London Cyclist Winter 2020

WINTER 2020

15-MINUTE CITIES

ROYAL PARKS REVOLUTION? HIGHWAY CODE CHANGES E-BIKES & LONG COMMUTES CYCLING IN WINTER LIGHTS REVIEWED

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MAGAZINE OF

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WINTER 2020

contents

News | Features | How To | Travel & Rides | Bikes & Reviews FEATURE > 12

HOW TO 44

GUIDES FITTING A NEW

PAIR OF GRIPS

John Kitchiner is the editor of London Cyclist and confirmed bikeaholic

We’ve previously looked at replacing handlebar tape on road bikes, but the majority of cyclists probably have either ‘slide on’ or ‘lock on’ style grips on their bike. Both these options are far more straightforward to fit, though there’s still a few things to watch out for — or to make it even simpler! Slippy grips are no use to anyone, so check if yours need a quick winter upgrade...

1: TOOLS FOR THE JOB To remove and fit ‘slide on’ grips you’ll need a long flathead screwdriver, multipurpose lube, cloth, rubbing alcohol and hairspray, plus possibly a sharp blade. For

‘lock on’ grips all you need is a 2.5mm or 3mm allen key.

TOP TIP: Grips with some life left in them can often be repurposed (eg on a variety of DIY and gardening tools).

2: LEVER OLD GRIPS OFF The trick here is to lever little multi-purpose lube into the old grips off carefully, the gap you’ve created. Work without damaging them the tool and lube slowly further. Use a long flathead around the inside of the grip. screwdriver and push it under This should then allow you to the grip, before squirting a twist the grip off cleanly.

3: CLEAN THE BAR The grip area of the handlebar needs to be completely clean before putting the new ones on.

Use a craft blade (or very fine sandpaper) on more

stubborn bits of rubber that have been left behind, then use rubbing alcohol or soapy water for the final clean.

Dry thoroughly. Also check there’s no damage to the bar.

4: DIG OUT THE HAIRSPRAY Bike forums are full of Ignore them all. The only bad advice on the best thing you need is hairspray. way to fix ‘slide on’ grips, Either spray a little directly from superglue and carpet onto the bar, or spray a little adhesive to artist’s spray around the inner edge of the mount and toxic chemicals. grip. Don’t overdo it!

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48 WELDTITE lubes, cleaners and repair kitsa vailable from: East Side Cycles, E2 8QR //

SOUTH-EAST

Adam Bone from IBikeLondon guides us on a beautiful loop of parks and open spaces

LONDON PARKS

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BIKELONDON HAS been running monthly rides for many years now, combining a love of music with a passion for cycling. Recently reaching out to more diverse communities and those newly discovering the joys of cycling, the team has fun themed rides planned throughout the year.

However, for obvious reasons in 2020, IBikeLondon has been doing things quite differently. Due to the Covid-19 pandemic, the team has taken the step to simply publish routes and the date/times when

they will be riding the route, in order to minimise gatherings. And the November lockdown rules don’t allow you to mix outside with more than one person from a different household anyway. We want to encourage everyone to do their bit to help slow the spread of the virus by socially distancing, and by wearing a face mask and cleaning hands regularly.

So this year’s Santa Cruise Ride will hopefully be ridden on the 19 December (https://fb.me/e/7SqINHhAY), but can be tackled any time. It includes cycle paths, quiet

streets, woodlands and parks, with the Greenwich Park section having two options. Only where the route crosses the A2 near the end should extra caution be required.

FACT FILE DISTANCE: 39km (24.5 miles) ASCENT: 289m SUITABLE FOR: all bikes with good puncture-resistant tyres and a nice spread of low gears.

NEAREST STATIONS: Greenwich (both mainline and DLR services) and Cutty Sark DLR.

SOUTH-EAST LONDON PARKS

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GREENWICH

BECKENHAM PLACE PARK 12.5km

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3 CRYSTAL STH NORWOOD PALACE PARK 25km CP 20km

DULWICH PARK 30km

GREENWICH

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GREEN GEAR

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Could the Royal Parks finally close their gates to throughtraffic?

FEATURE > 19

The appeal of ‘15-minute cities’ is growing, so we explain how it all works

Edwardes Camberwell, SE5 0HG // The Hackney Peddler, N16 8AA // & all good shops

INTERVIEW > 24

We speak to the man tasked with shaping the post-Covid transport network in London

It’s time for politicians of all stripes to work together for the common good.

ASHOK SINHA, OPINION, PAGE 9

E-BIKES & LONG COMMUTES, 30

FEATURE >41

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CYCLING IN WINTER, 36

LONDON LONDONCYCLIST CYCLISTSummer Winter 2020 61

Long overdue changes put cyclist safety at the centre of the new Highway Code

Could these giants (SUVs) be on the way out, replaced — in cities at least — by micro cars?

CARLTON REID, OPINION, PAGE 10 LONDON CYCLIST Winter 2020 3

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CONTENTS | WINTER 2020

Cover image: Andy Donohoe Models: Trish & Jo Location: Wandsworth

EDITORIAL

Shift of focus back to climate I

T’S HARD TO know exactly where to start when reviewing 2020 at year’s end, because it’s thrown up so many unique circumstances for each one of us. Clearly the Covid-19 pandemic has dominated global news, with Collins Dictionary declaring ‘lockdown’ as its word of the year: “It encapsulates the shared experience of billions of people”.

Rewind just 12 months, however, and the Collins word of the year was ‘climate strike’. A reminder that the most important, defining issue of our lifetimes has slipped off the collective radar. So, as scientists warn that the emergency is worsening as fossil fuel dependency yet again soars, it’s time to reassert it as our number one priority.

At LCC we’ll be pushing on with the Climate Safe Streets campaign ahead of next May’s mayoral election and working to ensure cycling remains a key part of any ‘green recovery’. In this issue we look at the brilliant ‘15-minute city’ concept that’s being pioneered in Paris, we update on what the Royal Parks are doing to limit through-traffic, and interview the man tasked with shaping the London transport network’s post-pandemic future. Three of the extended LC team see if e-bikes are the solution for longer commutes and we have top tips on cycling through winter.

Here’s to another big year for cycling!

John Kitchiner Editor

LCC MEMBERS’ LEGAL HELPLINE Osbornes Solicitors 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 (londoncyclist@lcc.org.uk) Design: Anita Razak Contributors: Fran Graham, Simon Munk, Tom Bogdanowicz, Rob Eves, Ashok Sinha, Carlton Reid, Katy Rodda, Richard Peace

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

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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.

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Winter 2020

BUDDY UP TO GET MORE PEOPLE CYCLING New scheme brings pedal-loving Londoners together to improve confidence and keep exercising during pandemic and returning riders to build their confidence on the road and does that safely within ongoing coronavirus restrictions.

“Cycle Buddies is really easy to sign up to,” said Mary Burke, after being paired with a more experienced local rider. “It doesn’t cost anything and it’s incredibly useful. It encourages cycling newbies to commit to using the bike more and gain confidence with it; I learnt a lot from it.”

Another fan of the scheme, Trish Gillett (who is featured on the cover of this issue, with her buddy Jo) said: “I used to go dancing three times a week, but had to give all that up in lockdown.

This is the perfect replacement. Before I joined Cycle Buddies I was just doing short local rides, but now I feel confident to go much further. I’m in my 50s and it’s so much better for me getting around like this.”

To help out as an experienced rider, introduce new riders, or find out how your borough can get involved, go to lcc.org.uk/cyclebuddies.

Pass your experience on to a new cycle buddy: Sign up online

Photo: Will Norman

Photo: Tony French

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NEW SCHEME — Cycle Buddies — has just launched across most inner London boroughs, and an increasing number of outer boroughs, to help more people take up cycling during the pandemic. Cycle Buddies helps new riders to make essential journeys safely, supporting physical and mental wellbeing in the process.

Started in Wandsworth as the country emerged from the first Covid-19 lockdown, the project has now introduced more than 100 new riders to experienced pedal partners. The project matches up people who are new to cycling in the capital, or have not ridden a bike for a while, with someone who can show them the ropes.

The buddy pair can ride together to the shops, to workplaces, or just to the park for practice.

For those who still have to head into work during lockdown, cycling may be the safest way to do so. And for people otherwise stuck at home, getting out on a bike may be the best way to get some exercise. Cycle Buddies allows new 6

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NEWS

WINNERS OF CAMPAIGNER AWARDS 2020 ANNOUNCED

Spending on cycle infrastructure since pandemic began

7.7

STREETSPACE PLAN DELIVERS RAPID RESULTS FOR CYCLING

(across Europe, up until Oct 2020)

Additional cycle funding per person in Finland (in Euros)

4.8 Additional cycle funding per person in the UK (in Euros)

907 million Amount in £UK spent on cycle infrastructure (more than 1bn Euros)

2300 km

Spending includes this amount of new bike lanes (1,400 miles) (Source: European Cyclists Federation)

Photo: TfL

IN A COMPLETELY unpredictable and difficult year, LCC’s campaigning network has been incredible, throwing its weight behind the Streetspace programme to support a roll-out of cycling infrastructure at a rate never seen before.

We held LCC’s annual Campaigner Awards online on 27 October to celebrate the amazing work of our local campaigners, including presenting awards for Best Community Outreach to Wandsworth Cyclists for Cycle Buddies, and Campaigner of the Year to Sylvia Gauthereau for her fantastic work with Brent Cycling Campaign.

For the first time, we also presented awards for work outside the LCC network, to allies and projects that have supported cycling over the past year, including to Laurie Johnston as Active Travel Campaigner of the Year for her tireless work in south London.

For a full list of awards, with details on who won or was highly commended, head online: lcc.org.uk/campaigneraward-winners-2020

THE FACTS:

THE LAST eight months has seen the most rapid progress on cycling London has ever witnessed, under the Mayor’s Streetspace Plan. The first round of funding delivered: n Cycle tracks — around 120km of new protected cycle track using temporary materials (complete or in construction). This is on top of over 100km of track Mayor Sadiq Khan delivered prior to Streetspace, and 53km under predecessors. n Low Traffic Neighbourhoods — 92 LTNs that remove through-traffic from residential areas, across 18 boroughs. Academics suggest 1,000+ ‘modal filters’ were already in place prior to lockdown and Streetspace has added more than 400 new ones. n Bus Lanes, School Streets — on top of pavement widening, more than 300 School Street schemes, plus 86km of 24/7 bus lanes have also gone in.

Big thanks to all those who contributed to this new infrastructure and defended its introduction.

AGM GOES ONLINE FOR 2020 LCC’s AGM was held online on 28 October. After the lively and stimulating multi-session online Campaigners’ Conference that preceded it over the previous week, this was a stripped back affair consisting of essential business only. Attendees heard reports from the Chair, Terry Patterson, the Treasurer, Simon Clark, and the CEO, Ashok Sinha, who all took questions. (Their reports are still available at tinyurl.com/LCC2020AGM).

The Board election result was also announced, with Christian Wolmar re-elected, and Sylvia Gauthereau and Kris Sangani joining for the first time. Warm thanks to Amy Foster, Megan Sharkey and Matt Sparkes for their hard work as Trustees.

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OPINION

Get behind LTNs Despite the media frenzy, Ashok Sinha argues that such schemes are critical to achieving zero carbon targets

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ET’S START with the facts. Low Traffic Neighbourhoods (LTNs) work. And they are popular. That doesn’t mean that every LTN is well-received, welldesigned or achieves its aims. But the history of LTNs in London is that they reduce rat-running, and bring down pollution, congestion and carbon emissions. Once given time to bed in, you rarely find too many voices calling for a return to High Traffic Neighbourhoods.

Of course, if you were visiting from Mars and picking up a digital newspaper for the first time you may think that LTNs are devilspawn, the creation of jumped up panjandrums intent on foisting an eco-authoritarian utopia on an oppressed citizenry. Green political correctness gone mad.

