London Cyclist Spring 2019

SPRING 2019

INTERVIEW

CHRIS BOARDMAN

CAMPAIGNS

11 NEW LIVEABLE NEIGHBOURHOODS

TRAVEL GUIDE

PARIS TO AMSTERDAM MAGAZINE OF

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SPRING 2019

contents

News | Features | Travel & Rides | How To | Bikes & Reviews CAMPAIGNS > 14

RIDES 45

GUIDES RIDE GUIDE

MUSEUMS AND

Be a tourist in your own city, guided by Tom Bogdanowicz

PALACES RIDE

Y

OU CAN thank your own campaigning for making this spectacular ride possible: it takes full advantage of the new high-grade cycle tracks that run through the centre of the capital and past its most iconic buildings and attractions.

It’s a short ride length-wise, allowing time for visiting as many museums and galleries as take your fancy. Assuming you are riding your own bike, you’ll be in need of cycle parking, so we’ve highlighted the good, bad and the missing outside our national treasures (LCC lobbied them all a few years back).

Tickets Tip — if you are a civil servant, teacher or NHS employee and buy the £51 annual CSSC pass (cssc.co.uk), you get free entry to the Tower, Kensington Palace, Wellington Arch, Apsley House and many other locations for two adults plus two kids.

From the Thames to the Serpentine there’s no shortage of great pubs and cafés either, so why not make a day of it?

3

5

2

6

4 NATIONAL GALLERY 17km

BRITISH MUSEUM 8km

BUCKINGHAM PALACE 21km

END: KENSINGTON PALACE

HOW TO 49

LONDON CYCLIST Spring 2019 45

HOW TO

CLEAN A

CHAIN

As Jenni Gwiazdowski explains, a regular dose of chain care is time well spent. Not only will it improve your ride, but will save money in the long run

Jenni Gwiazdowski Founder of London Bike Kitchen and book author

While ‘little and often’ is the best approach to chain care, don’t overlook a full degrease and clean as part of your regular routine. A clean chain means smoother shifting and less wear on other parts. But eventually your chain will get dirty, so Jenni from London Bike Kitchen takes us through a simple four-step process on how to bring back the sparkle.

1: DEGREASE YOUR CHAIN Start by using a firm brush few minutes. Then give the to remove gunk from the chain a good scrub with a chainrings and use a flathead brush. If you’re feeling really screwdriver on the derailleur ambitious, you can also scrub jockey wheels. Now apply the chainring(s) and cassette/ a generous amount of freewheel at this stage too. degreaser on the inside Use an old rag to ‘floss’ in of the chain; let it sit for a between each sprocket.

2: CLEANING THE CHAIN Degreasing is usually enough, the chain and jockey wheels but if you want a deep clean, to break up the grime and you can follow up with a flush out the remaining lather. We recommend using degreaser. Rinse off the a proper bike cleaner here cassette, chain, chainrings, (there’s too much controversy and derailleur pulleys with a around washing-up liquid). low-pressure stream of water, Use a pair of toothbrushes avoiding squirting water facing each other and scrub directly into any bearings.

The Mayor’s new Cycling Action Plan promises lots of positives for 2019

FACT FILE START: Tower of London FINISH: Kensington Palace DISTANCE: 25km (16 miles) TIME: depends on museum/gallery visits.

GRADIENTS: none.

SUITABLE FOR: any type of bike, children can ride most of the route with some walking/guided sections. From the Tower of London to Kensington Palace along the East-West Cycle Superhighway it’s fully segregated apart from junctions.

BIKE HIRE: Santander hire cycles available at St Katherine’s Way. NEAREST STATION: Tower Gateway.

DLR trains allows full-size bikes off-peak.

LONDON: MUSEUMS & PALACES

START: TOWER OF LONDON

INTERVIEW, 24

3: DRY AND LUBE YOUR CHAIN Dry your chain by spinning use will depend on the the cranks backwards to weather, but an all-purpose ‘fling’ water out of the links. biodegradable lube is the Then you can either use an most versatile. Put one drop old t-shirt to finish drying or on each chain link; start by let the bike dry naturally. applying lube at the quick/ Once dry, it’s time to connecting link so you can apply lube. The type you easily tell where to finish.

4: FINAL STEPS With lube applied, run the chain through all of the gears – this increases the friction and heat to ensure proper distribution of lube on chain.

Let the chain sit for 15 minutes. Finally — and this is the most important part of the whole process — wipe

off as much lube as you can.

Take a clean rag and slowly back-pedal. You may need to wipe some more off the next day too, as any excess lube on the outside of the chain will attract more grime and only speed up the dirtying cycle all over again.

BIKES 53

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BIKES

CONGESTION > 19

Why a fresh strategy is needed to finally solve London’s ever-growing problem

INCLUSIVE CYCLING > 31

How new facilities must also work for those with disabilities

The ULEZ aims to protect our health by discouraging use of the most polluting vehicles SHIRLEY RODRIGUES, OPINION, PAGE 10

TRAVEL, 38

O ONE MORE CITY

REVIEWS SECTION > 51

MODEL: GOCYCLE GS, £2,499 ■ gocycle.com

REVIEW: Tom Bogdanowicz

A

S SLEEK and streamlined as Chris Boardman’s famous Lotus pursuit bike, it’s no surprise to learn that Gocycle founder Richard Thorpe used to design McLaren race cars.

