protection and redress that they deserve. n osborneslaw.com

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GOING THE DISTANCE

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TRAVEL

Taking part in the growing sport of Audax long-distance cycling is an Oyster swipe away, says LCC member Liam FitzPatrick.

But beware: it starts small but can lead you into all sorts of strange places...

I

T ALL STARTED about 20 years ago for me on a pre-dawn, midweek February morning in the gloomy car park of a DIY warehouse, just up the road from South Ruislip station. I’d turned up to ride 200km around Buckinghamshire and Oxfordshire with a bunch of people I’d never met.

To be honest, I didn’t know why I’d signed up, but many years and thousands of miles later I’m glad that I did.

Everyone seemed to have better bikes than me. There were about 40 of them and they certainly all had better lights and seemed to know the strange code of the handwritten route sheet. A few of them acknowledged each other and smiled knowingly when one regular punctured before we’d even started.

With a gruff “get on with it then” from the organiser we rolled as a group down towards the main road and then out to the west, past cars commuting the other way into the capital.

As my cheap lights died, and dawn arrived, the group began to spread out and I found myself with a Dutch postie who had come over for the event and a supermarket manager who was normally busy at weekends; they were my companions for the rest of the day. And we’ve remained in touch ever since.

What’s it all about?

taste for it, every few years there are truly epic events such as the 1,200km Paris-Brest-Paris, which predates the Tour de France and, as the name suggests, involves riding from the edge of Paris to France’s extreme west and back again.

In 2022, the UK is offering its own week-long 1,500km London-Edinburgh-London.

Your time limit includes stops and breaks and, for longer distances, will inevitably require night riding.

There’s no racing, not too much posing and a spirit of camaraderie that sees riders helping each other out when spirits lag or bikes break.

It’s a style of challenge cycling that is growing rapidly in popularity among people who want to test themselves without having to spend a fortune entering sportives or be dropped by their companions at the first sign of weakness.

In recent years, the demographic of the sport has changed considerably too. When I

Photo: Matthew Scholes

The idea of Audax cycling is actually quite simple, even though it does seem to have some pretty arcane rules and a unique vocabulary.

Essentially, they are mini tours that have to be completed within a maximum and minimum time. Riders are given a set of places to visit and a suggested route — and that’s it.

Events, advertised by the national club, Audax UK, take place in all corners of the land and can include gentle 100km runs lasting a few hours to whole weekends riding 600km up Welsh valleys and hills. And if you get a

Heading west: on the last LondonWalesLondon epic; and a typical refuelling pit-stop

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started it almost exclusively attracted men over 40 who smelt faintly of damp flapjack. Today’s starting line-ups have a much more even spread of age and gender, and a broader crosssection of machines including a mix of carbon and steel, gravel bikes and tourers.

And the lights have got so much better!

When you’re hacking around deserted lanes a long way from home, riding is a lot less stressful when you have hundreds of lumens at your disposal to pick out potholes, easy-tomiss signs and jaywalking badgers.

It’s not a race My ride from Ruislip soon slipped away from the suburbs and, in a little less than an hour, we were rising up the famous Stokenchurch Hill untroubled by close-passing traffic. At the top, we swooped down from the edge of the Chilterns onto country roads and into a maze of ancient routes which I’d never have discovered on my own. Chatting with my new friends we ate up the miles passing giant airbases in the middle of Oxfordshire, shooting past sandstone walls and criss-crossing motorways and railway lines following the basic handwritten and photocopied instructions.

The navigation in the February fog was actually simple; the route sheet made sense and my new friends made sure I didn’t go off track.

Far flung corners: you might end up in another country on one of the longer challenges

As I was to learn on other rides, navigating at night brings additional challenges. On silent lanes, with only the sound of a chain whirring or the chat of a companion, distances can be deceptive. In the peace of the darkness, miles slip by unmarked and owl hoots or distant unfamiliar shadows can make you miss signposts or turnings. Having escaped the challenges of the capital’s streets you have to be mindful in new ways.

Thankfully things have evolved, making Audax navigation increasingly easy. Today’s organisers normally provide a GPX file revealing hard-to-find lanes and bypassing A-roads, without sacrificing views or great places to stop. Some events, such as the 400km London-Wales-London in May, manages to thread its way between Gerrards Cross and Chepstow (and back) largely on lanes and quiet B-roads.