This is, of course, not the case.

LCC has been arguing for years that LTNs are an essential tool for making our streets, particularly in residential areas, safer and less intimidating places in which to cycle. More recently, in our Climate Safe Streets report, we argue that they are similarly vital in achieving zero carbon roads by 2030, which we believe is absolutely necessary if London is to play its part in meeting the Paris Agreement on the climate emergency.

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That is not to say that change is easy. Traffic displaced by LTNs will go elsewhere to begin with, so you can see why some of those affected may initially find this harder to swallow. But we must not lose sight of the central point: as LTNs roll out, they will bring increasing benefits to more and more communities and businesses.

People adapt: they walk, cycle or take the bus, or re-time their car journeys. The sky does not fall in — witness the evidence from poster-child Waltham Forest’s mini-Holland scheme, which is overwhelmingly positive.

Climate Safe Streets We are aiming for a future in which every neighbourhood has low levels of motor traffic, increasing quality of life, health and wellbeing for all.

Fewer private car movements also creates more space for business traffic, with through-traffic constrained to main roads, and access to residential streets limited to services and deliveries.

“It’s time instead for politicians of all stripes to work together for the common good”

Ashok Sinha Chief Executive of London Cycling Campaign

Importantly, LTNs are only part of a policy package to achieve low traffic, people-friendly, zero carbon roads. As we lay out in Climate Safe Streets, we also need a dense, city-wide, high quality cycling network, enhanced public transport, smart road user pricing (all the more relevant as TfL’s finances go through the floor) and convenient and affordable car hire/ clubs for when only a car will do.

In a sensible world, boroughs and TfL would be given the space to work closely with communities to trial LTN schemes, making adjustments as they go and consulting before making such schemes permanent. In fact they are doing just this, but under relentless bombardment from the genuinely concerned to political opportunists. In this context it’s a real shame that Shaun Bailey, Conservative candidate for Mayor has jumped on this bandwagon, putting him at odds with his fellow Tories in government.

Now is not the time to break the cross-party consensus that has taken root in support of radical action to promote green, active travel, and reduce motor vehicle overuse in our city. It’s time instead for politicians of all stripes to work together for the common good. That means getting behind LTNs.

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OPINION

Giant-slaying tech Could modern cycle-cars finally sound the death knell for oversized, polluting SUVs, asks Carlton Reid?

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BESITY KILLS. In cars, as well as humans. Today’s Mini is substantially larger than the 1960s original. Many models from other marques have also become wider, longer and heavier. Israeli industrial designer Ron Arad played with this idea when, in 2014, he fronted a special edition Fiat 500 that featured the skimpy painted outline of the 1957 original on the side of the far fatter contemporary vehicle.

Some of this bloat is thanks to safety-feature accretions (to benefit occupants, of course), but for the most part it’s due to consumer demand. People have long wanted more luxury in their cars, and luxury adds space. (There are also fatter margins in larger cars). Of course, the leaders in this particular arms race are SUVs. You’ll have doubtless seen the social media photos of children standing, dwarfed, in front of these behemoths, wholly invisible to the drivers.

But could these giants be on the way out, replaced — in cities at least — by micro cars? German bicycle maker Canyon is set to produce a pedal-assisted electric micro car that, it says, will be able to reach speeds of 37mph and travel on both roads and cycleways.

The future won’t be dominated by full-size automobiles, said

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Canyon founder Roman Arnold in September, at the London launch of the company’s concept car. “The (full-size) car is not the future for short-distance mobility,” he said.

“Cars get stuck in traffic jams; this cannot be our future.”

A future of micro motors Canyon isn’t the only micro car maker. There are several small quadricycles already on the market, including the Renault Twizzy, the Carver tricycle car and the Canta, a two-seater often seen on Dutch cycleways. Citroën, too, thinks this is a market worth joining. It has recently introduced the Ami, a polypropylene four-wheeler cube car that can be driven without a full licence by anyone in France aged 14 or over. Unlike the Canyon, the Ami doesn’t have to be pedalled.

Citroën says more than 40% of those already driving Amis are under 18. The £6,000 two-seater is only sold in France for now, but don’t be put off by that ticket price: Citroen plans for Amis to be rented

“Could these giants [SUVs] be on the way out, replaced in cities by micro cars?”

Carlton Reid is a book author and leading transport journalist

by the minute from the roadside, similar to city hire bikes.

These lightweight cycle-cars might not pose as much danger to cyclists, but they offer a different kind of threat: displacement. For many people, micro cars could offer the nippiness of bicycles without the perceived downsides, including wide seats rather than saddles and protection both from the weather and larger vehicles.

But, you may say, remember the Sinclair C5 flop of the 1980s.

Sir Clive Sinclair had plans to sell 200,000 a year but only sold 5,000 units in total, and it led to much ridicule at the time.

“Everybody laughed at this vehicle,” agreed Canyon product manager Sebastian Wegerle, who bought one on eBay to examine the form factor. “I think we have avoided the mistakes that Sinclair made, like balance issues and lack of weather protection.”

If Canyon, Renault, Citroën and other players (perhaps even Apple sometime soon?) are correct, the roads — and, critically, the cycleways — of the future could buzz with micro cars.

All that campaigning over many years for safety and yet ‘our’ protected space could end up being monopolised, legally, by tiny cars?

Oh, the irony.

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BATTLE

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CAMPAIGN

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ONDON’S EIGHT Royal Parks cover some of the most iconic green space in the world, let alone the capital. The names alone conjur magical images: Bushy Park, Green Park, Greenwich Park, Kensington Gardens, Hyde Park, Regent’s Park, Richmond Park and St James’s Park (as well as Brompton Cemetery and Victoria Tower Gardens). But in the last few years these parks and their governing body have become embroiled in a complex tug of war between campaigners and councils to change the way they operate.

When most people think of city parks, they picture green refuges, places for picnics, safe havens for strolls, dog walks or bike rides — not massive urban motorways. Sadly that’s effectively what too many Royal Parks currently feature. However, as major cities across the globe have begun to cut the cars from their parks — New York famously made Central Park car-free in 2018 — it looks like London and the Royal Parks are slowly following suit.

LCC is part of the Parks for People coalition, alongside CPRE London, Living Streets, Regent’s Park Cyclists, which also lists British Cycling, Friends of Regent’s Park and Primrose Hill, Mums For Lungs, Ramblers, Sustrans, 20’s Plenty For Us and Wheels For Wellbeing as supporters — so it’s fairly obvious where we stand on the debate around the parks.

Our parks or car parks?

The Royal Parks are taking the first steps to stem the tide of traffic in their parks, which should be green oases for London. Simon Munk assesses their progress...

Historically, the Royal Parks have acted as through routes for motor traffic. Until fairly recently Bushy Park and Greenwich Park featured through routes for cars. Even now, Kensington Gardens and Hyde Park are divided by a through route in the form of West Carriage Drive; Hyde Park features roads which parallel nearby main roads; Regent’s Park is famously ringed by the Outer Circle; and Richmond Park has recently gone from through routes in every direction to just one, but still a heavily-used one.

These massive green spaces are the ‘lungs of London’, yet are also clearly used as overspill provision for nearby main roads. This approach LONDON CYCLIST Winter 2020 13

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Photo: Ian Brennan

in London faced its first open challenge last decade, when TfL and City Hall started looking at Regent’s Park for Cycle Superhighway 11. This route was planned to not only tame the horrific Swiss Cottage gyratory, but also pass through Regent’s Park and then on to the West End via Portland Place. And it sent shockwaves through Westminster Council and among residents bordering the park when it was announced in February 2016.

The plan to close half of the park gates at key locations would have meant that north-south and south-north driving through the park was impossible for most of the day. For the park and its users this was great news. The Outer Circle in Regent’s Park was used heavily as a cut-through by thousands of drivers seeking to avoid the parallel main roads. And this mix of high traffic volumes, high vehicle speeds (up to 85mph recorded) and some complex turning movements, meant road danger inside the park was far higher than nearby Camden roads outside. Pollution is at an illegal level at spots well inside the park too.

“Vehicles misusing the Outer Circle take up 90% of Park Police resources, time which could be better spent elsewhere,” said Justin McKie, chair of Regent’s Park and Primrose Hill Safer Parks Panel.

Sports and more The gate closure plan would have resulted in far lower motor traffic volumes and indeed likely speeds too — and with this safer cycling in the park not just for the high number of regular

A familiar scene in Richmond Park: cars gridlocked as drivers use the park for ‘shortcuts’

sports cyclists, but for families who live within riding distance of the park, and commuters riding through. So why didn’t the plans happen (yet)? Because residents on the edges of, and to the south of, the park were worried that removing the through route from the park would ‘displace’ traffic into their streets, and that pollution and congestion would worsen on roads east and particularly south of the park.

This concern is one we hear time and again, also relating to the Low Traffic Neighbourhoods (LTNs) going in across London before and during the Covid-19 crisis. But the reality is these concerns are mostly not realised when schemes have bedded in — the main roads near major traffic restriction schemes look like main roads anywhere after a while, indeed routinely such restrictions result in long-term drops in pollution on the main roads these schemes would supposedly ruin. In reality, the more capacity for motor traffic we provide in London, the more people drive.

On top of this, as with LTNs, the argument

At Bushy Park: a group from Yippee and Yip4Youth enjoys the Companion Cycling club

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CAMPAIGN

A magical, car-free experience As lockdown started, many Londoners turned to cycling for their daily permitted outside exercise. And several of the Royal Parks closed to motor traffic. In the middle of the lockdown Richmond Park even shut to most cycling, as the Royal Parks judged too many cyclists were flocking to the park to ride safely while socially distancing from each other and pedestrians.

Photo: Justin McKie

for motor traffic in parks is clearly one to delay action, despite the clear need for it. We need to reduce motor traffic urgently and enable alternatives. Removing through-traffic from parks such as Regent’s Park doesn’t just vastly increase the amenity of the park, it makes it a space far more people can and will cycle, and doing so cuts overall motor traffic levels.

The alternative is to leave the traffic in the park for ever — because it seems we daren’t do anything in London if doing something impacts anyone negatively. That isn’t an argument for action, it’s one for inaction, in the face of a growing city population and clearer evidence than ever of the scale of crises we face: the public avoiding public transport in a respiratory pandemic, the climate emergency, inactivity crippling the NHS, pollution, road danger.

The Regent’s Park scheme collapsed after Westminster Council took TfL to court over it and sadly won. But now the scheme and more are back on the table as the Royal Parks have shifted to recognise the negative impacts motor traffic has on the green spaces in their stewardship. First came their Movement Strategy which was released in 2019, with several consultations around it. This was signed off this year with the principle that “our park roads are not intended to be primarily commuter through routes for motor vehicles”, and the commitment that “over time, we will discourage the through-movement of motor vehicles within our parks”.

This is the Royal Parks saying clearly that their parks were not to be rat-runs and overspill for main roads. A great first step towards action.

That was before Covid hit.

Circuit training: the roads around Regent’s Park are a key route for cyclists

As those restrictions on cycling relaxed, it became clear that nearly all of the Royal Parks had, during lockdown, become vital spaces for people to spend time outdoors, to enjoy green space and to exercise. Also that many more people were cycling in them than ever before — and a more diverse range of people too.

“During lockdown Richmond and Bushy Parks were virtually empty of motor traffic,” said Tim Lennon, coordinator of Richmond Cycling Campaign. “The changes — children scooting, on balance bikes, on skates, adults walking or jogging, people being pushed along in wheelchairs, or powering themselves along, and the resulting calm and quiet — were beyond any expectation we had for how our park could change. Where previously we would rarely see deer near the roads, now they genuinely roamed the entire park without a care in the world. It was really magical to not have motor traffic.”