The GS is the fourth iteration of this model and every detail oozes creative flair: the battery is integrated into the frame, which in turn is ‘stowable’ (not strictly ‘folding’ as you need to remove the wheels). It’s made of moulded magnesium, with a single-sided fork and rear ‘chainstay’, the drivetrain is fully enclosed and an all-purpose tool is part of the saddle. And for storage, or to fix a flat, wheels unclip in seconds.

Power comes from a small motor driving the front wheel and it’s

controlled by a nifty app on your smartphone; you can select power profiles and view speed and distance data. We set it to ‘city’ mode and enjoyed a smooth commute that was five minutes faster than usual.

Cobbles and canalside paths were a breeze, while the disc brakes were faultless. Although you can’t change modes as you ride, the GS has a boost button which is a treat on hills — it’s a shame the motor noise gives the game away to fellow cyclists!

As with all e-bikes you’ll need an annual service and a new battery is advised after 1,000 charges. And to deter theft (and subsequent resale), Gocycle will only sell its proprietary charger to registered owners.

We’re now eagerly awaiting the fast-folding GX due out this spring.

FACTFILE ■ Range on a single battery charge is estimated at up to 65km; we averaged about 40km in the highest mode. Charging takes 7 hours using the basic charger.

■ The GS frame folds down (after removing the wheels and seatpost) in about two minutes to the size of a small suitcase.

■ At 16.5kg the GS edges the Brompton Electric, but the new GX is expected to be 1kg heavier.

Rider plus luggage weight limit on the GS is 115kg.

VERDICT + Impressive styling and integrated functionality. + Pleasingly smooth and predictable motor controlled by phone app.

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Two folding or stowable e-bikes, bib shorts with a difference, and bikerelated reads

TRAVEL

N A DARK, mid-autumn morning, 30 intrepid Rapha Cycling Club (RCC) members gathered in a Paris café for a grand départ breakfast. Croissants consumed and ride leaders briefed, we headed out through the morning rush hour, direction Amsterdam.

Our plan: 630 kilometres, across three countries, in three days. A challenge for even the most seasoned of cyclists, over demanding terrain including the pavé of the famous ParisRoubaix race and cobbled climbs from the Tour of Flanders. All the riders and volunteer support team looked resplendent in custom jerseys; designed by Maria Olsson and featuring flowers from the three countries we’d be passing through, they also bore an ingenious message about breast cancer awareness. It is October (Breast Cancer Awareness month), and it’s not just about the bike.

One More City is an annual cycling campaign, supported by Rapha, starting from where the previous year’s ride finished. The aim is to raise funds for a PhD student at Imperial College London who is conducting research into secondary breast cancer. Secondary breast cancer — the term which describes cancer that has spread beyond the breast — killed over 12,000 people in 2016 in the UK alone, but attracts only a small amount of research funding as compared to primary breast cancer.

The simple ethos of One More City is that the journey is never over; we are always progressing towards the next city, there are always more kilometers to do, more climbs to be conquered and more challenges to be faced.

This is akin to the reality of anyone living with cancer, especially secondary cancer, for whom the challenge is ever present; there is always another treatment, another scan, another hurdle. And what started the previous year as four friends challenging themselves to ride from London to Paris in 24 hours has now turned into something much bigger than we ever imagined. The 2018 ride raised nearly £50,000 for Imperial Health Charity to fund ground-breaking research.

For many of us, Paris to Amsterdam was the highlight of last year, and we’re already eagerly planning the next leg, Amsterdam to Strasbourg, in partnership with Velusso Cycling. Over 700km, five countries, four days, we envisage crossing several battlefields from both World Wars.

Christine O’Connell and friends ride from Paris to Amsterdam, the second stage of a annual journey, in support of breast cancer research PHOTOS: Dan Glasser

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LCC has had no option but to play this game for many years ASHOK SINHA, OPINION, PAGE 9 LONDON CYCLIST Spring 2019 3

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CONTENTS | SPRING 2019

Cover image: Canada Water (by Andy Donohoe) EDITORIAL

From storms to sunshine I

T’S PRESS WEEK on the magazine and I’m squeezing in a quick ride before work. Nothing unusual in that.

What’s more out of the ordinary is that I’m wearing shorts and t-shirt, as we’re basking in the warmest February day ever recorded (topping a high from only 48 hours earlier) and you couldn’t wish for more perfect cycling conditions.

Crazy to think that exactly 12 months ago the country was in the grip of the ‘Beast from the East’, a snowy storm from Siberia, which left chaos in its wake and most UK roads in a treacherous state. I remember adding extra layers beneath waterproofs, pulling on insulated gloves and overshoes, and lowering my tyre pressure for a smidge more traction, all for a relatively short hop to a business meeting. To be fair I do actually enjoy rides like that (maybe it’s the obligatory hot chocolate at the end), but that’s not the point...

