London Cyclist Summer 2022

THE

SUMMER 2022

HEALTH ISSUE ACTIVE TRAVEL & THE NHS CYCLING ON PRESCRIPTION INTERVIEW: DR MARK HAYDEN MENTAL HEALTH BENEFITS PLUS: LONDON ORBITAL RIDE SUMMER GEAR TOUGH BIKE LOCKS

MAGAZINE OF

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SUMMER 2022

contents

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

RIDE 59

RIDE GUIDE In association with

RIDES

VICTORIAN GEMS &

MODERN MASTERPIECES Let guidebook author Tom Bogdanowicz lead you on a city tour of architectural delights

Photos: Tom Bogdanowicz

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HIS RIDE is one of more than 40 in the new (4th) edition of Cycle London (formerly the London Cycling Guide) by LCC’s Tom Bogdanowicz. Several of the new updates come courtesy of LCC members.

Vying for attention with London’s iconic Victorian buildings on this ride are new developments like Coal Drops Yard in King’s Cross where Londoners gather to eat, drink and shop in award-winning hybrid constructions that mix old and new. The ride also showcases one of London’s most popular new cycle tracks, at Blackfriars, where LCC members demonstrated repeatedly about the poor cycling conditions. You also get to see remarkable restorations of marvels like St Pancras and modern milestones like the Brunswick Centre and the British Library. The ride passes many cycle hire docking stations and is largely flat.

FACTFILE START/FINISH: Blackfriars station LENGTH: 15km (9 miles) TIME: 2 hours TYPE OF RIDE: mostly cycle tracks and quiet streets.

Largely flat with one slight incline.

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.

VICTORIAN GEMS & MODERN MASTERPIECES

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2 3

B’FRIARS Southwark STATION Station 1km

King’s Cross 5km

Coal Drops Yard 5.5km

Caledonian Clock Tower 7.25km

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5 British Library 10.5km

Sir John Soane Museum 13km

B’FRIARS STATION

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LONDON CYCLIST Summer 2022 59

RIDE PLANNING:

WHAT TO TAKE

John Kitchiner is editor of London Cyclist and has travelled the world by bike

In the final part of our series on ride planning, we look at what you should consider taking on your cycle trips, whether it’s just a simple day’s exploring or a multi-day tour. We’ll also suggest the most optimal ways to carry your gear for a variety of adventures, including a brief ‘what goes where’ guide to getting the most from the latest style of bikepacking bags and luggage.

3. LONGER TRIPS: GO AS LIGHT AS POSSIBLE For overnight trips or suffices, especially if you’re long weekends, where able to carry waterbottles you’ll be staying in regular (often the heaviest item) on accommodation, some of your bike. Spare clothes, extra the bags opposite will work. layers, non-bike shoes and But a 25-litre rucksack usually food will fit easily.

2. DAY RIDE: CARRYING THE BASICS So how to carry those basics? frame/toptube bags that do Well roadies have long the same job. Also — whisper favoured either stuffing the it quietly — the ‘bumbag’ lot in rear pockets of a jersey (waist pack) has made a or into a small saddlepack. comeback and the modern Nowadays there’s myriad ones are worth considering.

4. CYCLING & CAMPING If you’re carrying your ‘home’ on your bike, you still need to pack as light as possible and minimise ‘luxuries’. Cycle tourers can carry expedition levels of kit in an array of

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panniers, but the pace of travel can be quite slow. So much kit is overkill for most people, though, and a ‘lighter, faster, further’ approach is possible with some planning.

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

BIKES

HOT TECH

NEW E-BIKES

MODEL: CUBE COMPACT HYBRID ■ £2,899 ■ cube.eu

Test: Richard Peace

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How GPs are prescribing cycling to their clients as a way to improve health and wellbeing

Our model has a slightly less powerful mid-drive motor in the shape of the Bosch Active Line Plus, though in practice we’ve found there’s really not much this one can’t do that motors with larger torque ratings can — it just does it a bit slower up the hills than its punchier but pricier stablemates.

We’ve even been towing very heavy

loads up steep Pennine hills with it.

In any event the 2022 versions will all give you extra hillclimbing pep.

A wide ratio of gears helps get the most out of such a bike and the Shimano Nexus 5-speed internal hub we’ve tested actually has a wider gear range than the 10-speed derailleur option. It also has beefy internals as it’s rated for e-bike use specifically (some riders of powerful mid-drive e-bikes report them damaging their gears quite quickly).

Perhaps we would have liked a lower bottom gear as standard, but that can easily be solved with a larger rear sprocket. Other aspects of the ride were also smooth and trouble-free, from the hydraulic disc brakes to the super comfortable Schwalbe 2.5in-wide balloon tyres.

There’s now an increasing

DANGEROUS JUNCTIONS, 07

The progress made between now and 2026 will be core to eliminating transport emissions ASHOK SINHA, OPINION, PAGE 9

We speak to leading paediatrician and climate activist Dr Mark Hayden FEATURE > 36

Compact e-bikes are having a moment right now, so we look at a small hybrid that doesn’t have small bike compromises

HE TWO 20in-wheeled e-bikes in Cube’s Compact Hybrid line-up both use a one-size-fits-all frame, with handlebars that can be flipped 90-degrees in seconds for easy parking and storage. The 2022 models use powerful Bosch Performance Line mid-drive motors (one down from Bosch’s top-performing Performance Line CX), and there is a choice of hub gears or a Shimano Tiagra 10-speed derailleur on the ‘Sport’ version.

For the past 18 months various family members have been riding a 2021 Compact on an almost daily basis and it’s become a firm favourite. That’s because it mixes ease of use and smooth motor performance with rider comfort, and small space stowability.

FEATURE > 22

INTERVIEW > 30

Images: Ortlieb, Silca

1. DAY RIDE: THE ABSOLUTE BASICS What you carry really always carry one spare depends on how long your inner tube (or repair kit), a ride is and, to some extent, mini-pump, tyre levers and what kit you have available. multi-tool. Plus a lightweight But for even the shortest jacket, water, and, of course, a rides, we recommend you phone and some money.

As the UK’s biggest employer, we look at what the NHS is doing on active travel

One of LCC’s Trustees discusses the mental health benefits of bike riding

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Vehicles are being designed out of cities... that’s both necessary and unstoppable CARLTON REID, OPINION, PAGE 12 LONDON CYCLIST Summer 2022 3

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CONTENTS | Summer 2022

Cover image: Andy Donohoe Location: Broadway Market, May 2022.

EDITORIAL

Active travel wins votes T

HE VOTES HAVE been cast and the results are in.

And right across our city, one thing is crystal clear — councillors (and their parties) who backed strong active travel measures, including supporting LCC’s Climate Safe Streets campaign, have been elected in record numbers.

Yet again demonstrating that Londoners want change, want a better, cleaner, healthier place to live — and want it now. The noisy minority opposition to cycle lanes, LTNs and other progressive measures was notable by its absence.

So now is time to press home this mandate. It’s a critical four-year term of office for our councils, one that needs to urgently reverse previous inaction and get cracking.

In this special ‘Health Issue’ of London Cyclist, we speak with NHS Trusts, staff and clients about what they’re doing and what can be done to encourage more walking and cycling.

As the biggest employer in the UK, there’s huge scope for future modal shift. We look at how people are being prescribed cycling for their wellbeing and speak to an award-winning paediatrician about how he’s promoting new climate-aware thinking in the health service. Plus we look at the often understated mental health benefits of riding a bike.

Elsewhere we feature a brilliant bikepacking-style orbital loop of the capital that you can try, and the usual great mix of advice and reviews.

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, Rob Eves, Stewart Dring, Mike McSherry, Katy Rodda, Carlton Reid

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

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Summer 2022

CLIMATE SAFE STREETS WIN IN LONDON BOROUGHS Local election results point, once again, to overwhelming support for cycling and active travel measures city-wide

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action on cycling, active travel and climate — with local parties and candidates who strongly supported cycle tracks, low traffic neighbourhoods and other such measures doing well at the ballot box, and those who directly and strongly opposed them doing badly.

Indeed, less than a handful of boroughs showed a significant shift away from those in favour of active travel towards those against. But in all of these cases, it appears other issues were more strongly at play — old rivalries, green belt or high-rise development, financial instability of the incumbent council administration, etc.

Overall, then, not only has our Climate Safe Streets campaign seen lots of activity from our local groups and more council leaders committing to bold action than ever before (including in some very surprising and exciting boroughs), but it’s once again clear that Londoners want more action on cycling and active travel. LCC is already contacting local groups on holding their councils to account and ensuring we see real progress, the next four years being critical for action on these issues.

Change for the Beta: online tool shows how Neasden Underpass could look in future

Image: Beta Streets

ITH MORE than 40 Champions recruited across 23 boroughs, thousands taking our online action, nearly 11,500 emails sent to candidates vying to be council leaders, eight group rides including multiborough ones, 12 rides and 22 meetings with candidates, seven hustings, hundreds of social media posts, and dozens of Beta Streets images (as above), all in just six weeks — it’s fair to say our Climate Safe Streets campaign made a big noise in most London boroughs!

As a result, 62 candidates for council leadership committed to their borough’s ‘asks’, the campaign and bolder action on cycling and climate. Of those, 14 were elected — including the new Labour leader of Westminster, Cllr Adam Hug — and committed to the campaign asks for their borough. And a further two, including Cllr Simon Hogg, the new Labour leader of Wandsworth Council, issued statements supportive of the campaign and its asks.

At the same time, our initial analysis of the London election results suggest that there is a strong appetite in London for more, not less,

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NEWS

URBAN HILL CLIMB IS BACK THIS AUTUMN URBAN HILL CLIMB is returning in 2022 on the 24 September after a two-year hiatus. The course spans 800m of Swain’s Lane in Highgate, with a maximum gradient of 20% making this a real challenge for any cyclist.

As the only hill climb event within the M25, Urban Hill Climb occupies an iconic position within the British cycling calendar.

Urban Hill Climb is an inclusive event, welcoming top-level road cyclists, as well as families and even cargobikes! And riders and spectators alike can expect an epic atmosphere through the tunnel-like final section of the climb, plus there will be local food and drink vendors on hand.

Whether you’re aiming to set a new personal best, waving to the crowds, or swinging by to spectate, we can’t wait to welcome you back for what is sure to be another scintillating edition. Be the first to secure your place by signing up for updates. n lcc.org.uk/uhc-signup

THE STATS

Date & trends in active travel for UK

LCC LAUNCHES DANGEROUS JUNCTIONS REPORT

(DfT statistics 2020)

26

%

average cycling trips increased from 16 trips per person in 2019 to 20 in 2020

220 average miles walked per person in 2020, the highest ever recorded

47

%

% of people aged 5+ who owned/had access to a bicycle in 2020 (Eng)

24% % of people that cycle who are women (this compares to 46% in the Netherlands)

NB: data for this survey was collected during the Covid pandemic and active travel gains are likely underestimated due to the small sample sizes used.

LCC’s Dangerous Junctions campaign is not just about ensuring every cycling fatality in London results in real change, it’s also about recognising and tackling some of the clearly systemic barriers that have meant the roll-out of safer designs has been so slow and weak.

A new report from LCC aims to lift the lid on the reasons why even fatalities at notorious junctions can result in no action for years and why, too often, when upgrades do arrive they’re still too dangerous for those walking and cycling. LCC will launch the report fully in July, at the Cycle City Active City national conference.

To help build the report, LCC held a highlevel ‘summit’ of experts from across the UK to discuss the issues that led to our initial findings.

The (main) problem with junctions Firstly, there’s too much (unnecessary) private motor traffic — when junctions are designed to be changed, safety improvements are often weakened because computer modelling shows they will worsen existing congestion and lower motor traffic flows.

Secondly, there’s lack of political clarity — when designers and engineers are asked to not impact bus journey times, or general congestion and improve safety, it becomes impossible to deliver bold schemes.

Fixing junctions The experts suggest the following: using innovative junction designs already working all over UK; embracing temporary materials and trialling schemes; a rapid roll-out of fair and smart road user pricing and/or other measures to reduce demand for driving; a national review body for junctions; far more bus lanes to the junction and ‘bus gates’ that stop private motor traffic from crossing junctions. n lcc.org.uk/dangerous-junctions LONDON CYCLIST Summer 2022 7

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OPINION

It’s all to play for With a new cohort of councillors across the city, it’s the perfect time to push for action says Ashok Sinha

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S I WRITE, we are 48 hours away from polling day in the London borough elections.