Every day, another batch of joyous photos of people enjoying a car-free Richmond Park were published. Unfortunately, a few weeks later, as lockdown started easing the Royal Parks opened the gates to the cars again...

The cars that ate the parks Unsurprisingly, as the cars returned so did collisions and many of those who had been cycling in traffic-free parks let the Royal Parks know, publicly, how disappointed they were, how they were no longer riding in their local park, or riding less. At the height of LONDON CYCLIST Winter 2020 15

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CAMPAIGN

The trial schemes The good? Greenwich Park’s The Avenue is now closed to through-traffic. Bushy Park is also through-traffic free since Chestnut Avenue was shut to those driving its full length. The Mall and Constitution Hill in St James Park/Green Park are now closed on Saturday daytimes; North Carriage Drive in Hyde Park is shut too, and South Carriage Drive on weekends (previously just Sundays). While Richmond Park saw through-traffic removed between Broomfield Hill and Robin Hood Gate, and Sheen Gate and Sheen Cross, as well as between Roehampton, Sheen and Richmond Gates on the weekend.

On top of this, the Royal Parks are now finally able to enforce 20mph speed limits in all its parks. And the Royal Parks have recently consulted on adding parking charges to both Richmond and Bushy Parks, to bring them into line with the rest of the parks in its portfolio.

The bad? The key through route for cars in Richmond Park, paralleling the A307, remains untouched. This means that if you look at Richmond Park as a big triangle of roads, one arm is still a through-traffic route; one arm of a lap of the park is horrible, meaning one of the key through routes for cycling remains so too.

Photo: Balint Hamvas

lockdown, the Royal Parks had released their Implementation Plan 2020-2021 and now, as lockdown eased, they began to enact it. The Plan represented a huge leap forward for several key Royal Parks — and a massive stake in the ground. But the trial schemes are only a small step in many ways, too weak and too slow.

“Parks play a crucial role in boosting the physical and mental wellbeing of city dwellers who are looking to escape the hustle and bustle for a breath of fresh air, and to enjoy the wonderful wildlife and landscapes. Our role, as the charity that cares for the 5,000 acres of historic parkland, is to protect and preserve these parks,” said Mat Bonomi, Head of transport at the Royal Parks. “We hope that these important first steps will go a long way to enable increasing numbers of visitors to walk and cycle in the parks safely and peacefully.”

Parks for people: Team LCC members on a quiet loop in Richmond Park

On top of this, Regent’s Park and the Outer Circle remain entirely untouched — as the blockage there appears to still be the quango, the Crown Estates Paving Commission, whose resident-commissioners appear to be opposing any restriction to their ability to drive unhindered into and through the park their high-end properties look out onto.

The Royal Parks promise they are working with CEPC’s executive. A spokesperson said: “We are hopeful of working together with the CEPC regarding developing a Traffic Management Plan for Regent’s Park — with the following objectives: enhancing the pedestrian experience and safety; reducing the speed of all traffic, cycling and vehicular; reducing the volume of commuter vehicular traffic; whilst ensuring we protect the heritage and landscape identity of the park.” But our activists remain deeply unimpressed by the pace of progress around Regent’s Park particularly.

“We were very disappointed not only to see no change to Regent’s Park during the lockdown, but to see nothing whatsoever in the Movement Strategy that would stop throughtraffic using it, and a very watered-down final draft compared to what we expected from the initial engagement,” said John Chamberlain, coordinator of Camden Cycling Campaign.

Take action The consultation on these trial schemes runs until the end of December. We urge you all to support the trial schemes the Royal Parks are consulting on and also demand more action on through routes in parks. For more information, please check out the stories and updates online at lcc.org.uk/royalparks.

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THE

MINUTE

CITY

Photo: Jonathan Sarago/MEAE

Fran Graham assesses this new concept for making cities more liveable and suggests ways London could embrace it

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OW FAR would a 15-minute amble take you? Would you be able to reach your doctor, your kid’s school, shops, restaurants, or your workplace? In a ‘15-minute city’, the answer would be yes — you’d have access to all the things you need day-to-day within a quarter-of-an-hour walk (or an even shorter cycle ride). It’s a concept that is gaining momentum and popularity, reversing

Rue de Rivoli in Paris: now a safe place to cycle

historical car-centric city planning, with the potential to transform megacities like London into much more sustainable and liveable places.

It’s already proved popular in Paris. At the start of this year, Anne Hidalgo ran for re-election as Mayor with a promise to create a 15-minute city alongside dramatically improving walking and cycling. For her, the idea was essential for reducing carbon emissions LONDON CYCLIST Winter 2020 19

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and improving quality of life for Parisians — and they obviously agreed, electing her in a landslide victory.

The idea of walkable and cyclable cities is not new, but it’s easy to see why it’s resonating at the moment. It’s a simple way to deal with the issues that many cities alongside London have been grappling with: the lethal levels of air pollution, the climate emergency and how to support local high streets and communities. And with the Covid-19 crisis, many Londoners (and citydwellers across the world) are rediscovering their local area over the long commute to central offices. The creation of a ‘15-minute city’ would make our lives human scale again, and we can reduce our over-reliance on the car and the damage that causes.

Sharpening the focus The pandemic has only accelerated the uptake and thinking around this concept. Lockdown meant that we were limited to our homes and local surrounds, with all our regular patterns disrupted. It’s led to many of us discovering to a greater extent than ever before what was on our doorstep — the local

The vision: suggested

by Mayor of Paris, Anne Hidalgo, with your home at the centre

cafés, shops and parks. Londoners are lucky in this respect — 90% of us live within ten minutes of our local high streets — indeed London has long been characterised as a city made up of villages. But while those high streets have provided a lifeline over the past year, many are struggling; changing shopping habits and competition from huge retail centres like Westfield, under-investment, and now the pandemic have all had an impact.

Plus for many of us, work has also changed dramatically. Before the pandemic, the average length of the commute for Londoners was over an hour. At the time of writing, we were still required to work from home if we were able to, maintaining a switch of journey to work this year from the cycle, bus or tube to a walk down the hallway. But even when it looked like a return to the office would be possible over the summer, key office worker territories in the City of London and Canary Wharf were deserted.

And studies conducted by the British Council of Offices concluded that the daily commute was gone for good — only 30% of those questioned considered returning to the office five days a week. That leaves a huge question about the centre of London post-pandemic; while the City and Docklands were usually quiet over the weekends, they are now empty seven days a week. With workers unlikely to return in their normal numbers, those boroughs and the Mayor will want to avoid creating a ‘doughnut city’, where the centre is hollow and empty.

Instead, the 15-minute city means that London can look to rebalance the centre, increasing the residential and commercial spaces and reducing the number of offices to create a more mixed, and consequently, vibrant area all week and year round. By dispersing offices more evenly over the city, creating more co-working

Shared mobility hubs should be created in every neighbourhood — giving people greater options for getting about

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CAMPAIGN

Photo: Bigstock

space and mixed-use buildings rather than concentrating them in a few districts, we can breathe new life in our high streets that would benefit from ‘passing trade’, as well as supporting more people to claim back that commute time for themselves, their families and their communities.

Cycling and the ‘15-minute city’ The 15-minute city is not going to be built by making sure that everyone has access to a doctor’s surgery within that timeframe. Even though many of us live incredibly close to our local shops, more than half of all car trips in London are for shopping, leisure and personal business. And concern about road safety is still the major barrier to many people cycling, not distance. That means that policies that support walking and cycling are key elements of creating a 15-minute city.

In London, that would mean we’d have to put a whole lot more energy and effort into rapidly expanding the cycling network. Ditching the historical emphasis on radial cycling routes, which saw all the original Cycle Superhighways planned like a clock face striking out from the centre of London, and instead prioritising routes

Paris in the pandemic: during and since lockdown, the city has seen one of the highest uptakes of cycling in the world

that link town centres (like Sutton to Croydon, or Wembley to Harrow).

We must continue to invest in Low Traffic Neighbourhoods, that are proven to boost walking and cycling rates by making it more comfortable and convenient to get about by foot or bike. In other words, we’ll need people to be able to get from where they live to those 15-minute destinations — the doctor, the shops, the swimming pool, local schools.

Shared mobility hubs — places where you could hire an e-bike, hop on a bus, pick up a parcel or access a shared electric car all in one place — should be created in every neighbourhood. They provide a one-stop shop for shared transport, giving people greater options when it comes to getting about. Longer term this also supports people to make their current private car the last one they own. In the UK, the average car is in use for only around 4% of the time, so if people have access to better, cheaper and easier transport options that support the move to a car-free life, this in turn could free up a huge amount of road space for other things than parked cars.

Planning rules would also need to adapt to support this. One of the current tools for LONDON CYCLIST Winter 2020 21

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Photo: Eric Fischer/flickr

planning is the Public Transport Access Level (PTAL). It measures the public transport connectivity for a planned development, and if it’s poor, developers can compensate by providing car parking spaces. Our Climate Safe Streets report from earlier this year suggests replacing this with a Climate Safe Modes Accessibility Index (CSMAI).

This index would take into account the accessibility afforded by a range of climatefriendly transport options (walking, cycling, public transport and shared mobility), with the aim not to provide car parking spaces where the index was low, but to use that to identify gaps in the sustainable transport network that developers could help improve. This could be expanded to take into account the mix of amenities in that area: is it supporting a variety of spaces (residential, commercial and office)?

How can it improve walking and cycling connectivity to the places people want to go?

A greener, sustainable city These policy areas are all identified in LCC’s Climate Safe Streets report. We’d already picked them out as being essential areas for change in order to decarbonise London’s roads by 2030 and respond to the climate emergency. After

Bikes and buses: at a mobility hub in Minnesota, USA

all, creating Climate Safe Streets and 15-minute cities are all about creating a future for our cities that is green, healthy and happy.

It’s no surprise that many organisations are looking seriously at the 15-minute city as a key element of their green Covid recovery plans.

C40, a network of megacities committed to addressing climate change, has championed the idea, sharing ideas and resources from Paris and Milan to support other cities. It is also a key strand of investigation by the London Recovery Board, looking at how it would work and what needs to change to make it happen here.

With the delayed Mayoral election coming up in May 2021, we will be asking all the candidates how they will be planning to support a sustainable and fair recovery, working towards zero-carbon roads by 2030.

The change to everyone’s daily life has given us a chance to change how we organise and move around our city in the future, and refocus support and investment on strengthening our communities and building back greener and more resilient. What that means for London as a whole remains to be seen, but the aim must be to reshape London to be a healthier, less carcentric city fast. And it’s likely the ‘15-minute city’ concept will be a key part of that shift.

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INTERVIEW

ANDY BYFORD London’s new Transport Commissioner speaks to Tom Bogdanowicz about being ready for the challenge of a zero-carbon capital by 2030 You took on this job at probably the most challenging moment in TfL’s history. Why? And what are the biggest priorities to fix right now?

Basically because I’ve always relished a challenge. My previous two roles heading up the Toronto Transit Commission and then New York City Transit were both tough gigs, but in each case I’m proud of what my teams achieved. I jumped at the opportunity to return to TfL and build on Mike Brown’s great legacy. In doing so, I wanted to do my bit for London and the UK at a time of national crisis.

Since day one, there have been two key priorities: to lead TfL through and beyond Covid-19 — including securing its financial future — and to oversee the completion of Crossrail and get the Elizabeth Line open. We are already fully engaged on both fronts and I’m enjoying the challenge immensely.

Given the ongoing need for social distancing, how is London’s transport system coping and how do you think Londoners are coping getting around the city?

I’m hugely proud of everybody who works on London’s transport network, which has played a vital role throughout the pandemic — getting key workers to their jobs during the height of lockdown, and helping others get around since the government restrictions have been gradually eased.