Anyway we’re not about to launch into a climate change debate in this issue — well not directly. We do have features on congestion and road pricing, the Mayor’s Cycling Action Plan, plus Chris Boardman talking about Manchester’s Bee Network project. We’ve also got an inspirational travel story, a ride guide to London’s biggest attractions, bike reviews (including the new Brompton e-bike, pictured) and much more to digest.

Happy riding!

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, Sarah Flynn, Ashok Sinha, Carlton Reid, Richard Dilks, Christine O’Connell

ADVERTISING

Allie Gill, 01306 621147 allie@lcc.org.uk

SOCIAL MEDIA

TWITTER: @london_cycling FACEBOOK: @LondonCyclingCampaign INSTAGRAM: @london_cycling Editorial, copyright & printing policy 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. Editorial content is independent of advertising. All material is copyrighted and may not be reproduced without the written permission of the editor.

London Cyclist is published by LCC. OUR AIMS: lcc.org.uk/strategy MEMBERSHIP: lcc.org.uk/membership TO DONATE: lcc.org.uk/donate LCC is a charitable limited company, reg no 1766411; charity no 1115789 London Cyclist is printed by Walstead Grange on paper made from 100% FSC sustainably-managed and carbon-balanced forest.

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Spring 2019

11 NEW LIVEABLE NEIGHBOURHOODS More than half of boroughs to see new schemes in next year

E

LEVEN BOROUGHS are set to split £53.4m and join seven existing Liveable Neighbourhoods, with schemes including the lethal Holborn gyratory we protested at in 2018 and plugging a gap in Enfield’s mini-Holland. In total 18 of the 33 boroughs will see big schemes this year.

If you remember, at the last Mayoral election LCC secured a commitment for a Liveable Neighbourhood in every borough — and now we’ll need your help to make sure these funding wins turn into genuine improvements. The new Liveable Neighbourhoods are: n SHORTLANDS, Bromley: protected cycle lanes and pedestrian crossings around, and a ‘cycle hub’ at, Shortlands station. n HOLBORN, Camden: gyratory removed, with protected cycle lanes on High Holborn and Theobalds Road; sections of New Oxford Street and Great Russell Street closed to motor vehicles; part of Bloomsbury Way to go bus/cycle only. n CITY CLUSTER, City of London: zero-emission/ low traffic neighbourhood, with key streets prioritising walking and cycling, and others closed to most motor traffic.

n OLD TOWN, Croydon: aim is to reduce impact of hated Croydon Flyover. n ENFIELD TOWN, Enfield: pedestrian crossings and improved cycle links, plus 20mph speed limits. n SOUTH CHISWICK, Hounslow: connecting the area to upcoming Cycleway 9; creating a new pedestrian bridge linking to the Thames Path; better access to Dukes Meadows. n ATLANTIC ROAD, Lambeth: walking, cycling and bus-only road with access for local freight traffic. n FREEMASONS ROAD, Newham: Custom House gets new ‘central town square’; Freemasons Road becomes a ‘walking and cycling corridor’; the surrounding residential areas get upgrades too. n SOUTH BERMONDSEY, Southwark: Bramcote Park estate gets walking/cycling improvements and a connection to Cycleway 4, Old Kent Road and Lewisham’s Liveable Neighbourhood. n BOW, Tower Hamlets: town centre around historic Roman Road will get modernised public spaces and improved walking/cycling connections from surrounding areas. n ILFORD, Redbridge: segregated cycle lanes to connect communities divided by North Circular; bridges over River Roding and Alders Brook.

Quality streets: at the heart of the Mayor’s big plan

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NEWS

Fundraising dinner at Petersham Nurseries FRIENDS AND family of Filippo Corsini, a cyclist who tragically died in a collision with an HGV in 2016, have organised a fundraising dinner in his memory. All proceeds will be donated to LCC. Guests will be served a spring banquet at Petersham Nurseries in Richmond, who are generously supporting the event on 14 March.

A three-course, feastingstyle sharing menu, glass of prosecco on arrival and wines from Giovanni Mazzei and the Mazzei estate will be served in the venue’s candlelit glasshouse restaurant.

Speeches will be given by Filippo’s father, Duccio Corsini, and LCC’s CEO, Ashok Sinha. Dinner will be followed by a charity auction of some exclusive Italian wines.

The last few remaining tickets are on sale via the Eventbrite website — https://tinyurl.com/ FilippoCorsini.

ROB TO SUPPLY IMAGE

MYTHBUSTING: cycling causes congestion?

15k

number of miles of TLRN main road network in London

0.1% CS3 and CS6 removed traffic lanes on this % of the TLRN network

71% 0 4

Big year planned for cycling, Sadiq Khan and London HOLD ONTO your hats! The final year of Mayor Sadiq Khan’s current term is set to be hectic for cycling schemes — and that’s on top of the Ultra Low Emission Zone.