These routes will take you to remote village halls where volunteers may fill you with tea, soup and cake. Or they will steer you to 24hour petrol stations or hidden cafés known only to local cyclists and, at 2am, through market towns deserted except for drunks astonished by the bright peloton clicking past.

Away from the capital, these routes follow paths that have largely remained unchanged for decades.

Looking out for each other Equally unaltered is the ethos of Audax.

People connect easily and offer to help when things go wrong. Audax rides are not competitive affairs and there’s an 48

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TRAVEL

A positive sign: more women are trying out Audax rides than ever before

Which probably explains why some of our best known ultracyclists like Emily Chappell, Jasmijn Muller, or Transcontinental champion Fiona Kolberger have honed their pedalling perseverance on Audax events. You might start with a simple 100km Sunday outing, but it’s a gentle introduction to days, nights and even weeks on the road.

Never say never

understanding that we are all struggling with the same challenges; at some stage or another, all riders will have flagging energy, a niggly ache or a troubling noise coming from their frame. It’s a shared experience, especially on the longer rides and strangers tend to look out for each other.

Over the years I’ve had someone I didn’t know rebuild a broken wheel for me, another nurse me through the night with wine gums, and another give me an expletive-laden talking to when I was thinking of giving up (I finished the ride and ended up travelling back to London with him).

There are some shared rites of passage such as nonchalantly telling the cashier at a rural Co-op that you have pedalled all the way from London — a distance that will seem impossible to them. Or discovering an unhealthy obsession with cake.

It’s a community that will draw you in if you let it. After my first 200km I was like a football fan during a title run. I was immediately online plotting my next outing and wondering if I’d stand the test of the next challenge.

Within weeks I discovered that I could manage 300km (with new lights) and by the end of that summer I had ridden 600km around Rutland and East Anglia. Soon I was meeting old companions and trading stories and gossip about familiar characters. And I realized that most of the time, long distance isn’t about physical fitness or strength — it’s about willpower and being able to ignore that nagging inner monologue for just a little bit longer. And then a little longer still.

For me, the love affair began with a rush through the gathering dusk back to Ruislip and has led to organising events and volunteering to serve ‘pasta surprise’ to cyclists from around the world hacking their way back to London from Scotland.

And dipping your toes into this world has become easier for Londoners as more events are being created in striking distance of tube or commuter rail from the centre of town. In April, May and June the Audax UK website lists events starting from Aylesbury, Crystal Palace, Chalfont St Peter, Maidenhead, Raynes Park, Reading, Rickmansworth and Ruislip (see selected highlights below); all less than 30 minutes from mainline stations or on the Underground network.

If public transport won’t deliver you to the start on time, organisers may make allowances for riders needing to start a little later or provide a ‘no mod cons’ community centre floor to sleep on the night before.

You really don’t need much to take part in an Audax event. All it takes is a love of cycling, a curiosity about how far you can truly push yourself and a willingness to talk about cake with total strangers.

EVENTS CLOSE TO LONDON (FULL DETAILS AT AUDAX.UK) n 28 March from Ruislip: London-Oxford-London (200km) n 2 April from Chalfont St Peter: 3 Down London New Forest (300km) n 7 May from Crystal Palace: Fast Times in the High Weald (200km) n 21 May from Rickmansworth: the Tour de Ricky (50/100/200km) n 1 1 June from Greenwich: Greenwich Meantime (300km) n 13 July from Raynes Park: London-Anglesey-London (1,000km) n 7-12 August is London-Edinburgh-London, which attracts riders from around the world. Volunteers are needed to help run the event and keep the riders on the road. Details at londonedinburghlondon.com LONDON CYCLIST Spring 2022 49

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Ride Guide | RIDES | ADVICE | BIKES | PRODUC TS | CULTURE |

RIDES

SURREY LOOP 53

ADVICE

BIKES

RIDE PLANNING 56 TENWAYS E-BIKE 58

PRODUCTS

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“As a member of the London Cycling Campaign I was recommended Osbornes.

What wonderful advice… they were very persistent in following through the action taken against the driver.

I am incredibly grateful to them, from my experience a highly recommended law firm.”

Proud to be the legal partner of the LCC and their members We operate a free telephone advice line for LCC members who have been involved in a cycling crash or collision.

Our lawyers will advise you of your legal rights, the legal process and whether a legal claim can be brought.