We want everybody to be confident that the network is safe and well managed, that’s why we’ve introduced

an enhanced cleaning regime, clear signage at stations and arrangements for social distancing, and are actively enforcing the rules on face coverings for everyone unless they are exempt.

We also want people to be confident that they are safe when walking or cycling around London, which is why Streetspace is so important. We’ve seen huge increases in the numbers of people cycling since the pandemic started, with many people rediscovering cycling or discovering it for the first time. I really hope this is something that continues.

In New York you were well regarded for your work and nicknamed ‘Train Daddy’. What can London learn from NY? And what things just don’t translate at all?

London and New York both have amazing transport systems and there’s a lot that we can learn from each other, and I’m determined to keep the dialogue open in the coming years. Both cities have adopted the Vision Zero approach to eliminate all deaths and serious injuries on the cities’ streets and London learned a lot from New York in developing its approach.

There are some differences though. London has a more developed bus network, whereas New York has an even more extensive subway system which runs around the clock, every day.

Another big difference of course is the way in which the public transport network is funded. Around 70% of TfL’s income to operate the network comes from fares and this compares to 38% in New York. Clearly TfL’s financial model isn’t designed to withstand the coronavirus pandemic and we will be looking to secure steady and sustained funding in the longer term to support London’s economic recovery.

Mayor Sadiq Khan wants to see a zero-carbon London by 2030. Are you up for the challenge and what will it take?

Absolutely, yes, and I think we all have to be up for the challenge if we want to live in a city that’s healthy and sustainable for generations to come. Global cities like LONDON CYCLIST Winter 2020 25

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London need to take the lead on this and transport plays a fundamental role — it’s responsible for about a third of emissions in the UK. In London, we’re getting towards two-thirds of all journeys being made by public transport, by walking and by cycling. This is good, but it won’t be enough if we want a zero-carbon capital within the next ten years. That’s why we need to increase the numbers of people walking and cycling and why we need to make sure that our public transport is as green as it can possibly be. People campaigning for walking, cycling and more sustainable cities, including everyone at LCC, are playing a crucial role in all of this.

are lessons we have learnt, and are still learning, which will help us to make future schemes even better. We’ve adjusted some schemes, such as our upgrade of CS7, in response to local feedback because we know that they will only be viable in the long run if we have the local community behind us.

Temporary cycling and walking schemes, whether they’re School Streets or Low Traffic Neighbourhoods or protected cycle lanes, have encouraged active travel.

Do we need to retain them in the longer term?

Active travel will be vital to us achieving that target of 80% and I’m determined that TfL will play a central role in the continuing boom in the numbers of people getting around by bike.

Central to this is enabling people to switch car trips, particularly short trips, in favour of more sustainable ways of getting around. Having good cycle infrastructure in place as an alternative makes this much easier.

The Streetspace measures are being introduced temporarily at first, so that we can get them in place as quickly as possible to enable more walking and cycling right now. It’s also important to assess any unintended negative impacts and to be prepared to make changes where necessary. Wherever possible, we’re using equipment that is robust enough to be in place for as long as necessary. We’re making changes in days that normally take years.

I hope people notice a positive change with roads that are healthier and more people-friendly — I certainly have — and I hope this means that people want to keep them. The temporary measures can only stay in place for 18 months and we’ll need to consult formally before anything can be made permanent.

What has and hasn’t worked about the Streetspace schemes thus far?

Streetspace schemes have been delivered on a pace and scale never seen before and the fact that in only six months there are already 80km of new or upgraded cycle lanes, that are either completed or under construction, is astonishing. It shows what we can do when we work together with boroughs and communities in London to deliver change.

We’ve monitored all of our new schemes closely and, as with any programme delivered at this pace, there

What do you think will be the key drivers of delivering the Mayoral target of 80% active and sustainable travel by 2041, up from its current level of 63%?

Funding is obviously an issue now for TfL, with reduced ticket income and higher costs. Is smart road user charging, as advocated by many experts and LCC, the logical way forward to tackle congestion, air quality and funding?

Smart road pricing is interesting and the Mayor has spoken about this before.

Keeping the Congestion Charge and initiatives like the Ultra Low Emission Zone under review are part of his transport strategy, but it would clearly have to work for everyone, including people who drive.

Getting the balance and nuance right in a road pricing system would be crucial.

Zero carbon by 2020?

Absolutely yes, and I think we all have to be up for the challenge

Many transport experts also advocate mobility hubs in cities, places where

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people can access shared cars and bikes, or collect deliveries. Do TfL and the boroughs need to be thinking about reserving land for such uses in the same way as they have done for Crossrail 2?

TfL already owns some land across London and we do work with industry to use this in a smart way. We’ve worked with DPD to create a zero emissions delivery hub in central London, for example. But as with everything, we’re always open to talking to LCC’s members about their ideas and proposals for making things in London better.

Given the millions spent by the motor industry persuading us to buy cars, what behaviour change tools can TfL and the Mayor use to shift transport choice to active travel and public transport?

We do a lot of work already to encourage active travel and to encourage people to switch their trips from car journeys, not just through marketing campaigns, but also through running a fantastic programme of grants which help encourage communities across London to walk and cycle more often. Already, I think people’s behaviours have changed since the start of the pandemic.

Certainly more people are out cycling than ever before and I think this can only be a good thing.

But fundamental to all of this is having the infrastructure in place to make people feel confident and safe.

The Mayor of Paris, Anne Hidalgo, is championing the idea of a ‘15-minute city’ where we don’t need to get in a car to pop to the shops, get kids to school or get to work. Could that be the future for mega cities like London?

one of the best things about our city is the incredible diversity of what’s on offer and I think people will continue to want to experience this. Making it safer and easier to get around local neighbourhoods is hugely important, clearly, but we also need to have safe walking and cycling connections between all parts of the capital.

You’ve said that transport leaders should use the services they provide to understand them: have you cycled on the Santander bikes and what has your experience on London streets been?

I don’t have my own bike at the moment but I do get around London a lot on foot, so I’ve seen lots of the changes that have been made. I have signed up with the Santander app and used the bikes, and will be making more use of that. I completely understand the need for more infrastructure across London and I’ll be working very closely with people at TfL to make London the world’s best big city for cycling.

Of cities you have visited, which urban transport solutions do you admire and why?

I was hugely impressed by the work done to transform and pedestrianise Times Square in New York. It’s cleaner, it’s safer — pedestrian injuries and collisions are down significantly — and there’s now space for people to sit and spend time with each other.

Other cities that have impressed me include Tokyo, Hong Kong and Seoul — they are poster children for clean, efficient public transport. That said, our system here in London is great too and the concept of an integrated transport authority as practised by TfL is rightly the envy of the world.

Photo: TfL

It’s certainly an interesting idea and in some parts of London, it’s probably already a reality. But I think there will always be demand for people wanting to travel to different parts of the capital;

Streetspace success: hopefully separated cycle lanes like this one on Park Lane will become permanent

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MEET THE FREEWHEEL FAMILY

In the first of a new three-part series on London’s independent bike stores, we head over to meet the team at Brixton Cycles

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HERE WOULD we be without our local bike shops? There’s a reason they’ve been designated an ‘essential service’ during the Covid-19 pandemic — they help keep the country moving!

These unsung heroes of the community are busy fixing and servicing our bikes every day of the week, all year round.

Freewheel brings together the very best independent bike stores in the UK in its extensive network. Their friendly and knowledgeable staff are on hand to help you answer any cycling queries you may have.

What you might not know, is that every bike shop in the Freewheel network earns commission from its associated sales on the Freewheel website. And as a customer you can even use ‘Click and Collect’ to pick up your new accessories, components or clothing directly at the store itself.

What’s more, if you sign up to receive Freewheel emails (T&Cs do apply), you’ll get 15% off your first online order.

Brixton Cycles is one of London’s best-loved bike shops and has been flying the flag since 1983. The shop has been run as a workers’ cooperative since it was founded and is a previous winner of the prestigious London Cycling Award for ‘Best Bike Shop’. Who better then to pass on some key tips to keep us on the road and pedalling through winter?

296 Brixton Road

Terry

Beck

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stor

bike

ADVERTISING FEATURE

BC TEAM’S TIPS Georgina - Keep your tyres pumped up to the right pressure, so you’re less prone to punctures.

Lincoln

Lincoln - Clean your chain thoroughly and let it dry fully before applying lube. This will keep it in good condition.

Beck - Crucial winter kit items include a warm pair of gloves and a neckwarmer that’s able to cover your ears too!

Terry - If you’re able to, invest in a good pair of winter tyres.

You won’t regret it when it comes to lack of punctures!

Drinking on the job

Georgina store near you — there’s nearly 400 to choose from, so you can’t go wrong! FREEWHEEL.CO.UK 028029_Freewheel.FINALjk.indd 29

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E-bikes appear to be the ideal solution for longer length commutes, so we asked three of the extended LCC team to test that theory for themselves 30

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E-BIKES

F Is an

E-BIKE right for ME?

OR SHORT commutes in a city like London, a standard bike has been proven time and again to be the quickest, most efficient and greenest way to get around. But what about when journeys are a bit longer, when your daily commute is more like 10-20 miles rather than the typical four or five miles?

Or when you want to venture a bit further afield on weekends?

That’s where e-bikes come into their own. The pedal assistance provided by their built-in motors, and batteries with ranges up to 100 miles or more, means you can go further, with less effort. And recent studies have found you still get plenty of exercise too.

We asked LCC staff and their partners to test the theory and see whether going electric was a viable and realistic long-term solution.

JIM’S RALEIGH MOTUS GRAND TOUR The principal aim of this review was to test the suitability of e-bikes for longer distance commuting.

My journey from home in Croydon to the LCC office in Wapping is 14 miles each way and I certainly found the commute a little faster on the Motus, which breezed up Brixton Hill on the way home as if it wasn’t there! The key benefit I found though was the reduced effort. On a non-electric bike, I’d have to arrive at work earlier than necessary, in order to allow time for cooling off or having a shower before going into meetings.

On the Motus, I arrived feeling more ‘refreshed’ and less fatigued.

I also tested the Raleigh on many of Croydon’s steepest hills (both in the north of the borough near Crystal Palace LONDON CYCLIST Winter 2020 31

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JIM’S RALEIGH MOTUS GRAND TOUR and up towards the North Downs in the south), and struggled to find anywhere that the bike couldn’t get up, certainly in the ‘turbo’ level of assistance. But you can find that if you are not pedalling fast enough the system will decide you are not trying hard enough and the assist cuts out.

After changing the supplied saddle and pedals for personal preference, I got on even better with the bike. Kicking off up steep hills remained my only issue. In the lowest gear on my lighter mountain bike, I find it much easier to get sufficient forward momentum from a push-off to get my other foot onto the pedal, but on the heavier e-bike I found gaining enough momentum uphill for the motor to engage was tricky.

The range indicator on the display unit shows you how much battery power remains; this is based on how much assistance it has provided recently, so can actually increase as you travel further. The motor cuts out when you top 15.5mph, but I found that if you then turned the system off to save on battery power it would still give you a tiny bit of support. On a steep, straight hill with a good run-off at the bottom, I

CLARE’S RALEIGH MOTUS TOUR found this weighty bike could hit some impressive speeds, clocking 40.7mph on one occasion.

And it’s also worth noting that even though it’s pitched as an ‘urban’ bike, the Motus’s sturdy frame and chunky tyres were more than capable on off-road paths and unmade roads, an area where the planted feeling of the bike seemed to provide better rear-wheel traction on loose surfaces. A bonus if your commute involves diversions across parkland or along canal towpaths.

The Bosch 500Wh battery is easy to remove using the supplied key, which made recharging indoors very simple, especially if the bike is stored in a garage/locker without mains power.