By the time you read this, we will know if the psephologists’ forecasts of joy for Labour, soul searching for the Tories, and status quo ante for the rest, have proven accurate. We will also know how many newlyelected council leaders, mayors and opposition leaders have signed up to LCC’s Climate Safe Streets asks — borough-specific commitments to get London on track to decarbonising all our roads by 2030, created by our local teams.

Whatever has happened, I’d like to express my huge gratitude and appreciation to all our local group activists, our network of CSS Champions and our brilliant and indefatigable staff team, for all their magnificent efforts.

Achieving cut-through about the climate emergency — which doesn’t change what LCC has long been advocating but demands steeply accelerated delivery — has been tough. Partygate, the war in Ukraine, ghastly behaviour by MPs and, way above all, the surging cost of living, have all created a swirling fog of immediate crises through which it has been hard to shine a light towards even worse problems that seemingly lie many years

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ahead. But our staff and volunteers have been unstinting in their efforts, knowing that humanity has only a short and closing window for action.

Whatever the precise outcome, the platform is now set to carry forward this campaigning through the new, four-year council term.

The progress made between now and 2026 regarding new cycling infrastructure, traffic reduction, smart mobility, smart and fair road user charging — plus all those less challenging but no less vital measures such as secure parking, cycle hire and training — will be core to eliminating London’s transport emissions. A luta continua, as some may say.

Will London be ignored?

One thing won’t change as a result of the elections: TfL’s emaciated finances and ongoing tussle with a government that is blind to the arguments in favour of public funding of public transport, also threatens to suffocate investment

“Road by road, ward by ward, they can still deploy costeffective techniques”

Ashok Sinha Chief Executive of London Cycling Campaign

in active travel. I won’t repeat my earlier thoughts on this, instead I’ll recap a question that many are asking: irrespective of the detailed results, is London now a Labour city for the foreseeable future? And would this mean the capital will be taken for granted by the national Labour leadership, and abandoned by the national Conservative leadership, who both have other fish to fry? If so, this would augur poorly for the investment London needs (whether for active travel or levelling up) — which also unarguably generates massive benefits well beyond our borders.

All the more reason, then, to focus attention on our newlyelected councils, counterintuitive as that may seem. Yes, their own finances have been savaged by austerity and there has been an haemorrhaging of the staff required to co-produce active travel schemes with local communities. But road by road, ward by ward, they can still deploy cost-effective techniques that are proven to bring strongly positive net results, such as low traffic neighbourhoods and roadspace reallocation. The main investment needed is not money, but the willingness to seize the moment.

So let’s take a breath, and then go again. It’s still all to play for.

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OPINION

Become a Trustee With the next Board elections coming shortly, Eilidh Murray explains why you should consider standing

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LECTIONS TO the LCC Board of Trustees are held annually in October. And for those unfamiliar with our set-up, the Trustees play a vital oversight role, ensuring the charity is in good shape and doing its best to meet its goals, while the CEO and staff team are responsible for leading LCC’s campaigning and other work, and running the organisation on a daily basis.

Being a Trustee is an important and rewarding role, but what skills are required? Well, unsurprisingly, it helps to be an enthusiastic cyclist of any kind, shape, ability or background. Though people get involved for a variety of reasons.

“As a Londoner I was keen to help reclaim our roads; I saw LCC as an effective pressure group making roads better for cyclists,” says one current Board member.

Another adds: “The LCC has offered an avenue to talk to my local council about improving the local cycling infrastructure.” While a third Trustee thought their “15-plus years associated with various types of cycling in London might prove useful.”

Trustees each have their own local and sometimes national network contacts, which are useful to foster connections between LCC and other activist groups too.

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Once elected, Trustees are encouraged to join one of three committees (Campaigns and Active Membership, Business, and HR) and will be expected to be a ‘link Trustee’ for three or four local groups. This means getting to know them and attending two or three of their meetings during the year.

As with life in general, the more you are able to put in, the more you will get out of being a Trustee.

Answering questions If you want to stand for election, think about why you would like to stand, what you can offer, and if you can commit to giving a minimum of five days during the year. We will run a Zoom group on 25 July where some of the current Trustees will be answering questions, talking about our committees, the link Trustee network and what you can expect as an LCC Board member.

Demonstrating just how passionate our Trustees feel about the energy of our cycling

“As with life... the more you are able to put in, the more you will get out of being a Trustee”

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

community, one spoke on behalf of LCC at the Claudia Manera demonstration in Ealing: “While it was a sad occasion, it was also empowering to feel the energy of so many people.” A colleague echoed that sentiment by saying the recent demo at Holborn, although a very sombre moment, “felt really powerful and dynamic with a great sense of community”.

And as LCC grows we need to better reflect our membership and so one of our Trustees has been working with the staff team on diversity and inclusion: “I offer a different perspective based on the colour of my skin and my ethnic background. I was appointed to lead a working group to spearhead diversity and inclusion in the LCC.” In the forthcoming elections, we would particularly like to welcome candidates from different cultural backgrounds, so that they can represent their communities on the Board. Diversity & Inclusion (D&I) will be a focus in the next edition of the magazine, showing the progress LCC has made and the many new groups we are now working with.

Being a Trustee is an opportunity to make a difference to cycling in London, no matter how small, as our final quote stresses: “Just being a level-headed voice of reason has been my biggest contribution.”

18/05/2022 20:45

OPINION

Change is coming It might not seem so, but cities with far fewer cars are close, says Carlton Reid. There is simply no alternative...

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UCKY ME, part of my job is to pen travel features for national newspapers.

A few days after returning from Tenerife for one write-up (yes, I cycled on the island), I took the Caledonian Sleeper from Euston to Fort William, Scotland, for a few days riding around the wilds of Argyll. But before the late evening train journey, I spent a few hours tootling around London on a bank holiday.

As you’d expect, the motor traffic was light, and it was a joy to ride on London’s usually feral roads without the fear of imminent death.

It irks me when people say that ‘roads are dangerous’. They’re not; they’re inert bits of asphalt — it’s blummin’ motorists that cause the danger. Remove the cars, vans and trucks, and life becomes considerably more pleasant for almost everybody. It’s quieter, cleaner and generally no longer lethal for those on foot or on cycles (or on e-scooters).

When I was in Tenerife, I threw myself off a volcano with a bloke strapped to my back. The bloke was a paraglider pilot and I was his (thrilled) passenger. It took an hour in a van to climb from sea level to 2,200m and the jump point on the flanks of Mount Teide. Statistically, this climb through the clouds on

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steep, narrow roads was far more dangerous than leaping off said volcano and flying nine miles down to the raging Atlantic.

Driving is inherently dangerous.

Yes, coming into contact with a motor vehicle can be hazardous to soft, squishy humans, but it’s frighteningly lethal for those inside too. Motor vehicle drivers and their passengers die in huge, unfathomable numbers.

What were we thinking?

For all their many benefits — the chief of which is convenience — it’s unescapable that motor vehicles kill. (Driverless cars are already killing at pace if you take at face value the lack of agency often reported in local newspapers.)

That motor vehicles were for many years allowed free rein in cities will be one of those bizarre that-can’t-be-right quirks that citizens of the future will amaze themselves with, a bit like the fact we once employed young children to clean chimneys.

“Cars are being designed out of global cities... it’s necessary and unstoppable”

Carlton Reid is a book author and leading transport journalist

And it’s in this historical context that we have to view the hysterics against LTNs, much in evidence during local elections in May. Candidates — from several parties — fell over themselves to decry a simple planning measure that has hitherto been largely uncontroversial.

Largely, the anti-LTNers were trounced at the ballot box, but why so much vitriol and panic over a traffic-taming tactic long in use in the first place?

I think it’s partly a reaction to what is coming down the road, as it were, and that’s less motor traffic.

For sure, the reduction and eventual removal of cars and trucks and vans from our cities won’t happen quickly or, as we have seen with LTNs, painlessly, but inevitably it’s on the way.

Motor vehicles are being designed out of cities around the world. This is hateful to many, but it’s a trend that’s both necessary and unstoppable. Necessary because there’s no Planet B, and unstoppable because restricting car use brings so many positives.

Not everybody will want to cycle in this future — London is awash with excellent public transport, and it’s a great walking city — but for those that do, it’ll be a joy to ride on safe streets that are even quieter than a bank holiday.

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PLANNING FOR A GREENER

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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HEALTH

I Mike McSherry and Stewart Dring look at how the country’s biggest employer is encouraging more people to try cycling and walking

Image: Jonathan Kelly

N OCTOBER 2020, the NHS published its report Delivering a Net Zero National Health Service.

Given that this document was written and published during the first year of the pandemic, it is remarkably ambitious.

Sir Simon Stevens writes in the foreword: “The burden of coronavirus has been exacerbated and amplified by wider, deepseated social, economic and health concerns. The right response is therefore not to duck or defer action on these longer-term challenges even as we continue to respond to immediate pressures. It is to confront them head on.

“One of the most significant is the climate emergency, which is also a health emergency. Unabated it will disrupt care, and affect patients and the public at every stage of our lives. With poor environmental health contributing to major diseases, including cardiac problems, asthma and cancer, our efforts must be accelerated.”

The report is the foundation document of the Greener NHS plan, aiming for it to be the first carbon neutral national health service in the world. Specifically, two clear and feasible targets are outlined: n For the emissions the NHS control directly, net zero by 2040, n For the emissions the NHS can influence, net zero by 2045.

According to the report, the NHS is responsible for 4% of the nation’s carbon output and 7% of the economy’s output.

The report sets out a number of areas where Trusts should look to make changes — it also specifically rules out carbon LONDON CYCLIST Summer 2022 15

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HEALTH

offsetting as an option for the next few years. Every hospital trust is required to produce its own ‘green plan’ and appoint a board member with responsibility for it. Integrated Care Systems (ICSs) are new partnerships between the organisations that meet health and care needs across an area, to coordinate services and to plan in a way that improves population health and reduces inequalities between different groups.

Becoming advocates We need to be a healthier society and health professionals can be advocates for this through their own active travel regime and through the prescribing of active travel to their patients. However, without first-hand knowledge and experience, cycling can be seen as a dangerous activity. This is understandable for a workforce that deals first hand — and all too frequently — with the physical traumas of road accidents.

But the same staff are also aware of the much greater risks associated with driving, pollution and the risks of sedentary lifestyles. Health professionals who cycle are much more likely to recommend cycling to their patients and support cycling programmes. Cycling staff also become role models for other staff and patients, so it is good to see these aspects stressed in the Greener NHS plan.

How big an opportunity is this for London?

Not including GPs and their practice staff, the NHS employs 224,387 people in London. One in

Cycling Accessibility Map: shows 1km-5km ‘catchment zones’ from Maudsley Hospital

every 26 commuters is heading to an NHS site to work (and, of course, more again to receive treatment).

In addition, there are huge numbers of staff that need to travel as part of their role, either between sites or visits to patients at home, respite and care settings. Jonathan Burns is travel and transport manager at South London and Maudsley NHS Trust and he argues that this workforce and its concentration of work settings, represents a huge opportunity for modal shift. He believes it is possible to get a clear understanding of how many and which staff to target, write a travel plan to achieve it and identify the barriers that need addressing.

On a local level these numbers can be quite concentrated. Taking the Denmark Hill cluster of hospital sites as an example, there are more than 10,000 NHS staff working at King’s College and Maudsley hospitals.

This is repeated across the city with large hospitals or clusters of hospitals in many of London’s boroughs. 22,000 staff work at Guy’s and St Thomas’, 8,000 at UCLH and 17,000 for Barts Health’s five east London hospitals.

Using Citymapper, or TfL’s journey-planning websites, NHS active travel groups can create templates showing the distance from a hospital site that employees might be willing to walk or cycle.

Anonymised employee postcode prefix data can be obtained from a Trust’s human resources department and analysed to learn how many staff live within a reasonable distance to consider walking or cycling to work.

Using this method at Great Ormond Street Hospital for Children NHS FT, a project manager discovered that 480 staff live within a 25-minute walk and a further 1,373 staff live within a 45-minute cycle commute.