Khan made some big promises to LCC members, and all Londoners, and now has just over a year to fulfil them. He reckons he’s on track, so expect a lot of roadworks this year.

The Mayor promised to triple mileage of protected space for cycling by May 2020. And while Westminster Council’s legal action has kicked Cycle Superhighway 11 into the long grass, both CS4 (from Tower Bridge to Greenwich) and CS9 (from Brentford to Olympia) are set to move into construction this year.

Public engagement has also begun for four schemes drawn from TfL’s Strategic Cycling Analysis of the highest priority routes — Camden to Tottenham Hale, Ilford to Barking Riverside, Lea Bridge to Dalston and Hackney to Isle of Dogs — with at least one more, from the end of CS4 in Greenwich to Woolwich, coming in 2019 too.

Thanks to our hard work, Khan also promised to enable boroughs to bid for a mini-Holland pot of funding for walking and cycling. The first seven Liveable Neighbourhoods are currently heading towards public consultations on schemes this year, while the second wave has just been announced (see page 6) – and look very ambitious.

It means more than half of all London boroughs will see big cycling schemes in the near future thanks to our campaigning. Which demonstrates the power LCC wields when you help us. But it also means in the next 12 months we’ll need even more members to help us keep pressure on boroughs and TfL to deliver.

of Londoners never drive in central London

%

Taxis drive empty approx. this much of the time

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OPINION

Butting heads At long last a new approach on ‘public consultations’ looks to be in the offing says Ashok Sinha

I

’M NOT generally a fan of referendums. They oversimplify complex questions into binary choices, polarise the public and inflame passions.

They excuse decision-makers of the responsibility we invest in them to address real challenges. Supporters of direct democracy will disagree, but in my book referendums should only be used where a direct political mandate is essential for genuinely ‘take it or leave it’, gamechanging propositions.

No, I’m not talking about Brexit, but the mini-referendums that many of TfL’s public consultations on road redesigns and safety improvements have become.

They may be public but, sadly, the involvement of the general populace is supplanted by a contest between advocacy or representative groups. As a result they don’t really illuminate any views that TfL didn’t already know and merely serve as an arena for grinding, unenlightening combat between opposing factions. It’s no way to take decisions.

Nonetheless LCC has had no option but to play this game for many years by asking supporters to take mass action on proposals that make it safer and easier to cycle, and reduce pollution and carbon emissions (and oppose ones that

don’t). Many we ‘win’, some we ‘lose’; each ‘success’ we herald as a triumph, but in intellectual terms it’s been a case of never mind the quality, feel the width.

Predictable clashes Such setpiece skirmishes are an enormous drain on resources yet do so little, ultimately, to further support for LCC’s case. I’d much rather we were devoting all this time and effort to persuading unsympathetic councillors, residents and businesses that more cycling and less driving will help them realise so many of the aspirations they hold for their communities, and provide practical help for them to accomplish it. This would ultimately be of more use to City Hall and TfL in pursuing the aims of the Mayor’s Transport Strategy, Cycling Action Plan and Vision Zero than spreading ourselves wafer-thin across such attritional consultations.

To be fair to TfL, it is rightly obliged to consult the people on

“LCC has had no option but to play this game... by asking supporters to take mass action”

Ashok Sinha Chief Executive of London Cycling Campaign

their plans and, in extremis, defend the results in front of a judge. I understand their situation. But, especially given that the response rate to major consultations is merely in the thousands at most, there is no obvious democratic justification for consultations to be treated as referendums, other than in very specific circumstances.

Yet there is a genuine need for TfL to seek views on planned infrastructure changes, before design work commences in earnest, to help understand what people would value most. It would be better if the authorities did a better job of this groundwork and then backed their final judgements we as citizens empower them to make.

The fact that many of TfL’s public consultations have withered into predictable clashes of passionate, irreconcilable sentiments has long been known to them. TfL says a new, better methodology to engage the public is imminent — ie one that works with local politicians and stakeholders early in the process to win hearts and minds and ‘co-produce’ plans.

We are seeing signs of this with the ‘public engagement’ just launched on major new cycle routes.

Thank goodness, as the debilitating head-butting cannot continue.

There has to be a better way.

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OPINION

Taking charge Deputy Mayor Shirley Rodrigues explains why the new ULEZ will help clean up London’s toxic air

H

ALF OF London’s toxic air pollution is caused by road transport, which contributes to harmful levels of nitrogen dioxide (NO2) and particulate matter (PM), and it is a shameful fact that our filthy air causes dementia, asthma and harms children’s lung growth.

Across the country, toxic air leads to 40,000 premature deaths every year — imposing a financial burden of £20 billion on the economy every year.

This is one reason why the Mayor has been investing record amounts of money to change our streets to make cycling safer, easier and the most attractive option for Londoners on the go, especially for short journeys. From redesigning junctions at Old Street, Highbury Corner and Vauxhall to building high-quality cycle routes including Cycle Superhighways 4 and 9, plus new routes across the city, cycling is at the heart of Sadiq’s vision for London. Our new cycling infrastructure carries 46% of people at peak times, despite occupying only 30% of the road space.