Due to its length, I’ve usually always combined Brompton and train for commuting, but the Motus makes it a lot easier to remove the busy train from that equation. During our test period, I covered several hundred miles and the e-bike seems to encourage you to cycle more often. More excercise is good.

My final note is one of caution: e-bikes are a magnet for thieves right now, even with battery removed, so always double-lock for security.

I live in Enfield, nine miles from the office and before lockdown I was struggling to commute by bike. I’m a sucker for Dutch-style bikes and own a lovely, but hefty Bobbin. But following a bout of post-viral fatigue, I was only cycling in once or twice or week; I’d ride to work and get the train home, or vice versa, because cycling both ways on the same day left me too tired to function. So I was very keen to find out if switching to an e-bike made any difference.

Although I’ve not had much experience with e-bikes, I got on with the Motus from the word go. It has all the features I love about Dutch bikes: it’s upright, has a step-through frame, chainguard, kick-stand, sturdy pannier rack, integral lights, plus comfortable suspension (very welcome on Wapping Wall’s cobbles). Like most e-bikes it’s quite heavy, but even with the battery it actually weighs less than a typical Dutch omafiets. The motor and battery are positioned in the middle of the bike rather than the back, which makes it feel well balanced and easy to handle.

It’s easy to operate too. The controls are on the left-side of the handlebar and a ‘dashboard’ updates you on speed, power and battery life. Moving up

THE TEAM’S RALEIGH E-BIKES Both Jim and Clare tested Motus models — Jim’s Grand Tour (£2,700) combines a Bosch Active Line Plus motor with a 500Wh battery, while Clare’s Tour (£2,100) has a smaller 400Wh battery pack. Both come in derailleur or hub gear options. Alex’s Centros Tour (£2,600) comes with the same motor but a 500Wh ‘power tube’ battery. All three bikes come as standard with full mudguards, chainguard, pannier rack, integrated lights and kickstand. And

ALEX’S RALEIGH CENTROS TOUR

all three also feature rear wheel locks and adjustable angle handlebar stems. n Huge thanks to Raleigh for their help with this feature. Supplying three bikes, with stock so limited due to the ongoing global pandemic, was very much appreciated.

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E-BIKES

through the four power modes on the Bosch motor is incredibly smooth too.

On the lowest ‘eco’ level there’s no jerk forward when you pedal, rather a subtle feeling that the bike has got ‘lighter’. The first time I moved up a mode I thought ‘this isn’t making any difference’ until I noticed all the other cyclists were suddenly really slow! That eco setting was all I needed for the majority of time.

I used higher levels for hills, headwinds, accelerating away from junctions, or just to cheer myself up. A 20-mile trip only used up 20% of the battery in that mode too; if I was commuting to the office daily I’d only need to charge the battery twice a week.

I’ve done a couple of hundred miles now on the Motus and the pedal assistance has made a big difference.

Riding to Wapping takes the same

amount of time as before (roughly an hour), but it doesn’t drain me. I can go there and back in the same day and feel exercised rather than exhausted. I also find myself cycling more locally. I don’t

put off trips to hilly Southgate, even when I’m in a lazy mood.

No question this brilliant bike has made my daily journeys easier, healthier, cheaper and a lot more fun. I’m sold!

As another relative newbie to e-bikes, I was immediately struck by the Centros’s emphasis on practicality. The integral accessories are a major plus, but it’s the chunky tyres, suspension fork and generously-padded seat that ensure a very comfortable ride, even over our local cobbles, poor road surfaces and uneven ground. My longest single trip lasted about four hours and I really didn’t feel like I’d been in the saddle for that time.

However, it’s the mid-mounted (and very quiet) Bosch motor that takes centre stage. Its powerful assistance helps you get briskly up to 15mph and then keep you there — further speed is up to you.

And, as I discovered, one of the most underrated benefits of an e-bike must be the confidence it gives you in traffic, allowing you to move away promptly from lights and through junctions as efficiently as possible. Hill starts are also a less stressful affair.

On the Centros four modes of assistance could be selected from a controller on the handlebar and, with a little practice, the right combination of motor power, gear selection and pedal input quickly creates a pretty effortless ride, including uphill with loaded panniers.

All the information you might need — speed, trip distance, battery level, selected

mode, range — is displayed on a large central display, and it’s reassuring to know how many miles are left in the tank before a recharge is needed.

On a full charge, using mainly a combination of ‘tour’ and ‘sport’ modes, I easily completed a 30-mile trip within the suggested estimates for the battery.

And on another occasion I carried 12kg of groceries back from the supermarket without hassle. One of many reasons why an e-bike makes a perfect car replacement.

The overall weight was probably the only real drawback for me, as it’s not a bike you could carry upstairs (or lift on and off some trains) very easily.

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Introduce a friend to LCC membership: they’ll support our work campaigning for safer cycling in London, and you’ll both receive a free set of rechargeable bike lights.

Whether heading to the shops or exploring the lanes, the Cateye AMPP 400 and Rapid Micro will be dependable companions, helping to make you more visible day or night.

NEW MEMBER BENEFITS · Third-party insurance cover · Free cycling legal advice · Discounts with 100+ bike shops and top cycling retailers · Subscription to London Cyclist magazine · Free Cateye AMPP 400 and Rapid Micro lights

HOW TO CLAIM Visit lcc.org.uk/cateye or use this QR code

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TOP TIPS FOR WINTER CYCLING

With the right preparation there’s no reason to stop cycling in winter, says Katy Rodda.

And it’s the best way to travel in a pandemic.

#1 CLEANING

We can never over-emphasise quite how important regular cleaning is to the performance of your bike and we’d recommend doing it once a fortnight at least during the winter months. It’s your drivetrain that attracts most of the muck and grime, so watch out for a black, gungy chain and cassette, rusty patches on the chain and cables, and gears that don’t seem to work as smoothly.

Use a biodegradable degreaser for

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ADVICE

#2 FOOTWEAR

There’s two schools of thought here: either use some old footwear that you don’t mind getting wet and ruined, or invest in something that’s designed to keep your feet warm and dry. The former might work on drier days, but you’ll quickly regret it if it’s rainy — though one ‘hybrid’ solution which we’ve been employing for a couple of decades is to use waterproof socks. Your shoes will still get wet, but your feet remain toasty!

Leaving smarter shoes (and spare socks) at the workplace is another good idea.

Otherwise you could invest in proper waterproof cycling shoes (pictured, left).

They are fairly expensive, but as you only use them a few months of the year they can easily last for a decade or more.

Consider buying a half-size up from your usual shoe size to allow room for a pair of thicker, warm socks. Squeezing toes into tight shoes will just make your feet colder.

More serious roadies often use ‘overshoes’, but these are generally designed for use with clip-in pedals.

#4 LIGHTS & REFLECTIVITY

There’s two main types of light: mini ‘get you home’ lights that are ok for short trips in well-lit areas, or bigger lights with multiple modes that both make you seen and clearly illuminate the road ahead (see page 56). USB-chargeable lights recharge like your phone and can be fitted/removed from your handlebar or seatpost in seconds.

Fit lights to places where they’re visible, ensuring they’re angled forward and backwards, not pointing down at your wheels. Check your jacket, panniers or bag don’t obscure them (some can be clipped to the outside of a backpack). Dynamos are the ultimate option, but are very expensive (as a new front wheel needs to be built) and attract thieves. Small lights should be removed when you park your bike outside.

One third of collisions are side-on, so wheel reflectors are a great idea (and a legal requirement on new bikes). Reflective frame stickers add extra side visibility.

Additional text/images: John K, Dan Milner, Gore-Tex

the chain, and after washing off with clean water and drying, apply a bio ‘wet’ lube.

Don’t overdo it; a sticky chain just gathers more grit and dirt.

Wet lube is recommended for winter.

It’s viscous, sticky and doesn’t wash off in the same way as a ‘dry’ lube, but it does collect muck. A dry lube is thinner and less sticky, but washes off in heavy wet weather leaving your chain unprotected.

You can use it in winter, but you’ll need to apply it more frequently. Wipe any excess off with an old rag.

#3 LAYERING

Changeable British winter weather requires a flexible approach and ‘layering’ works best: a thinner, wicking baselayer next to your skin; a thicker midlayer for warmth; and a waterproof, windproof outer layer for protection against the elements. A proper layering system allows your perspiration to move away from your body and evaporate, while also trapping warmth and fending off rain and cold. A number of thinner layers works better than a couple of bulky layers. Likewise cotton and wool are best avoided: cotton doesn’t ‘wick’ or dry once wet and makes you chilly, while wool also soaks up water and can get itchy when you heat up.

If you need a suit, dress or smart outfit at work, consider leaving it there during the week and cycling in other gear. Or use one of the new clothing ‘cubes’ in your backpack to carry it crease-free.

Lightweight waterproof trousers are also worth carrying in the bottom of your bag throughout winter; you can slip them on quickly in a sudden deluge and they fend off windchill on an area that usually has fewer layers of clothing. One final tip: forget jeans if showers are likely; once wet they stay wet and you’ll get very cold.

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ADVICE

#6 TYRES #5 BRAKES

There’s a reason why disc brakes are so popular now and the best choice for foul weather — they offer predictable, consistent performance and need little maintenance.

Other than occasionally wiping the disc rotors with dedicated cleaner if they’re squealing and checking the pads, you’re good to go.

Rim brakes are a different matter and need more attention. Watch out for oily patches around the calipers and braking track, listen for grinding noises when you brake, and check that they do actually stop you when needed. Rim brake pads wear quickly, but are cheap and easy to change; check for wear regularly. The rims get worn by road debris and grit stuck on the brake pads too, so keep them clean with a weekly wipe down with a damp sponge. Check the rims for wear at the same time.

Photos: John K, Leo Hidalgo

#7 GLOVES

Your hands can really suffer in the cold, so windproof/waterproof gloves are a must; midweight will do for most of the time, but added insulation is a godsend on those frigid morning commutes. But do make sure any thick glove is dextrous enough to use with brake and gear levers.

As with clothing choice (see page 37), wool is fine on cold, dry days but useless when wet. And a grippy palm is important for holding wet handlebars.

Check your tyres before the weather turns. A worn tyre provides less grip on wet roads and small cracks reduce puncture resistance. If you see these things, replace your tyres.

Good tyres for winter city riding have a water-displacing tread and a thick layer of puncture protection below the outer surface. But the key is running the tyres at the right pressure. While firmer tyres are best for efficiency, rock solid tyres will skid around when it’s wet and icy. In which case it’s best to release a few psi of pressure for added grip. All tyres have recommended pressures imprinted on the sidewall, so start in the middle of that range and add/lose a little depending on conditions. Carry a minipump in your bag.

#8 CARRY A TOOLKIT

Malfunctioning bikes go hand in hand with winter weather, so don’t get caught out in the cold — it’s always worth carrying a basic toolkit (in fact it’s really something we recommend stashing in your backpack/pannier year round). A small multi-tool (see page 62) with fold-out allen wrenches and screwdrivers is the simplest solution; this will allow you to quickly tighten any bolts that might have worked loose or started rattling.

A multi-tool with integral chain-breaker is doubly handy, though you’ll need to know how to use it — check back in London Cyclist, Autumn 2019 issue for tips.

What else might you need? Well we’ve mentioned a minipump above, but if you get a puncture you’ll likely need a set of tyre levers to get the tyre off the rim to access the inner tube. And you’ll also need either a spare tube or a patch kit to fix the hole (patching a tube indoors in the warm would always be our preference!).

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#9 STAY SAFE

If you’re commuting by bike over the winter months it’s likely that you’ll be riding in the dark on the way to or from the workplace, maybe both. If you’re new to it, it’s worth trying out new routes in the daytime; getting lost at night on unfamiliar streets can be disorienting.

Routes that feel fine in the summer might not feel as safe on a winter night, and some parks or smaller back streets have poor lighting. It pays to do a bit of forward planning and not take any risks.