Telephone: 020 3944 1334 | Email: cycling@osborneslaw.com

Osbornes Law is a trading style of Osbornes Solicitors LLP. We are regulated by the Solicitors Regulation Authority (SRA).

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In association with

RIDES

Discover a few hidden gems to the south of London, with Adam Bone guiding the way

WEST WICKHAM TO

WARLINGHAM

Photo: Brett Oliver

I

BIKELONDON has been running free, inclusive monthly rides for a decade, combining a love of music with a passion for cycling, using a host of iconic soundsystem bikes. The group was created by Anthony Lau and the team at Cyclehoop, with the help of a generous community of cyclist friends. Recently reaching out to more diverse communities and people new to cycling, the fun ride themes now include International Women’s Day and World Mental Health Day rides.

Here the organiser of IBikeLondon, Adam Bone, shares a winter gravel ride which takes you along cycle paths, quiet streets, woodlands and parks to the south of London. There are plenty of gems waiting to be discovered. Have fun riding it and hopefully we’ll see you on an IBikeLondon ride soon — for more details check social media or visit ibikelondon.com.

FACTFILE DISTANCE: 33km (20.5 miles) ASCENT: 397m SUITABLE FOR: gravel/cyclocross, hybrid, touring bikes (with a decent spread of low gears).

NEAREST STATIONS: West Wickham (mainline)

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.

WEST WICKHAM TO WARLINGHAM

WEST WICKHAM

1

2

West Hill 7.5km

Riddlesdown 12.5km

3 Farleigh 20.5km

4 WEST Addington 30km WICKHAM

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In association with

RIDES

Route Guide WEST WICKHAM TO WARLINGHAM START: WEST WICKHAM Starting and finishing in the suburb of West Wickham means having plenty of options for refreshments.

There are numerous cafés, shops and restaurants, with a favourite being Primo café located in the middle of the high street. Once fuelled up, it’s a short ride along the main A232, before turning left onto Bridle Road. After a few miles, there is Oaks Lane, which meanders across Shirley Park Golf Club.

Bypassing Coombe Park, crossing over the tram tracks, takes you to Coombe Wood. This really feels like you’re away from it all now!

Be a little careful when starting the downhill section, it does get steep in parts, so do dismount if unsure at this point. Upon exiting these woods, there is another hill to climb, one of several to overcome. This route bypasses the next set of woods, though there are tracks through it if you feel confident to reconnect with the main loop.

1] WEST HILL/RIDDLESDOWN After Selsdon Road, take a right turn onto West Hill. This is the start of a long climb, via The Ridgeway and Church Way to Sanderstead, so leave something in reserve, there’s a bit of a way to go. If all that means you need a rest at the top, Sanderstead pond is a nice spot to spend 10 minutes recovering.

Following this, you are rewarded for your efforts with a sweeping downhill along Rectory Park, before once again climbing, turning at Riddlesdown Road, leading to Riddlesdown Common.

This is one of the highlights of this ride, taking in stunning views across Coulsdon and Farthing Downs — it’s definitely worth stopping here to take it in.

2] RIDDLESDOWN/WARLINGHAM Leaving the vistas behind, there is a very pleasant section traversing common land towards Hamsey Green.

It can be somewhat muddy in parts, so take care if it’s been wet. Turning right to go past the school along Tithepit Shaw Lane, there is a very fast downhill. Check your brakes prior to this as you will need them. Another longish incline along Hillbury Road leads to the village of Warlingham.

If you feel like a break at this point, and have the time, it’s worth heading a little off course to Blanchman’s Farm Nature Reserve, further down Limpsfield Road. With lots of native plants, fruit trees and meadows, it’s simply a pleasure to walk around. In Warlingham village itself, there are several cafés to help you on your way.

You’ve now completed more than half the route.

3] FARLEIGH COMMON/ CHELSHAM Farleigh Common is a conservation area, owned by Merton College, University of Oxford. From here the route wends it way east through Farleigh village. Alternatively, if you’re feeling slightly tired by this stage, you can head north on Old Farleigh Road, turning right onto the bridlepath by the entrance to Farleigh Golf Club.

This path goes down through woods to Addington and cuts a few miles from the route.

Just near the common is Warlingham Park Hospital Water Tower, to be found at the end of Chelsham Road, off Harrow Road.

Worth a five-minute detour to see this prominent landmark.