Of course cycling alone will not clean up our filthy air and it is only one key part of the wide-ranging and ambitious plans the Mayor is putting in place.

A critical step towards reducing

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emissions by 45% takes place from 8 April in Central London with the introduction of the 24-hour, seven-day-a-week Ultra Low Emission Zone (ULEZ).

In the Zone The ULEZ aims to protect Londoners’ health by discouraging the use of the most polluting vehicles and encouraging people to cycle, walk or use public transport.

It will operate in the same area as the current Congestion Charge Zone and will operate all day, every day, all year round.

Most vehicles driving in the ULEZ will need to meet new, tighter exhaust emission standards or pay a daily charge (£12.50 for cars, vans and motorcycles, £100 for buses, coaches and lorries).

The Congestion Charge will be unchanged by the introduction of the ULEZ and will continue to apply for all eligible vehicles entering the Congestion Charge Zone.

We’ve got much wider plans

“Our new cycling infrastructure carries 46% of people at peak times”

Shirley Rodrigues Deputy Mayor for Environment and Energy

ahead for the ULEZ too — and from October 2021 it will be expanded to include the inner London area, up to both the North and South Circular roads.

The Mayor is also focusing on cleaning up the transport fleet — we currently have 6,200 lowemission buses on London’s roads and by December we’ll have 12 Low Emission Bus Zones in operation in some of the capital’s worst air quality hotspots.

Plus, since January last year, all new licensed black cabs must be electric, meaning new diesel cabs are no longer allowed in London.

We’re also supporting the switch to electric vehicles, rolling out a rapid-charging infrastructure and funding a scrappage scheme to help micro-businesses prepare for ULEZ. We expect these measures and the wider action we are taking will result in cleaner air for all cyclists and Londoners. A recent report predicted that, as a result of the Mayor’s action, no schools in the capital will be exposed to illegally high levels of air pollution by 2025.

We would like to thank London’s cycling community for its ongoing support for our plans to improve air quality and we promise to continue working tirelessly on making our city’s air much healthier to breathe.

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OPINION

Boom or bust?

Despite all the positive headlines, a cycle sales downturn looks likely says Carlton Reid

E

VER WONDERED why Brits ride impractical bikes and the Dutch ride solid sit-up-and-beg ones?

Blame Frederick W Evans. The one-time editor of Cycling (today’s Cycling Weekly) was a hard-riding touring cyclist and in the 1920s he penned a 24-page pamphlet extolling the benefits of a new style of bicycle. Putting his money where his mouth was, he opened a shop on Kennington Road in 1921, making and selling these specialist bicycles.

This was before the 1930s working-class bike boom which saw cycling — mostly transport cycling — double in size. The UK government estimated there were five million British cyclists in 1936.

Ten years later there were at least twice that and probably 12 million on the roads by 1937.

Most of these everyday cyclists rode heavy and affordable transport bikes made by Hercules, the sort despised by keen cyclists such as Fred Evans. He thought ‘lightweights’ (steel touring bikes) were the future. But lightweights were not as practical as the roadsters first used 40 years earlier during the 1890s bicycle boom in the USA and the UK. (Ironically, today we call these utilitarian Victorian roadsters ‘Dutch bikes’ even though they are English through and through).

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The lightweights built by framebuilders at that first FW Evans shop influenced bicycle design in Britain for many years. Gradually, Hercules-style roadsters fell out of favour and sales of lightweight bicycles accelerated.

Raleigh copied the style and became an export powerhouse, enabling the Nottingham company to buy and then bury Hercules.

Practical roadster bicycles became deeply unfashionable in the 1950s, for the masses at least; enthusiasts preferred their lightweights.

The post-war years From 1945, the numbers of cyclists in Britain plummeted, and by the 1960s there were only really enthusiasts left. Britain’s culture of mass cycling — and cycling mainly on utilitarian bicycles — was no more, and the last bikes standing were the lightweights.

Nevertheless, riding a wave it had helped to create, the enthusiast-focussed FW Evans store in London prospered, with the

“It is estimated that there were 12 million cyclists on the road in 1937”

Carlton Reid Transport Journalist of the Year (Specialist Media) 2018

founder running the business until he joined the RAF as an engineer at the outbreak of WWII in 1939.

That small shop became Evans Cycles, with stores across the land (it sold last year to Sports Direct for the knockdown price of £8 million).

But don’t blame Evans for the UK’s lacklustre current cycling modal share of two or so percent. Evans grew like crazy in the mtb and road bike boom years, but it couldn’t ride out the current malaise on the High Street. For that I blame you. That is, if you buy your inner tubes, gear cables or even your bicycles online.

I also blame myself, because I too have an Amazon Prime account.

A thinning-out of UK bike shops is happening apace, and it’s not just due to the internet. For largely unknown reasons — but at least partly to do with cycling being a little less ‘fashionable’ than it was just five or so years ago — we’re in a bicycle-buying downturn.