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HEALTH

Currently around 200 staff are known to cycle to this hospital each day, so there is significant potential to encourage further modal shift, possibly by a factor of 2.5 which would equate to 500 staff (9% of the workforce).

A further opportunity group are employees part-commuting by train. Hire cycle services provided

by Santander, Lime, Tier and HumanForest could be attractive to this staff group should there be appropriate cycling infrastructure to support safe journeys.

One way NHS green targets are being achieved is through electrification of its vehicle fleets, but active travel still has a very big part to play. Progress varies between trusts, as do initiatives.

Staff describe an ebb and flow of

CASE STUDY 1 SUSSEX COMMUNITY NHS FOUNDATION TRUST The Trust has three e-bikes dedicated to specific clinical teams as a pool e-bike, and they’ve covered around 8,000 miles in total, saving around 2 tonnes of CO2. A ‘travel bureau’ to coordinate bookings for the pool bikes, and to help staff plan routes for their visits, has been created.

Polly Conway, a health visitor in the Healthy Child Programme, is a huge advocate of her team’s e-bike which she uses on her home visits to new parents. She said: “The parents think it’s great. They’re concerned about the environment being good for the baby they’ve just bought into the world. So they’re pleased to see us out on bikes.”

Active travel brings with it wellbeing and health benefits for staff, patients and the community and is a good, low carbon option for staff to get to patient visits where practical.

resources and funding, but there’s great stuff going on.

Estates & infrastructure The NHS is constantly renewing its estate, and this represents an important opportunity as retrofitting infrastructure is more expensive than planning-in the required cycle facilities to a newbuild project. However, because cycle parking, for example, is often the last physical thing to be built, on projects running over time and budget it can be lost. Furthermore, where new-build projects intersect with local council infrastructure, the latter’s cost-benefit analysis might not include health benefits as part of its assessment.

There are a number of models that can be used to apply a health benefit as a financial figure (such as Adrian Davis), but it’s not clear that any of the councils are using these models, nor that the NHS trusts are insisting that they do.

Notwithstanding these obstacles, there are a number of interesting initiatives happening at trusts in London (see case studies).

Role for LCC The NHS is a bewilderingly complex organism of seemingly ever-changing parts. This article is not intended to be a definitive critique of what the NHS is or isn’t

doing. Rather it is a first attempt to get an understanding of what is going on and what is possible and how LCC can contribute. It’s clear the NHS is committed to active travel, the environment and the climate crises. It is tightly focused on delivering to the needs of the communities it serves and has many workers who are committed to making change.

LCC feels three things are needed: the various pilot projects and programmes need to be scaled up quickly; the councils need to collaborate in the broader infrastructure needs of the NHS plans; Trusts and Integrated Care Partnerships need to be held accountable to the quality and ambition of their green plans and their success in delivering them.

Staff are personally invested and there is important progress at Trust level. But there is the sense that it’s too piecemeal and to deliver the ambition in the Greener NHS plan there needs to be strategy, consistency of funding and resourcing, and senior support for colleagues.

The LCC wants to be part of this conversation and we can help by: working with Trust leadership to support calls for safer infrastructure around hospitals; supporting NHS staff to be effective campaigners holding their employers to their commitments; and supporting all of these groups to be cycling champions and role models for staff and patients alike.

We have at the very heart of our city and our communities lots of people doing great work — both in the NHS and cycling groups — and that’s not a bad place to start.

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CASE STUDY 2 JONATHAN KELLY, BARTS HEALTH NHS TRUST Barts Health NHS Trust and Barts Charity have been hugely supportive of projects and responsive to an increasing ask from colleagues for better active travel provision and from groups such as ‘Green at Barts’ who have been raising the profile of sustainable healthcare.

ONGOING PROJECTS INCLUDE: A successful partnership with Brompton Bicycle n Free hire bikes during the pandemic to NHS colleagues, n Brompton crowdfunded 1,000 Wheels for Heroes bicycles that have enabled over 1,500 at Barts Health to start cycling, n Many have since bought their own bikes using the Cycle2Work scheme, or continued to hire using Brompton and Santander offers for NHS staff.

E-bikes for cardiac rehab n Barts Charity and British Cycling funded 20 e-brompton bicycles to start cycle rehab for cardiac patients, n During the pandemic, rehab services were suspended and the bicycles were offered to colleagues who either lived over 8 miles away or those who would benefit from e-assistance, n Cycle rehab started in 2021 supported by mayoral funding for cycle instructors working with Barts’ clinical teams (see Social Prescribing feature, page 22).

Meanwhile Barts, with support from Barts Charity, has been making efforts to improve facilities across the hospitals including: establishing secure bike storage on all sites and expanding existing capacity; providing more shower room facilities; and regular Dr Bike maintenance sessions across sites, plus police security marking events.

The Trust has also called for important road safety improvements.

This need has been highlighted by NHS workers being injured and in some cases sadly killed while cycling. So the plan going forward aims to expand the cycle rehab programme, offering it to more cohorts of patients; install Brompton Hire docks on all five Barts hospital sites available to staff, including e-Bromptons, in time expanding this to patients via social prescribing; and to continue to develop its green plan and sustainable travel plans with more innovative and change-making programmes.

who experienced cycling to work with lower levels of traffic.

Where has the funding come from?

None of this would have been possible without the partners mentioned already: Barts NHS Trust, Barts Charity, British Cycling, mayoral funding, Brompton Bicycle and Brompton Hire.

And how’s the future looking?

Very optimistic. Experience has shown how much appetite there is for doing things differently here and there’s been recognition of this across NHS organisations — and there are pockets of proactive approaches that it would be great to see across all NHS organisations. n To read the full Q&A with Jonathan Kelly, visit lcc.org.uk/news.

What was the catalyst for such positive changes?

The initial projects came about from work that had started just before the pandemic to explore setting up a cycle rehab pilot, but the pandemic was the catalyst for many of the staff projects.

As the pandemic unfolded it became apparent that the Trust needed to respond to an initial need and then an increasing enthusiasm from colleagues 20

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CYCLING ON PRESCRIPTION

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MikeMcSherry and Stewart Dring look at what this relatively new service involves and how it can be rolled out even further

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OCIAL PRESCRIBING is a relatively new concept and one that many people aren’t familiar with. The idea behind it is that health and social care professionals can ‘prescribe’ activities and programmes that are non-medical, but that can help with the management of physical and mental health and long-term conditions.

This might be referrals to a gym, an art therapy programme, a gardening project or a walking group.

As well as the physical health benefits of the activity itself, they also seek to address social isolation, depression and anxiety. The right activity with the right group can have a profound impact on a client’s wellbeing.

Why is cycling a good social prescribing activity?

Readers of this magazine all know cycling is great. It’s great for the heart, it’s great for the mind, it’s great for the lungs, it’s great for talking, it’s great for not talking, let’s face it, cycling is just great.

Although cycling ‘on prescription’ is growing as an idea, there are actually relatively few existing cycling projects for NHS staff to prescribe to.

WeCycle — Bart’s Health

Photos: Mike McSherry

WeCycle is for cardiology patients from Barts Health NHS Trust. Clients have all had major heart surgery and to qualify you have to be a current or past patient of the department.

Typically, patients have had a by-pass, stents, artery blockages, pacemakers. Clients are signed off by a specialist clinical nurse saying they are self-managing their care and sufficient time has passed for their surgery to have healed.

Sessions usually run once a week and are a balance of building strength through riding, building confidence in cycling through skills sessions, building up a repertoire of rides through route planning, and being a social activity, which participants look forward to, prioritise and enjoy.

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to meeting everyone and plan my week around it. The instructors really make you feel safe and looked after.

I’m so much more confident now. The group kept me cycling through winter, which is the first time in my life I have done that — I would have laughed at the prospect of us doing a Christmas ride in central London.

But that was great. And just yesterday I cycled into a 40mph wind!”

CASE STUDY 2: ADEBOLA

CASE STUDY 1: ASIF Being a non-smoker and non-drinker, relatively young and considering himself healthy, Asif did not think he was a candidate for a heart attack. Less than a month after his heart attack, however, Asif was attending his first cycling session and says the programme was “the single biggest catalyst to get me exercising again. On the first ride my mood and self esteem went up no less than ten-fold”.

Before joining the sessions, Asif admits that he was very worried, not knowing how his body would cope, but the instructors gave him the reassurance to take part and felt looked after. Within about five minutes of being on the bike Asif realised that “I’m faster than these guys, I can do this!”.

For Asif, the social side of the group — sharing information and stories about your health, having a laugh and spending an afternoon together — are important aspects of the sessions. Seeing people in similar, or in some cases far worse, situations than himself, but pushing on regardless, was a key moment back in September and the cycling played a key role in mental wellbeing and recovery.

Asif said: “There’s a great dynamic and I look forward

Asif and friends: during one of the weekly group rides

In 2014 Ade started experiencing chronic back pain and in 2015 discovered his kidneys were failing. After almost five years of dialysis a kidney match was found and the following operation thankfully proved successful.

However, in April 2019 he started to go downhill and it was discovered he had an infection — and in treating the infection it was discovered he had some problems with his heart.

After successful heart surgery in December — with his new valve and unblocked arteries — Ade started his rehabilitation, with walking sessions under the care of Brian Coleman. He felt so exhausted he almost collapsed!

But once he’d built sufficient strength he was invited to the new cycling group.

“The cycling has done a lot for me, it has made me stronger, it has made me more positive, it has helped me overcome my shyness. Now I feel I can mix and talk with people. Before I was very introverted. Since I’ve been cycling my health has improved a lot and I walk more often. I walk to town and back, I get on my bike at home.

My family have seen a big difference in me. I am much more relaxed and I look forward to each session.”

Ade continued: “There is also a big difference in me as a person. I used to be on edge and had very negative thoughts about my health and my life. Now I find it easier to talk to the group about issues they have and everyone opens up and says, “oh I had a triple by-pass, etc...” I learn a lot from these sessions. I’m more adventurous, I like it when we discover a new area, places we didn’t know existed.

“People see me and they comment on my physical appearance too. I check my blood pressure after each session and it is always normal.

Before I was very moody, I would think ‘why me?’ and that I couldn’t do something’. Now I am much better.”

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Where do we go from here?

CASE STUDY 3: PHILIP Philip describes the day he had a heart attack as the “luckiest day in his life”. He’d gone to hospital because he had chest pain, which he assumed was heartburn but was going on a bit long. A 999 call saw him taken to A&E where an initial check found that he was basically fine, but he should wait for blood tests. While waiting he had his heart attack. So it was lucky he’d found himself at Whipps Cross!

Philip met specialist clinical nurse Brian doing the exercise group for cardiac patients; the latter had put a message out about the cycling and that’s how he got interested. Confidence on the roads, keeping the heart beating and being with people who’ve done the same sort of thing, is what Philip gets out of the sessions.

Now mostly retired except for the odd day labouring for a friend, Philip used to drive a black cab. He reflects on how this probably contributed to his heart attack: “In the winter we’d be sitting in our taxis freezing cold, we’d be on the ranks keeping our engines running to get heat. In the older taxis there are so many holes that fumes from the engine would come into the cab and you’d be sitting there breathing it in. On top of that you’d be sitting in traffic all day long, behind buses and lorries. It’s got to be bad for you and one reason for the heart attack”.

Philip describes how a high percentage of taxi drivers have heart attacks and this is partly down to the lifestyle. But Philip was quite fit: “I’d go to the gym, I didn’t eat greasy food, I didn’t smoke. But I did sit 19 hours a day in pollution. A few years ago you could smell the diesel and petrol from the vehicles in front”.

Since joining the cycling group Philip has become a member of the Brompton hire club too — prior to signing up he hadn’t been cycling for 50 years.

“I look forward to our Wednesdays. It’s given me confidence to get out more and more. I like it when we’re off-road and on the cycle paths learning new routes, like when we went to Broadway market and went through three parks from Leyton. I’m a taxi driver so know my way around, but didn’t know these routes at all.”

“One of my best friends is fuming at me though.

‘You’re one of them now,’ he says. So I wind him up regularly. I don’t have a car, sold my taxi and that’s it.”