Back en-route, there are a couple of churches worth popping to, namely

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 31/12/2022].

St Mary’s (Farleigh) and St Leonard’s (Chelsham). St Mary’s is especially notable, having been built around 1080

by Robert De Watville.

4] FICKLESHOLE/WEST WICKHAM The final leg of this route is decidedly downhill almost all the way, apart from a short, sharp final ascent at Addington.

Fickleshole is home to the White Bear pub, whose namesake wooden bear originally stood outside a coaching inn at Piccadilly Circus. Sweeping down through Addington and across the tram tracks, the cycle path traverses the edge of Addington Park, taking a sharp left in the village and up the steep climb. At the top of the climb, go straight ahead into the woods, following the cycle path.

When you reach route’s end, close by is the Bethlem Museum of the Mind, located at Bethlem Royal Hospital. There’s so much to see here, including the gallery and beautiful, established grounds (maps of various trails available on the hospital website).

The collection here comprises around 1,000 works of art, including ceramics, textiles, paintings and drawings.

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WEST WICKHAM TO WARLINGHAM S CUT-OUT AND KEEP

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4 1

2

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Simply scan the QR code here to access the relevant ride guide and map on a smartphone or tablet.

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PLAN A ROUTE WITH

A DIGITAL MAP

Rob Marshall is Komoot’s UK Marketing Manager and regular cycling adventurer

In the third part of our series on ride planning, we look at creating routes using digital mapping.

Most apps work in a broadly similar way, but it’s worth spending time learning the nuances of your chosen software. Remember we always recommend carrying a paper map (even a photocopy) for safety reasons. In our final part we’ll discuss what you need to take for either short or long trips.

1. UNDERSTAND THE MAP KEY Just like paper maps, it really types of paths and trails look helps to familiarise yourself like on the map, as well as with what the digital map understand different types signs mean. Most routing of roads. The colours and apps will include a key where markings can vary from paper you can see what different maps, so it’s worth checking.

3. ADD WAYPOINTS TO PERSONALISE A ROUTE The basic route chosen by by tapping on the map. The the app might be perfect, route will automatically but in most cases you’ll adjust to include these want to tailor it (maybe waypoints, in the process adding a favourite trail). On routing away from other Komoot, you add waypoints places (such as a steep climb).

2. CREATE YOUR BASIC ROUTE Select a start and endpoint (road cycling, gravel riding, on the map (even for circular or bike touring), taking in the routes). The app algorithm most appropriate surfaces, will connect the two points. rather than the fastest direct The komoot route planner route. This may vary on other does this based on your sport apps you’re using.

4. ADDING POINTS OF INTEREST Where waypoints are any recommendation (called a place on the map, points of ‘Highlight’). Highlights are red interest are specific spots dots on the Komoot map such as a viewpoint, café and include things like a great stop, campsite or, in the case road climb segment or a bikeof Komoot, a community friendly café.

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HOW TO In association with

(w)40mm x (h)25mm CMYK. Incl. 3mm bleed

5. REVIEWING YOUR ROUTE With your route in place, it’s the climbs are). You can also time to review it. On Komoot see where on your route you can use the route profile these factors change. Adjust to check the waytypes (what the waypoints to include (or surfaces it covers) and the exclude) sections you do (or route’s elevation (how steep don’t) want.

7. SAVING YOUR ROUTE Now you’ve created the perfect tailored route it’s time to save it. This is an important step for digital route planning because you don’t want to lose that key

6. KEEP AN EYE OUT FOR ROUTE WARNINGS s When planning routes with cycling is prohibited. On a digital map, the algorithm Komoot you’ll see a warning may miss some important alert. But on any digital map info: seasonal route closures you should pay attention to through farmland or national these potential issues before parks, or city centres where saving/sharing a route.

8. DOWNLOADING OR SYNCHING WITH A GPS Before you set off, ensure other navigation devices (like you have your route saved a GPS) to ensure you stay on offline. On Komoot you can track. NB — make sure your save it offline and use your device is fully charged too, as smartphone to navigate, or you don’t want the battery you can sync the route to running out halfway round.

info you’ve put so much effort into. On most apps the route will be saved to your profile, where you can retrieve it when you’re ready to head out.

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REVIEWS

BIKES

HOT TECH

NEW E-BIKES Does the ride match the hype for this new online-only brand?