Evans has pivoted to selling more ‘Dutch bikes’, but that won’t help it massively going forward. The market in the Netherlands had been depressed for a couple of years but bounced back in 2018; more than one million bikes were sold there in 2017, up 5.7%. So hunker down, folks, times are going to be tough for cycle sales almost everywhere — except the land of the bicycle.

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CAMPAIGN

Bar Raised THE

IS

The Mayor has released his Cycling Action Plan.

Simon Munk assesses it and explains why it suggests 2019 will be a big year for London cycling

T

HE MAYOR of London has launched the next of his plans that sit underneath the Mayor’s Transport Strategy (MTS). These put flesh on the bones of the MTS, showing how the Mayor intends to reach his overarching targets — such as 80% of London transport journeys by walking, cycling or public transport, 70% of Londoners living within 400m of a high-quality “strategic” cycling route, and no deaths or serious injuries on London’s roads (dubbed ‘Vision Zero’), all by 2041.

The Mayor has already released a Vision Zero Action Plan on road danger reduction, and a Walking Action Plan.

Now it’s the turn of cycling. So

what’s in the plan and is it going to result in London becoming a “byword for cycling”, as the Mayor promised, or “the world’s best big city for cycling” as Walking & Cycling Commissioner Will Norman has said?

The big data The first three chapters of the plan set the stage, justifying to a non-cycling London public, other politicians and stakeholders why we should spend lots of money on cycling, why cycling should be a mainstream transport mode and why lots more cycling is needed now. Most of this is a summary of existing TfL data that lays out the cost of not enabling more cycling in terms of congestion, inactivity and air pollution, and shows how businesses increasingly support and benefit from more cycling.

This is followed by data on the rise of cycling in London against a national picture of cycle rates flatlining, and data on those who are cycling less frequently (women, black, Asian and ethnic minority people, the young and old), and why (fear of road conditions, primarily). According to the figures, 81% of Londoners can ride a bike, including 76% of disabled Londoners.

The fourth chapter starts to head into new territory, starting with some ambitious targets for 2024 (at the end of the next Mayoral term, not the current one).

Targets to aim for The Cycling Action Plan (CAP) commits TfL to “almost double” the number of cycling journeys by 2024, from the current 0.7 million daily to 1.3 million. This is a major

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shift, particularly considering there’s only five years to do this.

0.7 million journeys is already more than most individual tube lines carry daily and more than the entire overground network.

The plan also commits to rapidly expanding the network of high-quality cycle routes in the next five years. By 2024, the Mayor says 28% of us will live within 400m of a high-quality route, whereas less than 9% of us do right now.

So how will the Mayor get from where we are now to where he wants us to be in 2024 and 2041?

The CAP then delivers three chapters on how TfL will design streets for cycling, how it will enable easier route-finding for everyone and how it will enable everyone to cycle, not just middleaged men in Lycra.

No more Cycle Superhighways?

In terms of building a “Londonwide cycle network”, the Mayor uses the action plan to announce an end to both Cycle Superhighways and Quietways.

That doesn’t, of course, mean no more cycle routes, but the Mayor is scrapping the brands for one united name. We’re guessing this will be ‘Cycleways’, but some have suggested resurrecting the old ‘London Cycle Network’, while others have suggested the simple ‘Cycle Route’.

The rebrand is partly because the existing names have become confused in many ways.

Quietways aren’t universally popular, too often for not being quiet enough. While Cycle Superhighways can be anything but super for many people who

already cycle (CS1, CS7 and CS8 we’re looking at you), and the name can also be misunderstood and off-putting to those who don’t cycle — conjuring up images of routes designed solely for fit and fast commuters. On top of that, the classifications haven’t really made sense for a while anyway — and don’t reflect how other cities and countries do cycle routes.

Is Cycle Superhighway 1’s back-roads a ‘Superhighway’ (or as some dubbed it a ‘Cycle Superquietway’)? Also, does it matter if you’re riding on a main road cycle track or a quiet backstreet if you are going where you want to go and feel safe and comfortable getting there along the entire route? And with London’s road network, many routes will increasingly be a mix of both main roads and side streets.

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Routes galore The action plan says that whatever they end up being called, we’ll get 450km of new “high-quality” routes across London by 2024.

Whatever CS4 (running from Tower Bridge to Greenwich) and CS9 (running from Olympia to Brentford) end up being called, they will be joined by other routes including a potential Wood Lane to Notting Hill Gate one due to be consulted on this year (to replace previous Mayor Boris Johnson’s Westway elevated track plan), and a Clerkenwell Road to Old Street scheme long promised by Islington Council (to fulfil their part of our ‘London Boulevard’).

Most new routes, however, will be drawn from the 25 highest potential ones already identified in TfL’s Strategic Cycling Analysis.

The first two will be the Camden to Tottenham Hale route (linking to existing Royal College Street cycle tracks at one end and Forest Road tracks in Waltham Forest’s mini-Holland at the other). And Hackney to the Isle of Dogs (to also connect to the proposed Canary WharfRotherhithe bridge). This pair

should be through consultation and into construction this year.