Busy roads can also seem overwhelming on dark, wet evenings if you’re not used to it. So just give yourself plenty of time and space — don’t do anything in a hurry — and stay aware of what is going on behind you by checking over your right shoulder, especially near junctions.

#10 LUGGAGE

To keep your electronics, paperwork and spare clothing dry, a waterproof backpack or pannier is a sound long-term investment and provides peace of mind. For non-waterproof bags, take a tip from mountaineers and put your kit inside a rucksack liner or robust refuse sack; carrier bags, ziplock bags and even sandwich bags are useful for ‘double-bagging’. Properly sealed ‘dry bags’, as used by watersports enthusiasts, are another cheap option. You can also get elasticated waterproof covers for most bike bags, perfect for fending off splashes from your rear wheel.

One final tip: if you have a leather saddle, it’s worth covering it with a waterproof cover or carrier bag if you leave it parked out in the rain, it’ll help it last longer.

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CAMPAIGN

It’s been a long time coming, so Stuart Kightley, Head of Personal Injury at Osbornes, outlines key changes to the rules of the road

Illustrations: Boing Graphics

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HEN LONDON was lockdown-quiet, we had high hopes of cycling our way out of the pandemic and reclaiming the streets.

The government looked to build on this enthusiasm with its new plan to boost cycling announced on 28 July.

The promise of more cycling infrastructure and more money were welcome, of course, but what was eye-catching was the language used in the plan, such as “a bold vision for a new era” and “cycling at the heart of decision making”.

But if government was really serious about a vision for a nation of cyclists it would need to put cyclists front and centre of the Highway Code, the official rulebook for the road; to treat them as a special class and not just as incidental road users. So step forward the green paper ‘Cycling and Walking Investment Strategy: Safety Review, Consultation on a review of The Highway Code’, published alongside the summer announcement.

The Highway Code sets out rules and guidance for all road users. There are specific rules, which are divided into the mandatory

and the advisory: the ‘must’ and the ‘should’.

Breaching of a ‘must’ rule is an offence; breaching of a ‘should’ rule will be taken into account in any civil proceedings. The consultation addresses the ‘should’ rules (‘must’ rules would require primary legislation).

The code complements the protections for cyclists built in to criminal and civil law, but currently does not exactly go out of its way for them. Its introductory general advice merely suggests other road users are ‘considerate towards’ cyclists, and it tends to encourage timid cycling by, for example, encouraging cyclists to get off and walk around roundabouts.

A new hierarchy This all changes with the proposed new code.

It introduces for the first time the concept of a hierarchy which places those most at risk at the top. Imagine a pyramid, with child pedestrians at the top, then elderly and disabled pedestrians in the levels immediately below, followed by cyclists, horse riders and then motorcyclists, with the drivers of cars, vans and minibuses further down, and the drivers of buses and lorries down at ground level.

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CAMPAIGN

The idea is that this hierarchy underpins the rules, so that those at the bottom, those who can cause the greatest harm in the event of a collision, bear the greatest responsibility to take care and reduce the danger they pose. And those at the top get greater protection.

We can see these new principles in operation in various sections of the code. Regarding roundabouts the new version tells other road users “to give priority to cyclists” for the first time, not to overtake them within their lane, not to “cut across” them and allow them to “move across your path” as they go round the roundabout; the cyclist turning right can now occupy the right-hand lane and stay in the centre of the lane. So the cyclist is encouraged to take on roundabouts as a vehicle not as a pedestrian and will enjoy the protection of the law in doing so.

We see a similar change of approach in relation to junctions. The cyclist is specifically given priority at the approach to a junction and encouraged to occupy the middle of the lane to improve visibility and discourage overtaking.

And at side junctions, to the left and right, where the cyclist is going straight ahead, the code emphasises that the cyclist has priority and warns other drivers not to cut across them. This specifically addresses a number of dangerous but common scenarios for the cyclist: ‘hooking’ by a left-turning vehicle; vehicles coming from the opposite direction turning right across the cyclist’s path; and right-turning vehicles emerging from a side turning to the right making a shallower turn alongside the cyclist, rather than giving way.

The new code appears to better understand the reality of riding a bike in traffic. It contains new provisions on vehicles passing cyclists and cyclists passing other vehicles.

Regarding the issue of ‘filtering’, the code specifically recognises the reality of cyclists riding, with caution, up the nearside of stationary or slow moving traffic — and advises other road users to expect them to do so. Currently, if a cyclist is knocked off their bike and injured while filtering they may face

The new hierachy: with the most vulnerable at the top and those who pose the greatest danger at the bottom

an insurance company denial of liability, on the basis that they were ‘undertaking’ and so at fault for the collision. That will become a difficult defence under the new Highway Code.

Space for overtaking The new code also looks to clarify the advice to drivers over how much space to give cyclists when overtaking them. The current version allows the same amount of room as when overtaking a car. The new version will go further, reflecting our better understanding of risk and harm. So where the overtaking vehicle is travelling at up to 30mph they should allow a minimum distance of 1.5m; at over 30mph (and for lorries) this distance should be 2m. And on quiet roads and in busy traffic the cyclist is encouraged to occupy the centre of the lane where safe to do so.

When passing parked vehicles, the new advice for cyclists is to maintain a 0.5m gap to the offside of those vehicles, but more importantly the code will promote the ‘Dutch Reach’ method of opening a vehicle door (see London Cyclist, summer 2019).

These new rules and amendments use the word ‘should’ in relation to driver behaviour around cyclists. As mentioned above ‘must’ is best, but ‘should’ is good and much better than general advice. The code’s new hierarchy principle, the ‘priority’ provisions and the specific rule changes will all be relevant and very helpful in establishing the duty, and breach of duty, by drivers in any subsequent legal action.

Cyclists will be more successful in seeking redress after collisions and driver behaviour will gradually improve, meaning more people will take to bikes. This improved Highway Code can be a significant step in increasing cycling numbers.

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15/11/2020 19:02

FITTING A NEW

PAIR OF GRIPS

John Kitchiner is the editor of London Cyclist and confirmed bikeaholic

We’ve previously looked at replacing handlebar tape on road bikes, but the majority of cyclists probably have either ‘slide on’ or ‘lock on’ style grips on their bike. Both these options are far more straightforward to fit, though there’s still a few things to watch out for — or to make it even simpler! Slippy grips are no use to anyone, so check if yours need a quick winter upgrade...

1: TOOLS FOR THE JOB To remove and fit ‘slide on’ grips you’ll need a long flathead screwdriver, multipurpose lube, cloth, rubbing alcohol and hairspray, plus possibly a sharp blade. For

‘lock on’ grips all you need is a 2.5mm or 3mm allen key.

TOP TIP: Grips with some life left in them can often be repurposed (eg on a variety of DIY and gardening tools).

2: LEVER OLD GRIPS OFF The trick here is to lever little multi-purpose lube into the old grips off carefully, the gap you’ve created. Work without damaging them the tool and lube slowly further. Use a long flathead around the inside of the grip. screwdriver and push it under This should then allow you to the grip, before squirting a twist the grip off cleanly.

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3: CLEAN THE BAR The grip area of the handlebar needs to be completely clean before putting the new ones on.

Use a craft blade (or very fine sandpaper) on more

stubborn bits of rubber that have been left behind, then use rubbing alcohol or soapy water for the final clean.

Dry thoroughly. Also check there’s no damage to the bar.

4: DIG OUT THE HAIRSPRAY Bike forums are full of Ignore them all. The only bad advice on the best thing you need is hairspray. way to fix ‘slide on’ grips, Either spray a little directly from superglue and carpet onto the bar, or spray a little adhesive to artist’s spray around the inner edge of the mount and toxic chemicals. grip. Don’t overdo it!

WELDTITE lubes, cleaners and repair kits available from: East Side Cycles, E2 8QR //

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HOW TO In association with

5: TWIST THE NEW GRIPS ON You’ll know if you’ve used the ages to dry and fix (if at all). If right amount of hairspray by you’ve judged it right the grip how easily the new grip slides should twist on with a little on. If it glides on without effort. Use a back and forth force you’ve likely overdone rotating motion as you also it; the surplus spray will take push from the outside.

7: LOCK-ON GRIPS ‘Lock on’ type grips (like the DMR Deathgrips, pictured) come with metal ‘collars’ at either one or both ends.

Simply slide the new grip on, making doubly sure that it

6: CUT TO SIZE Grips come in different lengths and styles (our DMR Sect grips had BMX-style flanges, pictured). If you’re happy with the length of your old grips, trim the new

8: BAR PLUGS & FITTING CONTROLS The final step is to pop in the came with closed ends, so bar end plugs — these stop our image shows the plugs any water/dirt ingress and being fitted on the old grip). prevent damage when you Move the brake/gear levers lean the bike against a wall. back into their correct spot, (Both our DMR demo grips tighten, and you’re done.

ones to match (cut from the stem side). We find it’s often easier to do with the grip on the bar as there’s usually guide lines or ribbing to ensure a straight, neat cut.

slides all the way onto the bar so that the outer end of the grip is touching the end of the handlebar. With the grip pattern correctly oriented, tighten the screw(s).

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GIFT IDEAS: FOR CYCLING FANS Looking for a festive cycling-related gift that doesn’t break the bank? Our seasonal guide offers nine neat suggestions — and not a sock in sight!

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FTER SUCH a difficult year many of us will be looking forward to a festive break with family and friends. And if there’s a cyclist in your life, then our Gift Guide offers plenty of great ideas for under £50.

Whether it’s a useful accessory or a book to plan your next trip away, hopefully we’ve got you covered.

#1 ZEFAL Z ADVENTURE

TOPTUBE BAG

Attaching quickly to your bike’s ‘crossbar’, this water-repellent bag allows cyclists to carry all their essentials (wallet, phone, snacks) in one easy-to-access place. There’s an internal net pocket for batteries, with cable access allowing for on-the-go charging of electronics. n £25.99; bob-elliot.co.uk

#2 BIKE-EYE

Bike-Eye is a unique frame-fitting bicycle mirror that sits out of harm’s way. It gives a clear, long distance view under the rider’s leg, can be switched from right to left sides, and comes in either standard or large sizes. An instructional video on the website explains how it all works. n £16.95; bike-eye.com

#3 CYCLE TOURING GUIDEBOOKS

With more than 30 titles — including Northern Scotland, Wild Atlantic Way, Hadrian’s Cycleway, Yorkshire Dales, Peak District, Cotswolds, London to Paris and more — Cicerone’s guides cover everything you need for your next cycling adventure. Pocket-sized, with accurate route descriptions and mapping, plus info on accommodation and nearby bike shops. n From £10; cicerone.co.uk

#4 TOPEAK OMNI TOOLCARD

This incredibly compact 16-function ratchet set — including seven ratchet bits and seven ball-end Allen wrenches — comes stored in an innovative folding organiser body that’s small enough to fit in a jersey pocket or saddlebag. n £41.99; extrauk.co.uk

#5 VELOPAC MULTI-TUBE BANDANAS Worn as a bandana, beanie, neckwarmer, facemask, balaclava or hair ‘scrunchy’, these versatile, windproof and seamless microfibre tubes protect the wearer from the worst of British winter weather. n £10; velopac.cc

#6 EDZ MERINO

TOUCHSCREEN GLOVES

Available in three sizes, these warm touchscreen gloves have conductive

tips on the index fingers and thumb, and are thin enough for dexterity.

Rubberized dots on the palms and fingers provide added grip. n £12.49; edzlayering.com

#7 ABUS ALARMBOX

This simple anti-theft device utilises movement sensors and can be used on a wide variety of belongings. A 100dB alarm sounds if your bike is being pinched, but it’s intelligent enough to differentiate between tampering thieves and being hit by a kids’ football. n £44.99; extrauk.co.uk

#8 MASTER LOCK SOLD SECURE GOLD D-LOCK

With its Sold Secure Gold rating this super value D-lock offers the maximum level of protection available.