For health professionals, efficacy — the ability to produce a desired or intended result — is important and activities for which you cannot show efficacy will not be taken seriously. LCC believes that for cycling on prescription to be a successful intervention, those organisations delivering projects need to demonstrate the efficacy of the activity. This will give NHS clinicians the confidence to make the referrals.

To produce a body of evidence large enough, different delivery organisations need to collaborate together to show which types of project work and which don’t. And we need to communicate this impact to the people doing the prescribing, to drive more prescribing — the potential savings to be made by the NHS and society are huge, so we need to show the investment is worthwhile.

Exploring the river: and sharing stories

n To find out how LCC can help with pilot schemes (where funding is available), making the case to senior clinicians, linking up with our community cycling activities and cycle buddies, or designing a project, contact our community cycling officer Michael McSherry (mike.mcsherry@lcc.org.uk).

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Long balmy nights by the river, weekends picknicking in the park — the joys of summer in the city. So it’s time to find your perfect riding partner to enjoy it all!

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ALEIGH’S BEEN a name familiar to cyclists and non-cyclists alike for more than 100 years, with an enviable line-up of iconic models in its archive. Perhaps less storied is the company’s role as a developer of e-bikes... until now. Its next generation Motus has just landed and it’s, well, electrifying!

With a completely redesigned frame, including internal and external battery options, plus a variety of striking new colourways, this Raleigh favourite is back and looking better than ever.

The new Motus doesn’t just look the part either. With a choice of 400Wh or 500Wh Bosch batteries, you can cruise city streets or country lanes without worrying if you’ll run out of juice, while the Intuvia and Purion displays let you navigate between modes, so you can work as much (or as little) as you like.

These hybrid bikes bring comfort and safety to the fore. An upright riding position, paired with suspension at the front fork and seatpost, give you easy handling and stability even on the bumpiest of trails. Gone are the days of forgetting your lights too: ride into the sunset or light up even the darkest of days with fully integrated LED lights, both front and rear.

The Motus range also comes as standard with pannier racks to carry your day-to-day work gear or weekend picnic essentials. Plus you’re covered if the British weather suddenly deteriorates, thanks to full-length front and rear mudguards.

So whatever adventures you’re planning this summer, whether it’s home or away, (re)discover the joy of cycling with the new Raleigh Motus.

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MARK HAYDEN Tom Bogdanowicz speaks with the campaigning paediatric cardiac doctor at Great Ormond Street Hospital (GOSH) who’s now an LCC award winner You’ve received an award from LCC for your campaigning on active travel and you engaged in the Climate Safe Streets campaign as champion for Redbridge. What motivates you to take action on climate?

It was a surprise to receive the award and, in part, some of the work this year is to show that I deserve it. I’m a father and a paediatrician and I feel guilt for the fact that I have sleepwalked through the last 40 years where the climate has almost been utterly destroyed and I didn’t do enough about it at the time — so I’m playing catch up.

You led a well-publicised NHS ride, Ride For Their Lives, to the COP26 climate change conference. What did you want to achieve and how far did you get?

Climate change in our work lives was once viewed as a political opinion; I noticed that when I started attaching a statement to my email footers and I got a little bit of flak initially. Now, obviously, nobody gives me any flak. What’s happening is not a personal opinion and it is a vital part of my job. That was the guts of Ride For Their Lives, to advocate to other healthcare professionals as to what we are doing in the decisions we make at work.

What we achieved? In addition to cycling 800km, we collected (through Strava) a million kilometres from healthcare providers and the general public around the world. We featured

in lots of newspapers, we got on TV, we got in the healthcare journals and that was really my target.

And it’s opened up the potential for this year. We got in touch with Dermot Calvert Ledrum who works for the World Health Organisation (WHO) in Geneva. So this year we are launching Ride For Their Lives 2, with WHO hopefully helping to spread the word. There will be a peak around COP27, but because it’s in Egypt it will be localised — one-day events within cities linking up to hospitals, or between cities, and we are hoping to do that all over the world.

The NHS, with 1.3 million staff, is the biggest employer in the UK and accounts, through its staff, suppliers and patients, for 3.5% of all road travel in England — which amounts to 14% of all NHS emissions. What can it do to lead on emissions reduction?

The NHS has vast purchasing power and employs a vast number of staff who can both, in their decisions outside of work and in work, make a huge impact on the NHS’s carbon emissions. The NHS is ahead of other health organisations in the world as far as making a plan and setting targets. I think the (NHS) Green Plan is excellent. Though I think the problem will be engaging with staff at all levels, for everyone to see that sustainability is part of their job. I would hate for the NHS plan, and the one at GOSH, to fail because we set ambitious targets but failed to operationalise them.

Take appraisals. When I arrived in the UK appraisals seemed to want to know how many international conferences you had flown to, which is utterly horrifying, so I would hope that an appraisal would actually mark you down for flying to a conference which you could attend virtually in this day and age.

It (climate change) is part of our job. It is as important as patient safety — one of our pillars at GOSH is that we’re not looking after our patients if we are not protecting the planet.

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Role models influence behaviour but, regrettably, many celebrities are associated with fast cars rather than cycling or walking. Doctors are considered hugely influential with a million GP consultations every day — what can the medical profession do to influence people’s choice of transport?

The Royal College of Paediatrics guidelines state that paediatricians should be role models in how they live their lives. So, for me, if you are talking about transport and London, it means all paediatricians should be cycling and, if not, using public transport.

All NHS staff should be setting an example.

One of the biggest impacts we can have is around social prescribing — and GPs and clinicians will soon be able to prescribe cycling to work as a hugely influential healthcare intervention in terms of both cost and cardiovascular health. However for both of those, and for me telling other paediatricians to cycle to work in London, we need safe streets and that is fundamentally the problem.

Dangerous junctions are the issue in central London and outside of central London the infrastructure is woefully inadequate.

The inequality in cycle infrastructure in London is startling. Waltham Forest is one of the best councils on cycling infrastructure, while Redbridge right next door is one of the worst.

And that is, at least in part, due to political will.

Great Ormond Street Hospital has achieved gold standard as a Cycle Friendly Employer (CFE). What did it take to get there and have new facilities, like more cycle parking and showers, influenced behaviour?

Launch of Ride For Their Lives at King’s Cross: with five geodesic ‘Pollution Pods’ by Michael Pinsky

We had installed the correct number of cycle spaces, but often those spaces were very hard to get to — luckily to change that cost us very little.

The basic infrastructure was there too, what it needed was to look at it using the framework the CFE scheme provides and look at the barriers. And the barrier wasn’t insufficient spaces but that people’s swipecards didn’t let them into the secure parking or they simply didn’t know where it was. So we looked at spaces and showers, but we also looked at communication and we looked at support groups — linking up individuals like the Cycle Buddies scheme that LCC runs.

According to websites you now have 300 cycle parking spaces at GOSH, enough for about 7.5% of the 4,000 staff. Are they well used and do you think you can exceed more than 7.5% of staff cycling into work?

We think our numbers are about 5% and we think they are going up. The miles logged on the Love to Ride app are going up spectacularly.

Looking at the cycle spaces in the morning, certainly a lot more people are cycling to work. The pandemic has probably had more influence

GPs and clinicians will soon be able to prescribe cycling as a healthcare intervention

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than CFE status, but the two occurred at the same time.

GOSH hospital has a target of achieving net zero for those emissions it can influence by 2045.

What will it take?

As the CFE scheme says, parking a bike should be easier than parking a car

Transport only makes up a small section — staff transport only accounts for 5% of emissions — but there’s also patient transport and transport of good and services. We’ve already changed our supplier for electricity, that’s now 100% green. But the target will take a lot of work and it’s going to need to be embedded in specific people’s jobs: purchasing, procurement and supply are the major ones. We will need the suppliers to give us the information so that we can purchase not just on cost, not just on safety, but also on sustainability.

GOSH in central London has no car park, but hospitals in outer London earn money from large car parks. Is this a barrier to encouraging patients and staff to consider active travel?

Absolutely. Whipps Cross is my local hospital and it’s basically a hospital built around car parking. Now I know they are rebuilding and they will definitely be reducing car parking, but they will need to improve public transport and cycling around there. Obviously hospital trusts shouldn’t be subsidising car parking, they shouldn’t be making money from parking. There will always be some staff and some patients who need to drive, but we should be pushing things in the other direction. As the CFE scheme says, parking a bike should be easier than parking a car.

Parked up: spaces at GOSH are filling up quickly

motivate children and their parents to cycle?

Covid has created a massive increase in childhood obesity which is miserable for the children who are affected by it and may also have significant impact on their health in the future. What the NHS can do about it is limited by the safety of the streets on which the children ride. We can certainly advocate for it, we can prescribe it where appropriate, but where I see the missing link is in supporting the infrastructure that makes it possible for children to cycle.

Since I’ve left school the number of people walking and cycling to school has gone down at the same rate as the numbers being driven to school has gone up. So we need to push for changes. I think School Streets are a huge opportunity and we need to have them on every street where it is possible and to mix that with cycle training.

We, as healthcare clinicians, need to be telling parents, schools, councils that this is important and supporting it locally. We can’t expect children to cycle if we put them in harm’s way.

You spoke out at council meetings over a cycle lane scheme in Camden which ultimately resulted in the cycle lane being installed. Why did you get involved and what can doctors contribute to better infrastructure for cycling and walking.

Often there’s lots of noisy opposition to cycle safety schemes and I think NHS staff have a responsibility to speak the truth and support councils when they are trying to do the right thing, because the impact of active travel on the health of our patients is huge.

You are a paediatrician and we know that obesity is an increasing issue for children. What can the NHS do to 34

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Cycle Buddies HELPING YOU TO CYCLE MORE

Want some help to cycle more? Would you like to build your confidence riding on London’s roads or find safe routes to school or work? Or do you cycle already and want to help others experience the joy and freedom of getting about by bike?

Cycle Buddies puts new and returning riders in touch with experienced riders in their local area. Meet up and ride together – to work, to the shops, or just to the park for practice!

Sign up at: www.lcc.org.uk/cyclebuddies

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COMMUNITY

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LCC Trustee Sarah Strong speaks from first-hand experience on how cycling can promote mental wellbeing as well as physical health

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Linking the physical and mental My confidence began to increase, my physical fitness too. What I didn’t appreciate until a bit later on was the contribution made to my mental health. Of course, treating the two as not being intertwined is a mistake. Health services have followed this divided model for such a long time that it can be a challenge to approach health in a truly holistic way.

Something I’ve been reminded of very acutely during my recent work within the NHS on a psychiatric ward. The approach to care is very much medically driven and it often felt as though therapeutic input was considered the lesser contribution to a person’s recovery process rather than the two being linked.

Illustrations: BigStock

STARTED CYCLING in London nearly 20 years ago. I had what I thought was a crappy old mountain bike, which I later discovered to be a classic steel hardtail frameset. This rugged Kona weathered pretty much all the lumps and bumps of the city roads. My regular commuting journey from Wood Green to South Kensington was a round trip of about 20 miles and, not being confident to pick my way through the backstreets, I navigated by following the main roads and the bus routes I had long been familiar with.

I look back, rather aghast, at throwing myself into the traffic on the Camden Road in among the buses, cars and lorries. I had a couple of minor incidents — left-hooked by a driver (who had just overtaken me), knocked off by another who undertook a car turning right. I don’t remember noticing much, if any,

cycling infrastructure. Perhaps a few cycle symbols painted on the road here and there, maybe even a bit of green paint.

At the time I was not concerned with such matters. I was emerging from a period of severe depression and was in the process of making some significant life changes during my recovery period. This was when I ‘discovered’ cycling. It was hard going at first. I was not a particularly fit or adventurous person; riding four or five miles was an achievement. I fell into biking a bit by accident after being asked to help marshal a ride in east London.

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I started as a commuter rider, then tentatively embarked on the occasional leisure ride. I had continued to provide race marshalling support and allowed myself to be persuaded to actually enter a race one evening. Possibly the most exhaustingly scary and exhilarating thing I had done in my life up until that point. I later joined a club, started going out on longer rides with friends. Bought a second bike. Acquired a variety of cycling gear and accessories.

Everything snowballed from there.

To begin with, the bike introduced me into a new social circle and one of the most important factors of my weekly club ride was catching up with my friends while we pootled around the lanes of Kent, appreciating the change of seasons, noticing the views, spotting the wildlife. I became to realise that the Saturdays on the bike also helped to release the stress and anxiety that built up during the working week.