TENWAYS CGO600 n from £ 1,360 n tenways.com

Review: Richard Peace

T

ENWAYS IS a relatively new e-bike brand, with a Hong Kong HQ, Lithuanian assembly plant and Dutch warehouse. Its simplyconceived electric singlespeed was successfully crowdfunded in 2021 and has since become more widely available to non-backers. Is that online hype deserved though?

Press the button on the bijou handlebar control to turn on, select one of three power levels and off you go. Power is delivered in response to the pressure you put on the pedals and quickly speeds you up to the UK max assisted speed of 15.5mph. The double-sided torque sensor used on the Tenways is one of the most sophisticated we’ve tried, giving one of the most

‘bike-like’ e-bike rides you are likely to get.

It blasts over moderate hills, like you find in most UK cities, and the motor/relatively high gearing only struggled on a 25% test gradient we found. At 16kg it’s light for an e-bike, the compromise being a smallish 252Wh non-removable battery. The frame has lovely nearinvisible welds, internal cabling, and a Mivice rear hub motor that’s no bigger than a Shimano 8-speed hub gear — in profile it’s barely recognisable as an e-bike.

Gates carbon belt drive and nicely modulated hydraulic disc brakes complete the standard spec, plus there are mounting points for a rear pannier rack, mudguards and kickstand.

FACTFILE n Two frame sizes only, but a third, larger size to become available soon. n The non-removable battery must be charged in situ. n Hard-wired front light and batterypowered rear light included. n Basic app is okay, but doesn’t add much to the bike’s functionality. n Typical range is roughly 50-75km, though it depends on conditions.

VERDICT + Battery capacity indicator inaccuracy and occasional display error code (easily reset), but didn’t mar the sporty, efficient ride. + Overall the CGO600 is a low maintenance, highly practical e-bike at a great price.

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REVIEWS

WATERPROOF JACKETS Cycle clothing just keeps getting better and investing in a good waterproof is a must for regular riders. Find one that works and it can last for years...

#1

#1 CUBE ATX STORM

German bike giant Cube also does an extensive clothing line and this is its top-of-the-line, do-it-all weather-beater.

The breathable 2.5-layer nylon fabric is given a rain-repelling DWR coating and it’s kept several ugly downpours at bay; in lighter showers you can see the water droplets bead off the outer face.

There’s a phone-sized pocket, underarm perforations to aid venting and excellent reflective details to keep you visible at night. Even the odd-shaped hem works really well when cinched. n £155; 7 sizes; 2 colours; cube.eu

#2

#2 ALTURA RIDGE

As long-time fans of Altura’s NightVision jackets, it’s great to see new additions to the 2022 range suitable for more adventurous riding. The Ridge is made from a 2.5-layer Pertex fabric that can really take a battering and, impressively, doesn’t leave you dripping with sweat on the inside — we’ve tested it in truly awful conditions and remained dry and warm every time. The relaxed fit has allowed us to wear a baselayer and midweight fleece underneath, without any restricted movement, and ‘slatted’ vents on the sides help excess heat escape. The hood goes nicely over a helmet, when you really need to batten down the hatches, and the cavernous pockets are perfectly placed for those of us who prefer to use rucksacks. It’s a standout product and our favourite Altura design to date. n £140; 6 sizes; 2 colours; altura.co.uk

#3 KEELA SAXON

We tested the original Saxon (and women’s Storm) about five years ago and we’re pleased to say this 2022 version is even more refined. Keela’s proprietary Flylite Aqua fabric is light, rustle-free and suprisingly comfy if worn next to the skin (ie with a short-sleeved jersey). It’s highly breathable too, so you don’t suffer from clamminess, and the cut allows for a couple of thin layers on colder rides. The rear pocket is ideal for stashing gloves or a map, and the cuff adjusters have been beefed up (our main previous criticism).