As well as major new routes coming forward this year, the Mayor says his Safer Junctions programme will really kick into gear, with 14 or more junctions to be complete by 2020, and the remainder all at either design or construction stage.

However, of the 27 (out of 77) the Mayor has already marked as done, nearly every one retains major safety flaws, including ones where there have been serious injuries post-completion. There is little sign thus far that Safer Junctions (see London Cyclist, Winter 2018 issue), while they are coming faster, are safer enough to fulfil the Mayor’s Vision Zero commitments, or to enable more people to walk or cycle in comfort through them.

The good news is that while junction quality remains a major concern, new cycle routes will only get funding, going forward, if they really deliver for cycling.

Making the money count ‘Quality criteria’ is something LCC has long campaigned for — to ensure schemes that take funding

from TfL for cycling actually deliver more people cycling. Here the Mayor says that six metrics, all derived from TfL’s Healthy Streets Check, will be used to determine whether a scheme gets funding or not from now on. These will be fully released in a new version of the London Cycling Design Standards, but are mentioned briefly in the action plan.

Each of the six criteria will ­ have an absolute benchmark — for any scheme to be funded it must clear all six. But the same criteria will also have a ‘target’ level expected to be reached — the implication is you can fall between the target and benchmark levels for one, perhaps a few criteria, but most criteria will need to achieve the target level and all will need to achieve the benchmark level.

The six funding criteria are: n TOTAL VOLUME OF MOTOR TRAFFIC. Target: “Fewer than 500 motor vehicles per hour (vph) at peak times, and preferably fewer than 200vph” where cyclists mix with motor vehicles. n SPEED OF MOTOR TRAFFIC. Target: “20mph speed limit and a high level of driver compliance” where cyclists mix with motor vehicles. n WIDTH. Target: “Sufficient width for people to cycle comfortably” (presumably this will include specific metrics for both cycle track widths and lane widths when mixing with traffic). n KERBSIDE ACTIVITY. Target: cyclists can “comfortably pass” parking and loading bays for “minimal impact on people cycling”. In other words there will presumably be metrics to

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determine usable width away from car doors and/or amount of parking/deliveries/servicing people will encounter. n INTERACTION WITH LARGE VEHICLES. Target: “Sufficient space for cycling relative to the volume of HGVs.” Again, this is likely to cover the proportion of HGVs in traffic, plus lane widths. n TURNING MOVEMENTS. Target: those cycling are given “time and space to pass through comfortably” so risks of turning vehicle collisions are “minimised”.

This is likely to include what mitigations are in place to reduce turning collisions (this could cover anything from raised tables to ‘hold the left’ cycle-only signals).

LCC is in ongoing dialogue with TfL and City Hall over these criteria — and the aim is for them to gradually toughen. But even now, as we understand it, it would be very hard for any more ‘blue paint’ instead of tracks or noisy Quietways to get the green light in the future.

Lose yourself With high-quality routes and a unified route branding, the Mayor says the next step is to enable far easier wayfinding. This spring the plan says he will launch the “world’s largest Cycling Infrastructure Database”. This database of London’s cyclespecific infrastructure, from cycle parking stands to signs and painted logos, to cycle lanes and tracks and lights, means digital mapmakers should have an easier time making cyclespecific mapping and routing for smartphones and GPS. If Google, Citymapper, CycleStreets and their ilk build on the database, then that will be great news, as current smartphone cycle mapping in London is far too hit and miss.

And the database will also help TfL plot where cycle parking is most needed too.

Finally, the action plan details how the Mayor will make sure the cycling boom embraces

people of all ages, abilities and backgrounds. This will be via his existing Cycle Grants London scheme for community groups, as well as increased cycle training availability and bigger, more frequent car-free events.

Our verdict So what do we think of the Mayor’s Cycling Action Plan?

The announcement of the upcoming quality criteria is most exciting. And the new Cycling Infrastructure Database should prove useful. Perhaps most important, however, is the coherence and clarity of the plan overall ­— combined with the promise of a lot of action this year.

However, there is a tad too much drawing in of existing TfL research here, a tad too little in the way of new announcement.

Of course, the proof of this recipe will be in its delivery. When the Mayor can actually open new high-quality cycle routes and when he is cutting the ribbon on genuinely safe, Vision Zeroquality junctions, he’ll deserve full plaudits.

But for now at least we have a clear roadmap as to how he intends to get us all there.

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Illustrations: Boing Graphics

We need to talk about

congestion While cycle infrastructure is steadily improving, congestion remains a thorn in the city’s side. Richard Dilks from London First argues we’re long overdue a fresh strategy

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ANY POSITIVE things have happened to London’s roads in recent years. They have become quieter and less polluted; it is easier to cycle on at least some of them; it is more pleasant to walk along them or stop for a coffee by them. Road space has been repurposed away from motorised traffic, speed limits cut, many junctions made safer.

The experience in London and other

developed global cities shows that these trends are here to stay — which is not, of course, to say it is ‘job done’ on any of them.

Yet there is something else that, left to its own devices, is also here to stay. And it’s the bane of city-dwellers everywhere — congestion.