Following the ‘Five Ways’ Many psychology services and mental health charities will reference the ‘Five Ways to Wellbeing’ somewhere along the line. This evidence-based framework was developed by the New Economics Foundation about 15 years ago and identified actions that a person could take to sustain wellbeing — Connect, Be Active, Take Notice, Keep Learning, Give. Retrospectively, I realise that I was following these without knowing. Cycling ticks all of these boxes for me.

It’s brought me a whole new social circle, it’s added a substantial amount of new physical activity into my life, it’s initiated a much more mindful observation of the world around me, it’s inspired me to expand my knowledge of things bike-related, and it’s given me an opportunity to contribute to local organisations through volunteering.

My own depression seems to be at bay for the time being, but my anxiety is something that I continue to negotiate. It’s only in recent years that I’ve learnt how present it is across all areas of my life. Cycling is still my main and most significant management tool for stress, worry, low mood, and anxiety. And the results can be immediate; an evening HIIT turbotraining session will seem to exorcise the weight of the day very crudely through intense physical action. On other occasions it’s much more mindful. Cycling in the countryside brings me the headspace from concerns or provides psychological space to consider what I might do about them. Even a city pedal can turn my mood around; in recent years I have persuaded myself to move away from trying to get to work as quickly as possible and to instead get there as less stressed as possible.

What I hadn’t realised is just how much anxiety I experienced when riding outside of town. On the bike during the first months of lockdown, when there were so few drivers on the roads, I felt a joyous calm I hadn’t experienced before. The stress from surrounding traffic — wondering whether drivers were going to pass you safely, shout abuse or not — had melted away. All of us out on the roads that sunny Spring were beaming from ear to ear.

Taste of the future Lockdown gave me a new appreciation for the pressures of cycling in built-up areas. I, like many others, took the chance to ride across inner London and enjoy the sights… unassailed by petrol fumes, engine noise, or close passes.

We knew it wouldn’t last.

The opposition to any tangible work to improve the roads for anyone not using a car to get around is — to understate

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considerably — disappointing and frustrating. Many riders reported more negative interactions from drivers once lockdown safeguards were rolled back.

The opposition to the LTNs that had been installed during the early stages of the pandemic was often quite hysterical in nature. It was saddening to hear, knowing so well the benefits that cycling can bring, but not entirely surprising.

Cycling as a coping mechanism When, a decade and more ago, I started talking and writing about my experience of depression and how cycling had helped me I was pleasantly surprised at the number of my friends and clubmates who communicated to me that they too went through similar issues and that cycling had played an active part in helping them cope. There’s a lot of us about.

More recently I’ve been working with people who have more serious and often enduring mental health challenges.

I do use the Five Ways quite a lot with the service users I interact with during my peer work, using my own lived experience of mental health at the core of my work practice, though most are definitely much more than a mere bike ride away from a good mood. Most have been sectioned and, for some, the road to recovery will be as potholed as the London roads I habitually ride.

Yet, even so, clients do sometimes express the desire to cycle but with familiar fears around safety being the main barrier to them doing so. My colleagues echo the same thoughts and I do my best to communicate the

services, infrastructure, and organisations there to help them.

At present, I am in the unusual situation of being able to walk to work. Not only have I lost a bit of fitness, I’ve also lost the ‘reset’ button that the bike commute used to give me, to be able to compartmentalise work life and home life. The physical action of pedalling helped to stop work and home bleeding into each other too much.

I do, however, still go out into the countryside, and use the bike for general A to B journeys across town. I visited a friend in north London recently, in an area I hadn’t been to for several years. A buddy and I threaded through the backstreets, through old quietways, Superhighways and LTNs. It allowed time to look around and really notice the surroundings with traffic only a minor concern.

The biggest benefit Culture change is often a very slow process, and there’s always plenty of opposition who will try to stymy development. When I started cycling, I couldn’t even imagine that we would have the separated cycle lanes in London that we do today. They are a prime example of ‘if you build it, they will come’ and the numbers I see during rush hour always lifts my spirits.

The bike makes sense on so many levels, bringing benefits in money-saving, fitness, environment, transport, wellbeing. One element that we do not focus quite enough on is the sense of agency that cycling can bring a person. It offers freedom, independence and empowerment. I wonder if this is, perhaps, the biggest mental health benefit of all.

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ADVENTURE ON YOUR DOORSTEP

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Is a largely off-road bikepacking orbital route around London possible — one that’s never more than a short hop from a mainline station? Charlie Codrington sets off to find out

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Harold Godwinson to Charles I. And it’s here where Wat Tyler, leader of the 1381 peasants’ revolt fame pleaded for mercy (in vain) to the young Richard II. It’s hard to avoid history on this ride.

There’s nothing left of the palace now, however passing the estate’s stable block the path changed character, gradually becoming dark, dank and strangely eerie, sound deadened by a thick carpet of pine needles as we made our way down the majestic Wellingtonia Avenue. It’s like an old Transylvanian horror film set.

Dropping past Enfield Lock — home of the Lee Enfield rifle and defunct munitions factories now repurposed as Gunpowder Park — we crossed the Lee and pedalled through gorgeous Wormley Woods to Hertford and lunch.

Like most towns in the area, the traffic bypasses Hertford, leaving the historic centre an oasis of calm, cafés and restaurants spilling out on pavements. The Store House Delicatessen got our vote for its simple pizza by the slice, and generous portions too.

The ‘northern’ leg Easy riding along the old railway line to Hatfield follows, to waken the heavy post-lunch ‘café legs’, until things got more interesting outside the town. The sheer variety of the trails we found is due to the region’s complex geology,

Photo: BIGSTOCK/GBPhotography

ET’S BE HONEST, who hasn’t been inspired by glossy magazines or photobooks to consider a biking odyssey across the top of Scotland or a European mountain range?

But it’s often the getting there that’s the turnoff — the bad-tempered queues on motorways, the near impossible cycle reservations on trains, and let’s not forget what it’s like hauling bike boxes around airports — it’s a nightmare! Surely there has to be a meaty challenge closer to home we can sink our teeth into? Like really close to home?

You might think that’d be unlikely, what with the all major roads, the M25, the sprawl of suburbia, dozens of huge retail parks, golf courses, and suchlike. However, if you’re prepared to pore over your maps very closely, and you know what you’re looking for, a thin web of trails appears weaving its way across this dense conurbation. It took almost a year to plot and check an orbital route through this labyrinth, and by the last May bank holiday weekend it was finally time to give it a whirl with a brave band of explorers.

As we wanted to do a full loop of the capital, the Dartford Crossing seemed a logical place to start, on the north bank of the river. It’s a desolate, grim bit of the estuary, seagulls crying, grey sandflats lined with tall reeds, lonely yet atmospheric, all very Magwitch. We hadn’t been riding long, discussing Dickens and pretending to be literary experts, when we chance upon a series of mock gravestones. ‘Spot the dog chewed a frog, farted and now departed. RIP Stinky,’ read one. Followed by ‘“I was pushed, argh”, Hump D Dumpty’. Someone in Essex has a sense of humour and it was a fun way to start.

We continued past the remains of some D-Day landing craft as we left the Thames, to follow the River Ingrebourne upstream beyond Upminister on flat, easy-riding cycleways and gravel paths to reach Havering-atte-Bower.

Did you know the suffix ‘atte Bower’ means royal residence? In this case for 14 kings from

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nowhere more evident than where the lush woods dramatically give way to a sandy desert, piles of bright orange sand piled high, parts of the bridlepath buried beneath mini dunes — all that’s missing is a train of camels.

Before long we skirted Hemel Hempstead, and ducked off to our first night’s stop at Highridge Farm DIY camping (highridgefarm.co.uk).

Farmer Ned has created a simple oasis, with everything you need: a fantastic view of the sunset across a wooded valley, flat areas to pitch a tent on and a toilet block, albeit rudimentary.

However, it’s the things not on Ned’s website that make it special: his infectiously friendly welcome, the collection of English and American automobilia scattered about the yard, mixed with an assortment of faux stone statues. Plus his overproductive chickens: “You do want some eggs for your breakfast, don’t you? Damn hens laid 72 of them!”

The excellent Alford Arms gastropub sits across the field, so that’s where we headed for a well-deserved dinner.

Looping the capital As Ned doesn’t do early, we forewent the promised 72-egg omelette in the morning in favour of getting a couple of hours under our belt before breakfast. In contrast to the first day’s rolling profile, we were quickly doing hill reps on the second, and lots of them, as we crossed the Chilterns. It’s no picnic: tough, gravelly paths through beautiful beech woods, filled with the wonderful translucent green light of newly-unfurled leaves, with fast descents into open grassy bottoms. Hard, but exhilarating.

Quiet trails castles: and history everywhere you look on this route

It’s not often you come across a true ‘find’, but the Barracuda café in Amersham proved to be one of them. Little is open on an early Sunday morning here, but thankfully this restaurant is. It’s not a pretentious ‘cycling’ café, doesn’t do fancy food, but despite describing itself as an Italian restaurant the team’s mastered the art of the English breakfast to perfection, as wholesome as it gets, served promptly, setting us up ideally for the next 60 or so miles of graft.

Approaching West Wycombe on a fast descent, we spied the distinctive St Lawrence’s Church and mausoleum perched on the top of an older fort ahead. Also known as the Hellfire Caves, the complex was largely built in the 18th century by Sir Francis Dashwood, an eccentric, hedonistic prankster who was also the founder of several satanic groups, including the infamous Order of the Friars of St Francis of Wycombe, the antics of which would make a modern politician blush.

We didn’t rush through West Wycombe itself; this lovingly-preserved National Trust village is worth a brief stop. Peeking through the oakbeamed archways into ancient courtyards, the houses and stable yards complete with crooked doorways and wonky brickwork, it’s as if time has stood still.

Over the river south Crossing the Thames at Marlow, the route flattens out bisecting the wide valley on a series of well-maintained, largely deserted, gravel byways and bridlepaths. It’s tempting to stop at the Fat Duck in Bray for a long lunch, but you need to book and fill your wallet beforehand.

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The fertile valley floors gradually gave way to Surrey’s sandy heathlands at Swinley Forest, where time permitting (or more like energy permitting) you can play on the mountain bike trails before heading across the army training land to join the Basingstoke Canal at Deepcut.

Into the final stages After a second night’s camping, this time in the middle of the Polsden Lacey estate, we began to head east, eager to tackle that beast of the North Downs, Box Hill. A quick coffee and we’re dashing up the hill to be breakfasting among fellow cyclists in the café at the top.

Chalk gave way to sand as we dropped into the Mole Valley, the beech woodland replaced by mixed forest that at this time of year was thickly carpeted in bluebells, a wonderful sight.

It dawned on us — and it’s hard to believe — that we were still less than 25 miles from Charing Cross as we wove a line through the almost continuous woodlands, climbing the series of hills along the Greensand Ridge, aiming for Sevenoaks. We encountered very few people and barely passed though a village.

From Sevenoaks, the route broadly followed the River Darenth north to Dartford and, again, the area’s history forces itself to the forefront.

Pilots Wood is named to remember the Spitfire fighter pilots of World War II; Lullingstone Castle, continuously inhabited by the Hart Dyke family for 20 generations; and the Roman villa on the banks of the Darenth. There’s historical interest everywhere.

Finally with a run through Joydens Wood, another local mtb hotspot, and a wiggle through the surprisingly pretty Dartford town centre we’re at the foot of the Dartford Crossing.

We caught the train home from here.

However, those in charge of the bridge will carry you and your bike across the bridge in a

Perfect time for bluebells (above).

And quirky headstones on the Essex leg (below).

car/van for free, if you want to complete your London orbital with greater precision.

So what did we find over the three long days in the saddle? Well firstly, don’t underestimate it; it’s a hard yet thrilling route across a wide range of surfaces and terrains, from tarmaced cycle paths, long gravel tracks to more gnarly stuff, this ride has it all and will test skills and fitness alike. It’s also stunning. Understandable really, as we passed through several Areas of Outstanding Natural Beauty. And it’s incredibly peaceful — we rode it over a bank holiday, and met a few walkers and the odd horserider in places, but usually were undisturbed for miles.