With a great hood and reflective trim, it’s a top pick for all types of cycling. n £104.95; 7 sizes; 4 colours; keelaoutdoors.com

#3

#4 GOFLUO DARKFLOW

Specifically designed to fit over your bulky winter coat, the Darkflow gilet is a more stylish take on the hi-vis bibs worn by building contractors and cyclists everywhere (long-sleeve version costs £89.99). It’s water repellent rather than waterproof (we’ve found it more than capable in unexpected showers), there’s a pocket for your phone, and a loose-fitting hood that works better with a helmet than without. It’s pretty basic, but the reflectivity is unmissable at night! n £39.99; 6 sizes; cyclechic.co.uk

#4

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REVIEWS

WATERPROOF GEAR On cold, wet rides a few crucial kit choices will ensure nothing dampens your enjoyment

#1 DEXSHELL ULTRA DRI WATERPROOF SOCKS

#4 SCOTT TRAIL STORM

Having used an older pair of Porellelined socks for more than a decade, we rate this membrane’s durability and rain protection highly. Here it’s sandwiched between a polyamide/ elastane outer and merino-blend inner, which we found offers plenty of ‘give’ and welcome cosiness. The modern design means they’re not overly bulky either, so they work with most shoes, and they also clean up a treat in a cool machine wash. n £34; 4 sizes; upgradebikes.co.uk

We’ve found these innovative baggies particularly useful on mixed weather days, especially when temperatures are in single figures. The front is insulated and wind-resistant, the seat is impressively waterproof, and they’re well shaped for tough days in the saddle. The waist adjuster is neatly offset, plus there’s vents and a zipped phone pocket. n £109; 5 sizes; 2 colours; scott-sports.com

#2 MADISON DTE

3-LAYER TROUSERS Comfort isn’t usually a word associated with waterproof trousers, so hats off to Madison for producing possibly the best fitting, best shaped, most breathable bike-specific pants we’ve ever tested. Designed to fit over cycle shorts/tights rather than work trousers, they’re tapered in the lower leg to avoid flapping about and getting caught in your chain.

Zipped pockets, ratchet closure, high waistband... they’re good, very good. n £119; 5 sizes; freewheel.co.uk

#3 ETC ARID TROUSERS

REVIEWS: John K

The generous fit marks these out as an ‘over-trouser’ and they’re the sort of unfussy item you can carry in your pannier or pack all year round. Leg zips mean you can pull them on over shoes and large reflective tabs cinch down for a closer fit. They might not be particularly breathable, but they shed rain effectively. Great price too! n £40; 5 sizes; moorelarge.co.uk

INSULOFT AL SHORTS

#1

#5 EDZ MERINO-LINED WATERPROOF SOCKS If a product has kept you bone dry through Storm Eunice, it’s fair to say it’s a match for other inclement commutes you’re likely to encounter!

EDZ is perhaps best known for its merino baselayers, so it’s no surprise to find a toasty wool mix lining these socks, while 20% Lycra in the outer ensures they don’t feel restrictive. A close, mid-calf cuff does a great job keeping water out up top too. n £24.99; 4 sizes; edz.co.uk

#3

#6 ALTURA RIDGE TIER TROUSERS

“Ambassador, you’re really spoiling us!”, as the old tv ad used to say.

A second pair of superbly fitting, lightweight, waterproof trousers in one issue? Xmas has come early.

The articulated knee and tapered shape was a revelation on long rides, super comfy, only the elasticated waistband letting things down slightly (it didn’t feel as secure as it might). n £95; 5 sizes; altura.co.uk

#5

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#2

#4

#6

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REVIEWS

CYCLING BOOKS

RIDE: CYCLE THE WORLD published by Eyewitness Travel

REVIEWS: John K, Katy Rodda

dk.com; £20 To us, books like this are both sweet nectar and rabbit warren; delicious to digest, but so tantalising that they send you off into a whirl of wild imaginings. The preparatory guff up front is kept brief and you quickly dive into a feast of the most beautiful bike rides on the planet.

Divided up into chapters across the six rideable continents, there’s potted guides, with illustrative maps, to classic trips like the Great Divide in the US, a route tracing Hannibal’s footsteps across southern Europe, the Tour d’Afrique, even our own Coast to Coast gets a shout.

In all there’s 100 routes to drool over and dream about.

It’s an impressive undertaking, bringing together dozens of well known cyclists and writers. Sure the stunning images draw you in, but crisp design and cartography keeps you immersed. Make room for this one by the bedside.

BECOMING URBAN CYCLISTS: FROM SOCIALIZATION TO SKILLS Matthieu Adam, Nathalie Ortar storefront.chester.ac.uk; £19.99 This collection of research reports brings depth to some of the more human issues we, as campaigners, are working with, presenting findings of detailed projects into behaviours, motivations, and interactions between people and their environments. It’s helpful that the projects are not from the usual northern European cycling utopias, but from places still in different stages of transition and from different starting points.