The 13mm diameter double-locking shackle is 28cm long and made from hardened steel, offering extra resistance to prying, cutting and sawing. Comes with a limited lifetime warranty too. n £39.95; windwave.co.uk

#9 CITY BIKE KIT

Based on a classic city hire bike, this high-quality model comes partassembled and ready for you to finish.

Chrome detailing, shopping basket, sprung saddle and mudguards complete its unmistakeable look. Road and mountain bike options also available. n £29; targetvelo.com

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ADVERTISING FEATURE

#1

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#9 LONDON LONDONCYCLIST CYCLISTSummer Winter 2020 47

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SOUTH-EAST

Adam Bone from IBikeLondon guides us on a beautiful loop of parks and open spaces

LONDON PARKS

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BIKELONDON HAS been running monthly rides for many years now, combining a love of music with a passion for cycling. Recently reaching out to more diverse communities and those newly discovering the joys of cycling, the team has fun themed rides planned throughout the year.

However, for obvious reasons in 2020, IBikeLondon has been doing things quite differently. Due to the Covid-19 pandemic, the team has taken the step to simply publish routes and the date/times when

they will be riding the route, in order to minimise gatherings. And the November lockdown rules don’t allow you to mix outside with more than one person from a different household anyway. We want to encourage everyone to do their bit to help slow the spread of the virus by socially distancing, and by wearing a face mask and cleaning hands regularly.

So this year’s Santa Cruise Ride will hopefully be ridden on the 19 December (https://fb.me/e/7SqINHhAY), but can be tackled any time. It includes cycle paths, quiet

streets, woodlands and parks, with the Greenwich Park section having two options. Only where the route crosses the A2 near the end should extra caution be required.

FACT FILE DISTANCE: 39km (24.5 miles) ASCENT: 289m SUITABLE FOR: all bikes with good puncture-resistant tyres and a nice spread of low gears.

NEAREST STATIONS: Greenwich (both mainline and DLR services) and Cutty Sark DLR.

SOUTH-EAST LONDON PARKS

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BECKENHAM PLACE PARK 12.5km

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3 CRYSTAL STH NORWOOD PALACE PARK 25km CP 20km

DULWICH PARK 30km

GREENWICH

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RIDE GUIDE

Route Guide SOUTH-EAST LONDON PARKS GREENWICH [1] We’re starting the journey off at the glorious Cutty Sark, the fastest ship of its time. Fun fact: if the rigging from this ship was stretched out over this cycle route, it would cover almost half the distance.

From Cutty Sark, head towards King William Walk, turning left at the entrance to the Old Royal Naval College. As you cycle straight through the main thoroughfare, you may well notice film and tv crews shooting another scene from a historical drama or action blockbuster.

Exiting right onto Park Row, crossing straight over Romney Road at the traffic lights, you will come to the end of Park Row. You can then either opt to walk through Greenwich Park and rejoin the route at the bottom of The Avenue, or turn left and cycle along Park Vista, followed by a right up Maze Hill before entering on the cycle path through the park.

SOUTH NORWOOD COUNTRY PARK [3] South Norwood Country Park is 125 acres of lake, wetland and wild flower meadows.

The Waterlink Way continues here. It’s a delight to have such an amazing and unique nature reserve in South London. Among the abundance of wildflowers, you’ll also be able to forage for goodies such as blackberries, raspberries, apples and hawthorn berries, the latter of which we’ve used to make delicious jelly. Stock up on water and snacks here as, after you exit the park, there are a few hills to still overcome.

CRYSTAL PALACE PARK [4] Leaving SNCP, you will pass the back of Birkbeck cemetery. Notable residents of this particular site include WG Grace (cricketer) and Thomas Crapper (of lavatorial fame). If this causes you to ponder on such issues, there are public toilets a few miles down the road in CPP. Accessing Crystal Palace Park from its most southerly point, you will be immediately confronted by the infamous dinosaurs.

After you’ve spent 10 minutes marvelling at these magnificent creations, which have been here for nearly 170 years, just around the corner you’ll

find Capel Manor College Park farm.

You’ll be able to see sheep, alpacas, pigs, goats, Shetland ponies and rabbits amongst many other species (NB — currently closed due to Covid-19 precautions). Once you have managed to pull yourself away from all of this, you’ll have the climb to the top of the park to conquer. Don’t forget to take a few breaths at the top to take in the fantastic views across South London and neighbouring counties.

DULWICH PARK [5] As just reward for your efforts to climb through the last park, you have a sweeping downhill to enjoy, as you head down Fountain Drive and College Road, noticing Dulwich College (founded in 1619 by the actor and entrepreneur, Edward Alleyn) as you fly by.

If you’re in need of further sustenance by this stage, the cream teas at Dulwich Picture Gallery should be enough to satisfy. After which, you can ride across to the park on the opposite side of the road. Dulwich Park has numerous activities available including cycle hire, boating lake and café/toilets. You can also partake in horse riding, as there is a track alongside the park road, and stables located on Dulwich Common road.

After all that, if you have the time, you can continue the route, heading towards Peckham Rye and Nunhead Cemetery, a conservation park, one of the Magnificent Seven cemeteries of London, with its decorated gothic Anglican chapel. Take care crossing the A2 at the always busy New Cross Gate.

LINK TO ONLINE MAP: https:// ridewithgps.com/routes/34432947

©Crown copyright 2018 Ordnance Survey. Media 060/18

BECKENHAM PLACE PARK [2] Having spent a few pleasant miles weaving your way along the Waterlink Way, turning left when you reach Moremead Road, you’ll find yourself entering the park from the north. Until recently this was a public golf course, but thanks to National Lottery funding, it has been transformed with a new 283m open water lake (a recreation of the original water feature), cycling and walking tracks, and the Georgian mansion, with its vibrant arts and crafts, yoga, pop-up bar and vinyl store. After completing

your lap of the trails in the park, you may find yourself needing a bit of a pick me up at The Homestead Café. If you’re very hungry by this point, their pizzas are highly recommended!

CUT-OUT AND KEEP

Enjoy quiet paths, back streets, woodland and parks on this lovely, but hilly, route starting by the River Thames.

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CUT-OUT AND KEEP

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Offers specialist expertise in cycling-related injury claims… well equipped to advise on high-value and high-profile claims arising from severe head and spinal injuries Chambers UK 2018

PROUND TO BE THE LEGAL PARTNER OF THE LCC YOUR LEGAL HELPLINE

CALL: 020 7485 8811 E-MAIL: INFO@CYCLEINJURIES.CO.UK GOOGLE: WWW.OSBORNESLAW.COM FOLLOW: @OSBORNESCYCLING 52_ad.indd 52 33_ad.indd 33 OSB18032 Osbornes Cycle Injuries 165x240mm FA.indd 1

Osbornes Cycle Injuries is trading name of Osbornes Solicitors LLP. Osbornes Solicitors is regulated by the SRA.

09/11/2020 13:09 07/05/2019 20:44 03/04/2019 10:44

Bikes & Reviews L ATEST | BIKES | GEAR | MEDIA

PRODUCTS

BIKES

E-BIKE 54

LIGHTS 56

GREEN GEAR 60

MULTI-TOOLS 62

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BIKES

E-BIKE REVIEWS QUELLA ELECTRIC VARSITY EDINBURGH, £1795 n QUELLABICYCLE.COM

Review: Richard Peace

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UELLA ONLY makes singlespeed, retro-styled street speedsters, electric and non-electric. All use the same 4130 steel frame, with matching track forks and indeed the same parts across the range (only colours differ for frames and components).

Drivetrain, brakes, bars and saddle are Quella’s own unbranded items, but appear well-made budget choices in keeping with the bike’s very reasonable price (for an e-bike) and all bearings are of the sealed cartridge type so should prove to be low maintenance. All non-electric parts worked just as they should on our test rides and our sole recommended change would be softer brake blocks for a tad more stopping power.

Just about everything electric — gearless motor, 155Wh battery and control electronics — is contained in the large shiny Zehus rear hub.

This system has distinct pros and

cons though. It’s lightweight, adding just over 3kg to the bike means a total bike weight of around 14kg is very good for an electric. It’s also easy to convert the bike into a non-powered machine too if you have a spare rear wheel. Downsides are its relatively weak hill climbing from the gearless system (geared motors are usually better hill climbers) and limited range from the small battery. Power settings are changed via either a smartphone app or a bluetoothlinked wireless handlebar control.

Though not vital, it’s useful to have your smartphone on the bars to have the neat app to hand and to keep an eye on battery levels.

FACTFILE n Range of four frame sizes. n Battery non-removable from hub. n Quella quotes a range of 60km, but ridden in higher power modes you may only achieve half of this.

VERDICT + A fun, sporty ride, especially if you don’t mind a bit more human input up steeper hills. + Handlebar control lights seemed unreliable, though the power level buttons worked fine. + Pedal assist lets you cruise at around 17.5mph, but over that you’re fighting motor resistance.

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REVIEWS

FRONT LIGHTS We’ve tested four of the best front lights that will help you stay safe on the roads this winter

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UNNING A SET of lights is a legal requirement for night-time cycling — not only do they help illuminate the road ahead, they also make you more visible to other road users.

A good front light should offer multiple beam modes for busy and poorly-lit streets, offer good side visibility and be tough enough to take a few knocks.

REVIEWS: John Kitchiner

#1 LEZYNE HECTO DRIVE 500XL Sitting in the middle of Lezyne’s huge range, the Hecto is pretty much the perfect urban light. The aluminium casing (now with ‘cooling’ fins) is super robust, the rubberised strap attaches to any handlebar in seconds and you get eight solid, flashing or pulsing beam modes to select from. The full 500 is great in unlit parks, but for most of the time the 100-lumen economy setting is ideal and lasted 2-3 days before recharging. Super secure USB cover too. n £50; upgradebikes.co.uk

#2 ETC KOCHAB 1000

With six modes — from a dazzling 1000-lumens full beam to daylight

running mode — the Kochab has all bases covered. The waterproof body has survived a few drops, there’s nice cutouts for side visibility and the USB port is well sealed. The Garmin-style mount was initially fiddly but solid once set up. In fact our only gripe was the relatively long (5hr) charge time. n £80; moorelarge.co.uk

#3 EXPOSURE SIRIUS MK9 DAYBRIGHT The latest iteration of one of our all-time favourite road lights is better than ever. It weighs just 85g, offers brilliant side visibility, and has a dizzying array of mode combinations, including an 850-lumen full beam (too bright for busy streets but very welcome on

canal towpaths), plus won’t-be-missed daytime pulse pattern; run times ranged from about 2-36hr depending on setting. Sleek metal body and fussfree mounting add to the appeal. n £100; exposurelights.com

#4 CATEYE AMPP 800

The AMPP takes Cateye’s front light design up a major notch with its durable alloy body, large cutouts for side visibility, fast recharging (roughly 3hr), and easy-to-adjust bracket. Five modes from high (lasted 1.5hr) to flashing (24hr+) and there’s a threestage battery depletion indicator which has proven very handy. The wider beam has been useful off-road too. n £64.99; zyrofisher.co.uk

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REAR LIGHTS & LIGHTSETS There’s innovation galore in the humble rear light these days, with ‘smart’ tech evolving at a rapid pace. We fitted six units and headed off into the dark...

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T’S ONLY a few years since most rear bike lights either came with a disposable AA or AAA battery, or some kind of impossibleto-replace, watch-style battery. Now the vast majority are USB rechargeable. But it’s not just there that things have been changing for the better.