But accessibility was perhaps the biggest draw. Rarely were we more than a 30-min train hop from the centre of London. In fact one of our group even commuted to and from his house every day rather than camping with us!

The plan now is to repeat this ride later in the summer (see below), spread over four days rather than three, giving people more chance to explore the area, its history and countryside more fully — it’s as close to a bikepacking ‘staycation’ as you can get in London and one we heartily recommend.

FACTFILE MORE INFO: hiddentrackscycling.co.uk. Charlie is running a 4-day version of this route between the 9-12 June, see website for details.

THE ROUTE: 370km (230 miles), with 4,725m of climbing.

SUPPORT: camping gear gets transported between campsites, leaving riders to travel light.

BIKE CHOICE: the general consensus was that gravel /cyclocross bikes are most suited to this ride, but a few chose mountain bikes.

DAILY STATS: Day 1, Dartford Crossing to Hemel Hempstead, 130 km.

Day 2, Hemel Hempstead to Polsden Lacey, 135 km. Day 3, Polsden Lacey to Dartford Crossing, 100 km.

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Andrew Middlehurst, associate solicitor specialising in cycling claims at Osbornes Law, explains what to do if defective roads lead to injury

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HEN A MOTORIST drives over a pothole, it’s usually just a nuisance.

They might hear the dreaded suspension ‘clunk’ and be jolted around in their seat, but unless the pothole is particularly deep or the car is travelling fast, there isn’t likely to be any serious damage.

When a cyclist hits a pothole it’s a very different story. Even the smallest road defect can cause a cyclist to be thrown off their bike.

Broken bones, back injuries, head injuries and lacerations may result from a pothole accident and there may be significant damage to the bike itself.

A recent survey of cyclists found that 21% of cyclists in the UK have been injured in an accident involving a pothole at some stage. With 88% of those surveyed saying that they had been forced to make a dangerous manoeuvre in order to avoid a road defect.

Potholes also regularly feature in the list of top five most reported problems on popular website FixMyStreet.com. Data from Go Compare insurance also revealed that London’s councils spent a combined total of £17.9 million on fixing potholes in 2020.

As a cyclist, it’s therefore very likely you will encounter a pothole. LCC’s legal partners at Osbornes Law look at what you can do if you have been injured because of road damage.

Can a cyclist claim compensation for a pothole accident?

In England and Wales, the law allows cyclists to claim compensation for the damage to their bike and for the injuries they have suffered. You can also claim for private medical treatment, physiotherapy and loss of earnings.

The first thing to establish is which highway authority the claim should be directed to.

Compensation, should negligence be proven, is payable by the local highway authority.

Usually, this will be the local council ­— since councils are responsible for maintaining most roads in the UK. Highways England is responsible for major

A-roads, and Transport for London is responsible for Greater London area ‘red routes’.

The next thing to consider is whether you can prove that the highway authority was responsible for the incident. This question is not as straightforward as you may think.

Is the highway authority negligent? Well it will not automatically be held responsible for an incident involving a pothole.

The law states they must operate a ‘reasonable’ system of inspection and maintenance. The frequency of inspection is determined by the category of the road; busier inner city roads should be inspected more frequently than quiet country lanes.

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In many situations, a court may decide that there was nothing the council could have done about the pothole. If they can prove they had a reasonable system of inspection, then they will have a complete defence to your claim.

You’ll also need to show that the accident was specifically caused by the pothole and not, for example, by pre-existing damage to your bike. You can usually get something in writing from a reputable bicycle repair shop to support this.

What evidence will be needed?

If you hit a pothole it is important to gather evidence as quickly as possible as the condition of the road may change or be repaired.

You will need to collect evidence to prove your claim, such as:

n Photographs of the pothole including a ruler with clear measurements. Measurements are important as many councils categorise a pothole as dangerous once it is a certain depth or size. n Photographs of any injuries. It is important for you to take pictures of any injuries you have sustained, including all cuts and bruises. You should also take pictures of any damage to your bike. n Witness evidence from people who saw what happened, as well as people who live or work nearby.

Locals can help identify how long the pothole has been present on the road. n Evidence that the road wasn’t inspected for a significant period of time, or the authority knew about the pothole but failed to repair it promptly. You can make a request for a copy of the council’s

maintenance and inspection logs. Google Streetview can also be a helpful tool for figuring out how long the pothole has been in existence. n Quotes, bills and receipts for bike repair costs. n Medical records and independent medical reports if you’re claiming for injuries.

Should you instruct a solicitor?

While it’s possible to manage your own claim, be aware that it can be a bit of a slog and you are likely to encounter serious resistance along the way. Local authorities are notorious for pushing back against pothole claims. A specialist lawyer can help you navigate the process and receive the full and fair compensation you deserve.

You definitely should instruct

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WHAT TO DO IF YOU HAVE BEEN IN A COLLISION

a solicitor if you are claiming for personal injuries as these claims require specialist evidence and can involve an application to the court if the council is not forthcoming with documentation.

Your lawyer will also ensure you receive the appropriate medical care and rehabiliation.

Case study: claims against local authorities We are currently helping one client make a claim against a council. The client came off his bicycle while on a cycle path which was not well maintained. He sustained a brain injury and is undergoing intense rehabilitation. The local authority is contesting liability and court proceedings have been issued.

We are pursuing a seven-figure settlement for our client.

We also recently settled a case, against a local authority, for a cyclist who injured his shoulder and wrist whilst riding along a street, for a sum of around £100,000. He was cycling in east London when his bike suddenly

slipped from underneath him causing him to fall to the ground.

On inspection of the road surface it was covered in an oily substance.

Witnesses who saw what had happened described a council roadsweeper vehicle leaking an oily substance which had passed the area shortly before. Witness details were taken and one was willing to give a signed statement to confirm what they had seen.

We approached the insurers for the local authority and liability for the incident was admitted. The cyclist suffered a dislocated collar bone and a fractured wrist causing him significant pain, discomfort and inconvenience. We arranged for them to be examined by medical experts, where an orthopaedic surgeon advised there was a need for surgery. Funds were secured from the council’s insurers to pay for this on a private basis.After obtaining medical records and assessing long-lasting effects of the injury, Osbornes was able to negotiate a settlement without needing to issue Court proceedings.

1) THINK OF YOUR OWN SAFETY FIRST: move away from the road and the paths of others.

2) SEEK MEDICAL ATTENTION: even if you have not sustained an injury, you should at the very least see your GP to make sure. If you have sustained a fracture or hit your head as a result of the collision, it is likely that you will require x-rays, an MRI or CT scan.

Try to provide medical staff with as much information about your injuries as possible, so that you are triaged appropriately and receive the best possible treatment.

3) CALL THE POLICE: if you are physically injured and unable to do this yourself, ask a witness or member of the public to assist or even the other party themselves. The police will attend and take a statement from you and any witnesses. Ensure that you report any injuries you have sustained.

4) OBTAIN DETAILS OF THE DRIVER AND ANY WITNESSES: ask for full names, contact telephone number, address and vehicle registration plate, as well as details of their insurer.

Vehicle registration is especially important if the other party refuses to supply other details.

5) TAKE PICTURES: photographs of your injuries, bike damage, any other vehicles and how they are positioned in the road will be useful if you pursue a claim for damages.

6) IF THE ACCIDENT INVOLVED A POTHOLE: take photos of the length, depth and width. Attempt to take photographs near landmarks or road signs so that the relevant pothole can be easily identified.

7) GO TO A BIKE SHOP: if your bicycle is damaged take it to a repair workshop and ask them to assess the damage.

Also ask them for a written quote.

8) KEEP YOUR CLOTHES: retain all evidence including clothing or possessions as it may need to be inspected by your solicitor or otherwise relied upon as part of your personal injury claim.

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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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SUMMER BIKE GEAR With the good weather already with us, here’s a selection of nine cool products to help you make the most of your cycling this summer

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HEN THE WEATHER takes a turn for the better, we always see a significant surge in the number of people out enjoying the sights and sounds of the city by bike.

From commuters to students, from families to recreational tourers and sportive trainers, there’s nothing that beats a ride in the sunshine.

It also signals the perfect time to give your bike — and kit — a good check and possible upgrade. Well vented helmets will keep your head cool, wicking jerseys will do the same for your body, and proper sunnies keep glare and dust from your eyes. And don’t forget your bike — some new lights, colourful panniers, even a protective touch-up of the paintwork can be worthwhile.

See you out there!

#1 BOOKMAN CURVE FRONT OR REAR LIGHT These super bright (220-lumens front, 37-lumens rear), long run-time, USB rechargeable lights have a sleek Swedish design, offering full 180-degree visibility to fellow road users (or 360 degrees when both used). Perfect for the commute, or riding home from the beer garden… n hotlines-uk.com; £34.99.

#2 BASIL BLOOM FIELD DOUBLE PANNIER

#6 HORNIT CLUG BIKE

A stylish double pannier bag that isn’t just cheerful it’s also sustainable, as it’s made from recycled PET plastic (as most Basil bags are). And it’s waterproof (IPX3 rated). With a capacity of 28 to 35 litres, it can be attached to your rack in seconds. n basil.com; £99.99.

The Eurobike award-winning CLUG is the world’s smallest bike rack.

Store your bikes either vertically or horizontally, in the house, shed or garden. Size options cover tyres between 23-81mm wide. Style, simplicity, function and value. n hotlines-uk.com; from £16.

#3 HJC CALIDO HELMET

#7 G-PAINT TOUCH-UP KIT

#4 EYEPOD HAWK

#8 MET DOWNTOWN

These prescription cycling glasses, designed by opticians, can be made to any specification and the package includes five different lenses, including polarised, rivo mirror, and yellow contrast. Lightweight flexible material wraps around any size head. n sportsglasses.online; from £99.

The Downtown stands out for its versatility; it’s ideal on the daily urban commute or for long weekend tours.

Internal air channelling and numerous vents keep the rider cool, plus a MIPS cradle protects the head against rotational forces in a collision. n wiggle.co.uk; £65.

#5 REHOOK TYRE GLIDER

#9 CYCOLOGY FRIDA CYCLING JERSEY

The perfect urban helmet with cool looks and ultra-light design.

Featuring HJC’s unique ‘Selfit’ system it automatically adjusts to give a perfect fit and offers great ventilation for maximum comfort on any ride.

Available in six colours. n saddleback.co.uk; £75.

PRESCRIPTION GLASSES

Following its brilliant chain tool comes another ingenious product from the Rehook stable. The Tyre Glider is more robust and easier to use than normal tyre levers, allowing swift removal and installation of tight-fitting tyres. The compact and lightweight design works across all bike disciplines. n rehook.bike; £12.99

HOLDER

The number one bike paint repair kit is available in eight gloss and four matt finish colours. It’s durable, intermixable and suitable for all frames, whether steel, aluminium or carbon fibre. No primer or lacquer is required — simple, quick, permanent protection. n gpaintbikes.co.uk; £13-£20.

MIPS HELMET

Cycology specialises in stunning prints and this performance design, tailored for the female cyclist, features premium high stretch and lightweight fabrics that wick sweat to keep you cool, dry and comfortable — as well as looking fantastic — this summer. n cycologygear.co.uk; £70.

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ADVERTISING FEATURE

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Free Abus Gold-rated U-locks for you and a friend Introduce a friend to LCC membership and you’ll both receive a free Abus Ultimate U-lock, plus an extender cable.

They’ll be supporting our work campaigning for safer cycling in London as well as receiving a host of great benefits.

MEMBERSHIP BENEFITS • Third-party insurance cover • Free cycling legal advice • Discounts with 100+ bike shops and top cycling brands • Subscription to London Cyclist magazine • Priority entry into major sportives • Free ABUS Ultimate U-lock with extender cable Visit www.lcc.org.uk/locks or use the QR code below

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

RIDES

ADVICE

LONDON LOOP 59 RIDE PLANNING 62

BIKES

PRODUCTS

SALSA & CUBE 64

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In association with

RIDES

VICTORIAN GEMS &

MODERN MASTERPIECES Let guidebook author Tom Bogdanowicz lead you on a city tour of architectural delights

Photos: Tom Bogdanowicz

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HIS RIDE is one of more than 40 in the new (4th) edition of Cycle London (formerly the London Cycling Guide) by LCC’s Tom Bogdanowicz. Several of the new updates come courtesy of LCC members.