Topics include analysis of adult beginner cyclists in French cities, how immigration background impacts on cycling habits, what makes women start or stop cycling, promotional work, and e-bike adoption.

The beauty is definitely in the detail, and it’s rewarding to be taken through the academic process that teases out varied human pictures.

CYCLING LAND’S END TO JOHN O’ GROATS Richard Barrett

SUSTRANS’ TRAFFICFREE CYCLE RIDES Edited by Richard Peace

cicerone.co.uk; £11.96

shop.sustrans.org.uk; £15.99

LEJOG — or JOGLE for those who ride north to south — is one of those bucket-list rides that most cyclists aspire to do at least once. There’s multiple variants, including off-road options, but this book takes us on what’s regarded as the ‘optimal’ safe route of roughly 1,000 miles (1,600km), with advice on how to get to the start/finish, accommodation ideas and useful pit-stops.

Riding an average of 70 miles a day for two weeks might sound a lot, but is very attainable for anyone of any age who’s well prepared, and alternative schedules are included for those wanting to travel faster or slower. But we wouldn’t recommend doing it too fast, as the route passes through Dartmoor, the Somerset Levels, the Lake District, the Cairngorms and the remote Flow Country, so you’ll want to soak it all in and stop for photos. Now to get back to that training...

This updated and revised edition of Sustrans’ best-selling guidebook is a showcase for the best traffic-free sections on the National Cycle Network. Each of the 150 rides has a clear, detailed map showing any rail access, recommended refreshment stops and accommodation.

The accompanying text and sumptuous pictures give an outline of what to expect, both in terms of sights, terrain and route conditions. Rides range from four to 32 miles, most being shorter and pretty easy outings suitable for families, but with the odd adventure ride on more challenging off-road sections of the NCN. The new edition means 20 new rides, including freshly constructed hidden gems like the Castleford Greenway being featured, along with recent additions in tourist hotspots like Devon’s Stover and Wray Valley trails.

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ICONIC BIKES

2016

Santa Cruz V10-C Few athletes truly dominate their sport, but John Kitchiner looks back at Britain’s ultimate mountain biking showman and his iconic bikes

W

World Champion’s rainbow jersey. In one of the greatest finishes ever, he managed to edge out Minnaar by a mere 0.05 seconds on a lightning fast Canberra track.

The bike Peaty rode throughout his time with Santa Cruz was the famed V10, in its many tweaked iterations. The carbon-framed version, with Fox suspension front and rear, and the pick of components from sponsors such as Shimano, Chris King and Enve, has perhaps become his signature build.

But it’s a trio of bikes from his final season that stick in the memory, specifically their flamboyant paintjobs. Sprayed by Ali McLean at Fat Creations, there was an all-tartan V10 for his Scottish swansong at Fort William, a cowhide creation for his Alpine adieu, and the Spitfire-inspired ‘Last Orders’ beauty (above), with colour-matched forks, RAF graphics and beautifully-crafted decals. Perfect for a showman’s send-off.

And what’s Peaty up to today? Well he remains a coach to the younger riders at the Syndicate, has helped develop his own smartphone game, and even has a star on the ‘walk of fame’ outside Sheffield Town Hall. In his own words, it’s not bad for a plumber from Chapeltown.

Illustration: David Sparshott

HILE CROSS-DISCIPLINE superstar Tom Pidcock might now be considered Britain’s best known mountain biker, following his gold medal at the Tokyo 2020 Olympics, for more than two decades previously there would have been only one name on anyone’s lips — Steve Peat. The daddy of downhilling, the ‘Sheffield Steel’, ‘Peaty’ (as he’s known to everyone in the cycling family) remains one of the sport’s most enduring and charismatic figures, even though he officially retired from racing in 2016.

He began his professional career in the 1990s, riding for Saracen, Team MBUK, GT and Orange, before joining the Santa Cruz Syndicate in 2006. And that year he won his first World Cup overall title. He won eight UK national championships, three European crowns and, for a time, his 17 World Cup wins stood as a record — before eventually being beaten by his long-time teammate, South Africa’s Greg Minnaar (who joined the Syndicate in 2008). Incredibly, it wasn’t until 2009 — after second places in 2000, 2001, 2002 and 2008 ­— that Peaty picked up his first, and only, 66

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