Not to be outdone by their front light siblings, new rear lights feature multiple constant, flashing or pulsing modes, many incorporate ‘braking’ functions, while others even project lasers. Is all this added innovation worthwhile? Well if it helps keep you visible and safe, then we’re all for it. Pick a budget and you’ll find plenty of options.

#1 CATEYE RAPID X3

#4 BRIGHTSIDE SIDE LIGHT

#2 SEE SENSE ICON 2

#5 TOPEAK POWERLUX USB COMBO

Doubling the brightness of the X2 we’ve tested previously, the Rapid X3 offers six modes, with run times ranging from 1hr (150 lumens) to 8hr (30 lumens, daytime flash). The rubber band mount is still flimsy, but does allow the light to be attached just about anywhere on your bike. A power save feature and quick charge time make it a no-frills winner. n £49.99; zyrofisher.co.uk

Successfully funded on Kickstarter in 2018 and made in the UK, these smart lights pack more punch than their simple appearance suggests. Each light contains two different LEDs: a focused, high-power CREE that can be seen a mile away, and a custom panel which offers terrific side visibility. Sensors track your movement and the in-built tech makes the lights shine brighter and faster when you’re in ‘riskier’ road situations like at junctions or roundabouts. Up to 16hr run time too. n £149.99; seesense.cc

#3 ETC TAURI 60

REVIEWS: John Kitchiner

The Tauri uses a panel of COB (chip on board) LEDs to create nine different outputs, including a braking function. Hit the anchors and you’re illuminated with 60 lumens, otherwise the constant mode gives 30 lumens and lasts about 90 minutes. Quick to charge (2hr) and secure click-on mount. n £36; moorelarge.com

Taking side visibility to a new level, this torch-like unit fixes to your frame (we found toptube easiest) and projects 15 lumens of amber light off to a rider’s left and right. Little ‘hoods’ prevent the rider getting blinded. Combined with front and rear lights, it means you can achieve full 360-degree illumination. n £22.50; brightside.bike

These small, flyweight (35g each) lights offer only three modes, but the 100-lumen front and 25-lumen rear is fine for most city streets. We didn’t find the mounting strap very secure, unlike the USB covers which required pro grappling skills. Good as back-ups. n £37.99; extrauk.co.uk

#6 LEZYNE KTV PRO ALERT DRIVE

This latest KTV includes a new ‘alert’ feature: when you slow down the light turns solid like a brake light, before changing to a flash pattern to alert riders or vehicles from behind. Then when you set off again it defaults back to its previous setting. There’s also a daytime flash mode, though what we appreciate most is the super-wide visibility it provides. In constant mode we got a week’s worth of 30-minute rides without recharging and the economy setting tripled this. n £30; upgradebikes.co.uk

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REVIEWS

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GREEN GE R BIKE ACCESSORIES In part three of our series on environmentally-friendly products, we look at innovative cycle accessories that prove a greener way forward is possible

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YRES MADE from dandelions. Bidons made from ‘green polyethylene’.

Backpacks made from recycled plastic bottles. These products show what can be achieved when manufacturers question the status quo, put the planet at the forefront of their decisionmaking and invest in the future.

This isn’t technological frippery and these aren’t ‘concept’ products — we’ve tested them and they’re tough and robust — and, what’s more, they’re all available now.

#1 OSPREY ARCANE TOTE PACK

TEXT: John Kitchiner

For 2021 the luggage giant has taken the brilliant step to launch or revamp a huge chunk of its line-up using recycled fabrics and hardware.

The all-new Arcane Tote pulls double duties as a stylish abouttown shoulder bag or bike-friendly backpack, with internal padded laptop sleeve, electronics pocket, and PFC-free DWR coating. And the 20-litre capacity has been more than enough to swallow our work gear and post-work swimming kit. n Arcane Tote Pack, £90; ospreyeurope.com

#2 MUDHUGGER PHONEHUGGER Making perfect use of cycling’s most disposed of component, Phonehuggers are handmade in the UK from upcycled inner tubes and attach to the shoulder straps of a backpack. They keep your iPhone 8/Samsung S20 size phone dry in the worst weather and allow quick, easy access to calls as the phone’s not stashed inside your bag. The company also makes excellent mudguards made from 100% recycled polypropylene. n Phonehugger, £14; themudhugger.co.uk

#3 CONTINENTAL

URBAN TARAXAGUM We’ve been using these ingenious tyres made from dandelions (yes, you read that correctly) for six months now and have been hugely impressive by their performance in all weather conditions and their lack of visible wear. Yes they’re premium priced and only available in one size (700x35), but they’re light, puncture proofed and ride like a serious road tyre rather than heavy touring rubber. There’s even dandelion seeds on the sidewalls.

Perhaps the biggest development in tyre tech since tubeless appeared. n Urban Taraxagum, £59.95; cambriantyres.co.uk

#4 UPSO POTTERS PANNIERS

Made from recycled lorry tarps, every one of these panniers is different and

bears the marks from its previous life, which we feel adds to the appeal. They fit on either left or right sides of your rack via a quick clip, they’re waterproof and have up to 21-litres capacity depending how much you cinch down the rolltop closure. n Potters Pannier, £60; upsobags.co.uk

#5 WILDOO NATURE BIO BOTTLE Unlike traditional oil-based plastics, these bottles are made from ‘green polyethylene’, which is made from bio ethanol instead of fossil fuel — this is extracted from the fermentation process of sugar cane (a renewable energy source). Let’s hope it heralds the demise of single-use waterbottles forever. After months of near daily use, we can confirm they clean up like new, with zero staining from istonic powder mixes, and no nasty after-taste either. n Bio Bottle, custom order only; wildoo.co.uk

#6 ERGON BC URBAN

This ultra-detailed pack’s outer is Bluesign certified, water resistant and made from 39 recycled PET bottles.

There’s a removable laptop pouch (up to 15in), a ‘cargostrap’ we’ve found very handy for carrying parcels, multiple storage pockets and a comfy (also detachable) hip belt. The adjustment options help you achieve a stable fit and reflective tabs add night visibility. n BC Urban, £155; extrauk.co.uk

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GREEN GEAR

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BUILD YOUR OWN HOME WORKSHOP A good multi-tool is something you should really carry in your pack or pannier year round, so we’ve tested a selection of the most innovative designs available

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HESE DAYS there’s few things on your bike that can’t be fixed with a handy multi-tool, whether it’s adjusting your saddle, moving brake levers or tightening your pedals. For quick roadside repairs such tools are a must and can save your day — we never ride without one.

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LEZYNE V-PRO 10 As with its lights and shop tools, Lezyne marries functionality with super sleek styling for its V-Pro range. The squareedged hex keys (2-8mm), two Torx keys (T10, T25) and Phillips head driver all sitting flush to each other like a solid block, while the alloy chain breaker works well for emergency repairs. The 10’s compact size means leverage is limited, but it’s a classy bit of kit. n £36; upgradebikes.co.uk

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REVIEWS: John Kitchiner

CRANKBROTHERS M-19 At 90mm long, with aluminium sides and steel tools, the M-10 offers great leverage and comes with a lifetime warranty. It has all the hex and Torx keys you’ll need, three screwdrivers, four spoke wrenches and one of the best chain tools we’ve found. Best of all it comes in a neat, non-rattling metal case that prevents snagging in your bag. n £32.99; extrauk.co.uk

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Manufactured in the UK, this is the lightest tool we tested. At one end there’s a hook for refitting dropped chains and at the other a tyre lever; behind a second (blue) tyre lever there’s hidden hex and driver ‘bits’ which slot into the body for use. Three wrenches and two spoke keys also feature, and it comes with a rubber strap for attaching to your seatpost. Super easy to use, but might lack a few hex keys for some bikes. n £26.99; silverfish-uk.co.uk

Like a toolkit for Action Man, you get a powerful 60NM mini ratchet spanner, extension rod, 2-8mm hex bits, T25 Torx and Phillips driver, all wrapped up in a robust Cordura fabric roll which you can even strap to your frame (we didn’t lose anything during bumpy, cobbled rides).

Yes, it’s a little fiddly to use with gloves on but we loved it! n £31.95; windwave.co.uk

REHOOK PLUS

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CYCLO 20-FUNCTION TOOL A weighty beast which includes 2-8mm allen keys, four Torx keys, four spoke keys and screwdriver — plus a few hidden treats. A pair of tyre levers is built into the plastic body, a pedal spanner’s cut into the chain breaker head, and there’s space to stash glueless puncture patches inside. Just a shame the tyre levers are so flimsy. n £19.99; weldtite.co.uk

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BLACKBURN WAYSIDE 19 A tool of two halves: one side has fixed Torx and larger hex keys, driver and chain breaker, while the rear holds five individual L-shaped hex keys — this is incredibly useful for reaching tricky-toaccess bolts. A serrated knife blade is a real bonus too, perfect for slicing cheese and baguettes at your lunch stop. n £34.99; zyrofisher.co.uk

GRANITE ROCKnROLL

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TOPEAK HEXUS X It’s easy to see why this tool has won multiple design accolades — there’s little on a modern bike it can’t fix. As well as nine steel hex keys, you get Torx bits (secured inside the body), spoke wrenches, Phillips screwdriver and a steel chain tool. For those running tubeless tyres, there’s a Presta valve core tool (which makes adding sealant a doddle), plus there’s a separate chain hook for holding two ends of a chain while you join them. It’s really well executed and provides solid leverage for the tightest of rusted bolts. n £24.99; extrauk.co.uk

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BIRZMAN FEEXMAN E-15 Almost matching Lezyne for mimimalist aesthetics, the E-15 covers all the basics — 2-8mm hex keys, T25 Torx, flat and crosshead drivers, and chain tool (with four integrated spoke wrenches). Light, super sleek and ideal for a jersey pocket. n £23.99; silverfish-uk.com

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REVIEWS

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ICONIC BIKES

1982 ONWARDS

Specialized Stumpjumper John Kitchiner looks back fondly on a bike that popularised and inspired a whole new cycling genre and continues to be an innovation leader today

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and so teamed up with a Taiwanese factory. That’s how the Stumpy became the first ‘mass-produced’ mountain bike in the world and one that would itself inspire myriad new designs.

Back in 1982, the Stumpy’s neatly lugged steel ‘touring’ frame came paired with a slightly longer fork (compared to klunkers) which provided a laid-back geometry. And because mtb-specific components weren’t yet a thing, parts had to be sourced from other countries and disciplines: French tandem cantilever brakes (Mafac), Japanese drivetrain (Suntour), motorcycle brake levers, and those famous BMX stems that resembled the head of a golf club. Five hundred were produced in the first batch, at a cost of $700 (£450) each, and they sold out in the first year.

The Stumpjumper name remains in the Specialized line-up to this day — and will shortly celebrate its 40th anniversary — though its modern incarnations are a million miles away from the original. Having started out as a fully rigid bike, it enjoyed a couple of decades as a ‘hardtail’ (front suspension only), before becoming the company’s stalwart ‘full suspension’ trail machine, with models currently priced up to £9k.

Illustration: David Sparshott

HEY SAY YOU never forget your first love and for this writer it began with a hand-me-down, as so many two-wheeled romances do. The size-too-big beauty came to me via a university friend’s brother in the late summer of ‘86; a little dinked and scratched, with its chunky tyres well shorn of their original knobbles, it was the perfect match. That bike was an early Specialized Stumpjumper and it remains one of the best bikes I’ve ever owned.

Like many of us of a certain vintage who’d played on Grifters and BMXs as kids, these new ‘mountain bikes’ offered the chance to keep the good times rolling and be part of a growing global movement. A group of us had had our collective tastebuds tickled by a Muddy Fox Courier in previous months, but the Stumpy offered something more, a certain je ne sais quoi — with no dedicated magazines or websites back then, the fact that we could only learn about it from flyers and ads in bike shops just added to the allure.

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