Vying for attention with London’s iconic Victorian buildings on this ride are new developments like Coal Drops Yard in King’s Cross where Londoners gather to eat, drink and shop in award-winning hybrid constructions that mix old and new. The ride also showcases one of London’s most popular new cycle tracks, at Blackfriars, where LCC members demonstrated repeatedly about the poor cycling conditions. You also get to see remarkable restorations of marvels like St Pancras and modern milestones like the Brunswick Centre and the British Library. The ride passes many cycle hire docking stations and is largely flat.

FACTFILE START/FINISH: Blackfriars station LENGTH: 15km (9 miles) TIME: 2 hours TYPE OF RIDE: mostly cycle tracks and quiet streets.

Largely flat with one slight incline.

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.

VICTORIAN GEMS & MODERN MASTERPIECES

1 B’FRIARS Southwark STATION Station 1km

2 3 King’s Cross 5km

Coal Drops Yard 5.5km

4 Caledonian Clock Tower 7.25km

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5 British Library 10.5km

Sir John Soane Museum 13km

B’FRIARS STATION

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RIDES

Ride Guide 1] BLACKFRIARS CYCLE JUNCTION & SOUTHWARK STATION Opened in 2016 by then Mayor of London, Boris Johnson, the wide two-way tracks heading east-west and north-south were the showpiece of his effort to meet a commitment to LCC to deliver a new generation of Dutch-grade cycle lanes. Johnson’s Cycle Commissioner Andrew Gilligan kissed the ground as LCC members celebrated at the Blackfriars launch.

The tracks have been so successful, ridership up 70% within months, that they now overflow at peak times.

The northbound track is eventually expected to connect with an eastwest route in Camden.

The first stop on the route is Southwark Station. Built in the 1990s

by Richard MacCormac of MJP architects, it has a cavernous ticket hall. MacCormac says he was inspired by 19th-century Prussian architect Karl Friedrich Schinkel.

2] KING’S CROSS & ST PANCRAS King’s Cross station was designed by Lewis Cubitt in 1850 in classical style.

Recently restored, the façade cleverly reflects the large rail sheds behind it (Harry Potter fans can visit platform 9 ¾ where there’s always a selfie queue). Next door, St Pancras station, now a hotel, is a contrasting gothic extravagance of 1868-74 by Sir George Gilbert Scott.

3] COAL DROPS YARD The land behind Kings Cross was once a giant Victorian delivery hub with trains dropping coal (hence the name) into canal barges or carts below. Once deliveries switched to roads the yard became disused to re-emerge as a rave-era clubbing destination. There were plans for a

VICTORIAN GEMS & MODERN MASTERPIECES park, but commerce won out and a mixed use location ensued. Starchitect Thomas Heatherwick (who also designed the new version of London’s double-decker bus) was behind the award-winning ‘kiss’ unification of the two long coal drop yards. They are surrounded by assorted other award winners, including 4 St Pancras Square and Victoria Hall, as well as the HQs of IT giants Google and Facebook.

It’s worth crossing the footbridge over the Regent’s Canal (just west of the ‘kiss’) to visit St Pancras churchyard where you will find the Thomas Hardy tree, where Dr Polidori who wrote The Vampyre lies; activist Mary Wollstonecraft is also buried nearby, plus the inspiration, in Sir John Soane’s monument, for Sir Giles Gilbert Scott’s later red telephone box design.

4] CALEDONIAN PARK CLOCK TOWER For breathtaking views this destination is a must (check website for tower tour dates). The tall Italianate Victorian tower was the centrepiece of a cattle market with matching pubs on the four corners. It is now a visitor centre and, assuming you can climb steep steps and book onto a tour, there is a superb panorama of central London from the top. Prior to becoming a cattle market in 1855, the park was the home, Copenhagen House, of the Danish Ambassador. As you cycle through nearby Camden Square you can pay tribute to local resident and musician Amy Winehouse who lived at number 30.

5] BRITISH LIBRARY, BRUNSWICK CENTRE & MARY WARD HOUSE Pedalling down some of the many local cycle lanes built thanks to the

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].

efforts of Camden Cyclists, you can enjoy a visual tour of some of the last century’s architectural icons. The giant red brick building in Ossulston Street is the British Library by Wilson and Long. The solid wall facing Euston Road illustrates the defensive style of architecture developed in the face of high traffic volumes. The interior courtyard, accessible from Ossulston Street, is a contrasting oasis of calm.

Crossing Tavistock Place and its busy cycle track, look to the right to see the 1895 Mary Ward House, a highly influential work of the Arts & Crafts era

by Smith and Brewer. You will love or hate the brutalist Brunswick Centre of the 1960s, described as a “heroic failure of low rise, high density design”.

6] SIR JOHN SOANE MUSEUM Sir John Soane, whose tomb you will have seen at St Pancras churchyard, was a collector of antiquities as well as an outstanding architect (Bank of England, Dulwich Picture Gallery). The son of a bricklayer he bought two houses in Lincoln’s Inn Fields (12 and 13) and rebuilt them to house his ever-growing eclectic collection of ancient artifacts.

Entrance is free.

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CUT-OUT AND KEEP

VICTORIAN GEMS & MODERN 4 MASTERPIECES

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

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RIDE PLANNING:

WHAT TO TAKE

John Kitchiner is editor of London Cyclist and has travelled the world by bike

In the final part of our series on ride planning, we look at what you should consider taking on your cycle trips, whether it’s just a simple day’s exploring or a multi-day tour. We’ll also suggest the most optimal ways to carry your gear for a variety of adventures, including a brief ‘what goes where’ guide to getting the most from the latest style of bikepacking bags and luggage.

3. LONGER TRIPS: GO AS LIGHT AS POSSIBLE For overnight trips or suffices, especially if you’re long weekends, where able to carry waterbottles you’ll be staying in regular (often the heaviest item) on accommodation, some of your bike. Spare clothes, extra the bags opposite will work. layers, non-bike shoes and But a 25-litre rucksack usually food will fit easily.

2. DAY RIDE: CARRYING THE BASICS So how to carry those basics? frame/toptube bags that do Well roadies have long the same job. Also — whisper favoured either stuffing the it quietly — the ‘bumbag’ lot in rear pockets of a jersey (waist pack) has made a or into a small saddlepack. comeback and the modern Nowadays there’s myriad ones are worth considering.

4. CYCLING & CAMPING If you’re carrying your ‘home’ on your bike, you still need to pack as light as possible and minimise ‘luxuries’. Cycle tourers can carry expedition levels of kit in an array of

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panniers, but the pace of travel can be quite slow. So much kit is overkill for most people, though, and a ‘lighter, faster, further’ approach is possible with some planning.

Images: Ortlieb, Silca

1. DAY RIDE: THE ABSOLUTE BASICS What you carry really always carry one spare depends on how long your inner tube (or repair kit), a ride is and, to some extent, mini-pump, tyre levers and what kit you have available. multi-tool. Plus a lightweight But for even the shortest jacket, water, and, of course, a rides, we recommend you phone and some money.

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

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HOW TO In association with

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

5. SADDLEPACKS Lighter loads, well distributed across the whole bike, leads to better overall handling.

The key is balance: light stuff goes front and rear, heavier stuff goes central. We put

a second inner tube right at the bottom, then our Jetboil stove and food wedged tight by evening clothes, and a warm top or waterproof jacket last for easy access.

7. FRAME BAGS These come in all shapes and sizes now, from ‘half bags’ (pictured) to full-frame whoppers. We prefer the former, paired with a couple of waterbottles. Inside we’ll

6. BAR BAGS s Again, to ensure handling isn’t compromised, this is where the light yet bulky gear goes.

In good weather we’ll use a bivvy bag, 2-season sleeping bag and blow-up mat; all this

fits in a small 12-litre bar bag.

But we go up to a 20-litre bag if using a 1-person tent. Tent poles can add rigidity to the bag, but if they don’t fit here move them to the frame bag.

8. TOPTUBE/DOWNTUBE BAGS Fast becoming our most balm in summer. As with all used bag, here’s where we the bags, don’t overstuff in carry our phone, powerbank, case of zip failure. compact camera, wallet, NB: in many cases dry bags lights and ride snacks. Also and ski straps can be used to handy for sunscreen and lip lash gear just about anywhere.

stash our basics (step 1), more food, gloves, Buff, a minimal first aid kit, and cables for electronics (in a ziplock bag).

And sometimes even a small café-style cable lock.

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BIKES

HOT TECH

NEW E-BIKES Compact e-bikes are having a moment right now, so we look at a small hybrid that doesn’t have small bike compromises MODEL: CUBE COMPACT HYBRID n £2,899 n cube.eu

Test: Richard Peace

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HE TWO 20in-wheeled e-bikes in Cube’s Compact Hybrid line-up both use a one-size-fits-all frame, with handlebars that can be flipped 90-degrees in seconds for easy parking and storage. The 2022 models use powerful Bosch Performance Line mid-drive motors (one down from Bosch’s top-performing Performance Line CX), and there is a choice of hub gears or a Shimano Tiagra 10-speed derailleur on the ‘Sport’ version.

For the past 18 months various family members have been riding a 2021 Compact on an almost daily basis and it’s become a firm favourite. That’s because it mixes ease of use and smooth motor performance with rider comfort, and small space stowability.

Our model has a slightly less powerful mid-drive motor in the shape of the Bosch Active Line Plus, though in practice we’ve found there’s really not much this one can’t do that motors with larger torque ratings can — it just does it a bit slower up the hills than its punchier but pricier stablemates.

We’ve even been towing very heavy

loads up steep Pennine hills with it.

In any event the 2022 versions will all give you extra hillclimbing pep.

A wide ratio of gears helps get the most out of such a bike and the Shimano Nexus 5-speed internal hub we’ve tested actually has a wider gear range than the 10-speed derailleur option. It also has beefy internals as it’s rated for e-bike use specifically (some riders of powerful mid-drive e-bikes report them damaging their gears quite quickly).

Perhaps we would have liked a lower bottom gear as standard, but that can easily be solved with a larger rear sprocket. Other aspects of the ride were also smooth and trouble-free, from the hydraulic disc brakes to the super comfortable Schwalbe 2.5in-wide balloon tyres.

There’s now an increasing

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FACTFILE n One-size-fits-all frame uses height and reach adjustable handlebars and stem, meaning it will fit any rider from 5ft2in to 6ft2in (1.60m to 1.90m). n Effective, hardwired front and rear lights. n Handy USB light/phone charger on main bar-mounted computer unit. n Optional headtube mounting front rack. n Full-length mudguards and rear rack included in standard spec.

amount of competition in the premium compact e-bike market, from the similar, longer Tern Quick Haul to the cheaper, lower-specced Orbea Katu E-30. However, Cube’s Compact Hybrid is a great example of the virtues of compact e-bikes and excellent value for money for the overall package.

VERDICT + Schulz Speedlifter Twist Pro flips the handlebars so quickly and never failed despite repeated use. Why don’t more bikes have this space-saving feature? + Wonderfully performing and puncture-proof Schwalbe balloon-style tyres. + Strong Shimano 5-speed hub gears especially designed for mid-drive e-bikes. + Does many of the things bigger e-bikes can do in a smaller, more convenient set-up.

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BIKES

NEW ADVENTURE BIKES

Could this be the ‘one bike’ for you? We hit the trails to find out MODEL: SALSA JOURNEYER GRX 600 n £2,350 n lyon.co.uk

Test: John K, katy Rodda

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HILE SALSA MIGHT be a familiar name to many old school mountain bikers, it’s perhaps not so well known in the wider cycling world.

Its range, mostly of an ‘off-road’ bent, includes fat bikes, enduro mtbs and expedition tourers, plus, more recently, gravel and road rides. The brand new Journeyer is pitched as its workhorse all-road adventure machine, and even comes in two wheel size options — 700c or 650b — at every spec level.

Only the priciest model was available in our size for testing, but there’s half-a-dozen lower-priced versions starting at £1,070, or a frameset only for £710. All models come in six sizes too, from 49cm right up to 60cm.

The beating heart of the Journeyer is a finely detailed 6061 aluminium frame, with oodles of tyre clearance and more luggage carrying potential than a family of Sherpas. There’s front and rear rack mounts, toptube and downtube mounts, bottle mounts, mudguard mounts and even a ‘Three-Pack’ mount on each fork leg! In other words, it will carry all you need for a few weeks’ camping, or a very substantial weekly food shop.

Luckily, even when heavily laden, the bike felt balanced and certainly never laboured.

The Waxwing carbon fork has room for 50mm tyres and the stock Teravails clearly showed the benefits of wider rubbers: added comfort across mixed terrain and extra grip,

especially on loose surfaces. A crisp Shimano GRX drivetrain combines double chainset up front with 11-34t cassette out back for a solid gear spread. We didn’t find it wanting on our local hills, though Lakeland cols might be trickier with all the kit. The excellent disc brakes are likewise a match for anything.

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Impressively the GRX 600 weighed in at a shade under 10.5kg (23lb), which explains its spritely handling and acceleration when untethered. We think it’s a great, lighter alternative to a steel frame, not just for extended tours but with enough added versatility to make it appealing to a wide variety of riders.

FACTFILE n Massive range of size options available, from 49cm (XS) to 60cm (XXL). n Option of 700c or 650b wheels, in each model.

VERDICT + Lightweight aluminium frame feels spritely and accelerates more like a road bike. + Frankly ridiculous luggage-carrying potential. + Now we need to try the 650b version!

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TOUGHEST BIKE LOCKS While bike theft seems to be on an upward curve again, luckily there’s more choice than ever for super tough locks that will thwart most criminal intent

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ROM 2017 to 2021 a whopping 162,943 bikes were reported stolen in London, according to the Met. These bikes had a combined value of £93m. More than 37,000 were stolen in the first year of the Covid pandemic alone. So making sure your bike is properly locked (ideally with at least one Sold Secure Goldrated lock and a secondary lock) makes sense. Forget cheap cable locks that can be cut with pliers, look for something stronger...

#2 KRYPTONITE EVOLUTION STD One of the most instantly recognisable locks around, the Evolution STD is a no-fuss option that will suit pretty much any bike. Gold-rated, its 14mm steel shackle will hold a frame, wheel and Sheffield stand in most cases. The bracket is easy to fit and it comes with three keys (one with an LED light fob). n £89.99 n freewheel.co.uk

#3 MASTER LOCK 8279 EURDPRO

With a 14mm double-locking steel shackle, the 8279 has recently been awarded Sold Secure Diamond rating (the highest level for bicycle locks). It can withstand 2 tonnes of pull weight, so ideal in high risk areas. The bracket is easy to use and four keys are supplied. n £39.95 n masterlock.eu

#4 HIPLOK GOLD #1 ABUS GRANIT X-PLUS 54 MINI REVIEWS: Richard Hawkins, Toby Zeidler

With its compact size and 13mm square-edged steel shackle, the Mini is an impressively light and immensely strong option for city cycling. Sold Secure Diamond-rated, the cyclinder has in-built picking protection and a double locking system. It even fits in some back pockets (no frame bracket supplied). n £89.99 n extrauk.co.uk

Uniquely designed to be worn around the waist (30-44in), this Gold-rated chain lock (with 10mm links) features an adjustable strap and locking length of 85cm. It’s a good way to make a heavy lock more portable, but not ideal for those with back issues. Comes with three replaceable coded keys. n £89.99 n hiplok.com

#5 ONGUARD X PITBULL DT 8005 This Gold-rated, generously-sized (230mm shackle length) lock will fit frame, wheel and stand on most bikes, plus has an added cable to secure front

wheels and accessories like helmets.

Five laser-cut keys supplied. n £39.99 n moorelarge.co.uk

#6 OXFORD ALARM D-PRO DUO

This 3-in-1 design combines a 14mm steel shackle, 1.2m cable and 120db shock-activated alarm (comparable to a car alarm). It’s an impressive triple whammy deterrent that’s also Sold Secure Gold-rated. The alarm has a longlife battery and rainproof protection. Comes with three keys. n £69.99 n oxfordproducts.com

#7 SQUIRE STRONGHOLD D16/230 Pairing a 16mm boron steel shackle with a hardened steel locking cylinder makes this the toughest lock on test, so no surprise it sports the top Sold Secure Diamond rating. It’s made in Britain and recommended for e-bikes and high-end bikes. The key system is ultra-secure too and replacement keys are available (using personal key card). n £139.99 n ison-distribution.com

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REVIEWS

#1

#2

#3

#6

#7

#4

#5

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REVIEWS

CYCLE SHORTS Bike shorts aren’t all of the tight Lycra variety thankfully, so here’s a selection of baggier, comfier, more practical options

#1

#1 ALTURA ESKER

TRAIL SHORTS

With dozens of products for serious adventurers to daily commuters, Altura has one of the biggest ranges for men and women alike. Just below its top-drawer waterproof shorts sits the Esker, a new model that’s really at home off-road, but has the sort of subtle styling that’s plenty happy around town too. Length is right on the knee, the fit is generous rather than tailored, and a high back keeps drafts at bay. Unusually there’s no waist adjusters, rather a stretch panel on each side; it fits nicely if you get the sizing right, but we’d like to see one more set of belt loops to make that a realistic back-up option. n £55; 5 sizes; 2 colours; altura.co.uk

#2

coating so showers won’t ruin your day (but they are still a warm weather item).

Zippered hand pockets and phone pocket are ‘hidden’ on the seams and a minimalist waistbelt means there’s nothing digging into your stomach.

Inseam comes to just above the knee. n £49.99; 5 sizes; 2 colours; freewheel.co.uk

#3 RAPHA WOMEN’S TRAIL SHORTS Having tested the brand’s Core Cargo shorts a few months back (think Lycra shorts with pockets), we’d rate the

#3

All cloth ing reviewe d in Lon don Cyclist is availa men’s an ble in both d options. women’s Check b rand website s for info .

Trails as far better all-rounders (paired with a liner) and more acceptable for off-bike wear. The high elastane content (12%) and light fabric means they feel very comfortable even on the hottest days and we particularly loved the low-profile waist. The dedicated pocket just about held our iPhone, which was a bonus as many don’t. Leg length is just below the kneecap but not too long. n £110; 6 sizes; 4 colours; rapha.cc

#4 DHB TRAIL SHORTS

They might only do one pair of baggies for men and women, but we’re pleased to say they hold their own versus the competition. The polyester material has proved durable across winter and spring rides, the inner leg gusset preventing restricted leg movement and the half-elasticated waistband has a neat ‘captured’ closure that hasn’t popped open unexpectedly once.

Perhaps our sole concern was the sizing; we had to size down for the best fit as our usual must have been confused with MC Hammer’s order. n £62; 6 sizes; 2 colours; wiggle.co.uk

#4

REVIEWS: John K, Susi Owusu

#2 MADISON WOMEN’S ROAM SHORTS Shorts rarely come as pared back as the Roams and we think they’re all the better for it. The superlight fabric has a lovely four-way stretch, plus an added yoke to the rear which we found really made a difference when you’re moving around on the bike. And there’s a DWR

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REVIEWS

REVIEWS: John K, Jon Collard

CYCLING BOOKS

CYCLING LONDON Tom Bogdanowicz

LOST LANES CENTRAL Jack Thurston

waterstones.com; £12.99

wildthingspublishing.com; £16.99

If you stopped to read our ‘Victorian Gems and Modern Masterpieces’ feature on page 59, you’ll probably have noticed that that route was adapted by LCC’s Tom B from the fourth edition of his best-selling Cycling London guidebook (previously called London Cycling Guide). The formula remains largely the same this time, only with updated info and a few new rides to try out.

The 40 routes are spread across the city, from Epping Forest in the east to Hampton Court and Bushy Park in the west. Each is supplemented with images of the main highlights, local info and navigational details. But where this book wins over so many guides is the mapping; it’s given space, not treated as an afterthought and key points aren’t obscured.

Additional chapters on cycling with children, urban cycling technique and bike checks are all worth a read too.

Thurston’s Lost Lanes series was already on our favourites list, but the author’s not been resting on his laurels and this fifth offering heads to the Midlands, Lincolnshire, Peak District, Cotswolds and Shropshire Hills for further inspiration. As before, the routes — 30 in total — are evenly spread across these regions and the difficulty levels (rated from easy to challenging). But one of the things we really like is that each of the rides is also put into a ‘Best for’ category — eg Best for Wild Camping, Best for Families, Best for History and so on. It helps you make a more informed choice on where to head.

The supporting images are of the highest quality, and while the maps are too small to be anything other than illustrative, you do get access to GPX files which can be used on a smartphone. It’s a polished product all round.

SOUTH DOWNS WAY GUIDEMAP Vertebrate Publishing adventurebooks.com; £14.95 The South Downs Way (SDW) is one of Britain’s best loved national trails and the only one wholly contained in a national park. It starts in Winchester and covers 160km (100 miles) before arriving in Eastbourne, and it’s all accessible by bike (there are separate cycling and walking sections in places). And due to its easy access from London it’s rightly popular, which isn’t surprising when you consider it passes such beautiful locations as Arundel, Devil’s Dyke and Ditchling Beacon.

But carrying multiple maps for such a long distance path isn’t really practical, which is where this handy 1:40,000 waterproof map comes in.

The custom map extracts are excellent, clear and simply annotated, plus the distance charts super useful. Plus the sheet itself is durable enough to be folded and refolded without damage. It’s so good you won’t need a GPS.

CYCLING HADRIAN’S CYCLEWAY Carl McKeating and Rachel Crolla cicerone.co.uk; £11.95 Cicerone has been growing its cycling output rapidly in recent years and there’s now dozens of UK-related bike books alone in its 400-strong portfolio. Cycling Hadrian’s Cycleway is a new title and came out during the Covid pandemic. The guide primarily describes a three-day ride of 50-60 miles per day, suitable for an average cyclist, but also outlines shorter and longer options to suit all preferences.

The route starts in Ravenglass, heads up the Cumbrian coast via the Solway Firth, then turns west to cross northern England along Hadrian’s Wall and into Northumberland. It visits heritage centres, Roman forts, abbeys and historic towns before hitting the North Sea at South Shields. With lots of accommodation options to choose from, it’s a good choice as a first ‘Coast to Coast’ and usually pretty quiet.

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ICONIC BIKES

1971-2020

Dawes Galaxy One name always crops up when talk turns to dedicated touring bikes, says John Kitchiner, who reminisces about the leading light of its genre

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During its lifetime the Galaxy was always one of those bikes to which the maxim ‘if it ain’t broke, don’t fix it’ seemed to apply; very little changed since the early days other than aluminium and titanium versions being rolled out alongside the Reynolds steel original, and disc brakes and lever-indexed gears becoming more standard over the last decade.

Arguably the best-loved Galaxys are from the ’80s and ’90s, featuring cantilever brakes, triple chainsets (an idea pinched from the mtb boom era), externally routed cables, full-length mudguards, rear rack and bombproof 32mm (often Schwalbe Marathon) tyres. Frequently you’d find colour-matched leather saddle and handlebar tape, and sometimes lovely touches like spare spoke holders on the chainstays. Not forgetting toe clips on the pedals so the rider could opt for more comfortable non-cycling shoes.

With the growing popularity of ‘bikepacking’ and the plethora of bags and accessories to support it, plus the rise of lighter, more versatile gravel/adventure bikes, it might be a tricky comeback if the Galaxy is to hit the road again. But as longtime owners ourselves, it’s something we’d love to see.

Illustration: David Sparshott

ACKING UP YOUR panniers and heading off into the sunset for a few weeks of self-supported adventure sounds great, doesn’t it? But truth be told, cycle touring has always remained a niche part of the bike world, enjoyed by a small dedicated band when compared to road riding, mountain biking and general urban cycling. And touring bikes themselves have mostly always lacked that je ne sais quoi, that ‘cor blimey’ kerb appeal, by very dint of them being designed as sturdy workhorses.

Beauty is in the eye of the beholder, however, and one name — in fact one model — stands head and shoulders above all other tourers in terms of prestige and desirability: the Dawes Galaxy. Introduced in 1971, it was one of the first off-the peg touring bicycles available at a time when most rivals were expensive custom-made machines. It went through multiple iterations over the next 49 years until the company finally announced an end to production in 2020 — another victim of the Covid pandemic. Diehard fans needn’t fret though, as the company has said it intends to bring the name back in the next year or two once global supply issues have settled down.

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