This has not improved in recent years, in fact it has got worse. Indeed mixing with heavy traffic is a major reason why many people feel it’s not safe enough to switch to cycling.

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Average traffic speeds on main roads in central London are now barely above pedestrian pace. And peak congestion in central London is forecast to increase by 60% by 2031.

Let’s not forget roads matter hugely to London’s economy. They carry 80% of passenger trips and 90% of freight trips. We see congestion as an issue that bears down upon both companies and the economy more broadly.

The uncertain and lengthy journey times that congestion imposes on the city drives up prices, causes stress and degrades air quality. It can also lead to more congestion: because to maintain service levels, operators of freight, waste or bus services may need to put on extra vehicles — inevitably adding to the problem.

Buses carry more passengers than any other public transport mode in London by far. And yet bus passenger numbers have gone down, particularly in central London, in recent years — the see-saw effect from congestion going up.

One of the major beneficiaries of improving congestion would be the bus. From being a success story that was the envy of the rest of the country’s bus networks, London bus usage has stuttered badly. Something does indeed need to be done — and more intelligent charging would help clear traffic out of the bus’s way.

There also needs to be a fresh look at what more bus infrastructure London needs for the 2020s: options to expand bus lanes; how to turn

Buses carry more passengers than any other public transport mode in London. And yet passenger numbers have gone down in recent years... more bus garages over to zero tailpipe emissions; how to get more responsive bus services that take people where they want to go.

Growing trends

GOING NOWHERE: backed-up traffic is a familiar sight across the city

There are many nuances to London’s traffic and how it behaves, but fundamentally there are simply too many vehicles competing for too little space, especially at peak times. As the city’s population continues to grow and road space continues to be taken away from motorised traffic, it is logical to agree with the forecast of significantly increasing congestion.

While the Mayor has a committed plan of action on emissions charging for central London, which is then planned to expand to the North and South Circulars if he is re-elected, there is no such plan to tackle congestion.

We do, of course, have our existing Congestion Charge. The rather gloomy picture we’re painting here does not mean that the Congestion Charge is no longer working.

Instead, it points to the stark need to modernise

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it. It has been notably effective in cutting private car traffic in central London, with the number of private cars entering the charging zone falling by almost a third since 2000.

However, it only covers some hours of the day; it’s a blunt on/off charge with no penalty for repeated use of the zone; it covers only a small area of London; it exempts significant numbers of vehicles; and it carries several discounts, for example for residents.

The recent decision to end the exemption for private hire vehicles from being charged illustrates this. TfL’s own modelling anticipates a congestion improvement of just 1% from this move — partly because there will be an incentive for private hire vehicles to make the most of the zone once they have paid to be in it, balancing out the deterrent effect of being charged to enter it in the first place.

What are other cities doing?

The world has moved on in many ways since the Congestion Charge’s introduction in 2003 and it is time to look again at what congestion charging could do for London as part of a suite of policies to improve on congestion in the city, pollution and quality of place — something London First will be exploring further with its member businesses.

Other global cities such as Stockholm, Milan and Singapore have stolen a march on London’s

early lead in this area, and to their benefit as their levels of congestion have come down, air quality improved and revenue been raised.

That revenue is typically reinvested in public transport, as happens with London’s existing Congestion Charge — which brings in about £150 million per year (net). In Stockholm, public opinion switched from being against to being in favour; and in Milan a majority voted for expanding the scheme.

The great benefit of price is that it is an effective deterrent to those journeys that can be made in other ways or at other times — judged correctly and kept up to date in all aspects, it tips those marginal journeys away from using a non-shared motorised vehicle.

Yet we also have to recognise that some vehicles can’t be priced out. You only have to look at the traffic mix in central London on a weekday to see that deliveries, servicing and collections vehicles of all kinds make up a significant proportion of traffic. Freight traffic is predicted in the Mayor’s Transport Strategy to increase by 10% during the central London morning peak over the next decade if nothing more is done.

We need freight. We need our waste collecting, buildings built, those coffee beans delivered. So the push now has to be how the city (which means TfL, London councils, boroughs, clients and the industry itself) can

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Cutting the amount of motor traffic is critical to getting more people on their bikes — and getting more people on bikes helps cut motor traffic

make freight even more efficient, retimed and remoded — where possible. This will mean some detailed, concerted work from all involved to lower the barriers to doing this.

The art of the possible has been proved in so many small-scale examples, from the retiming of over 500 sites by TfL’s retiming deliveries programme, to the consolidation of waste collections on Bond Street.

The challenge now is to scale up and spread these practices across central London — something London First is playing a part in and will continue to do so. Planning permissions, building leases, staff availability, political nerves about resident’s reactions, traffic regulation orders — the list goes on — but this is the nittygritty that needs to be tackled collectively to achieve change for freight.

Parking problems And this isn’t all just about the traffic — co-ordination of roadworks is a key driver of congestion too, and is something London still

PART OF A PUZZLE: Congestion Charging needs an overhaul

Guest articles do not necessarily reflect the views of LCC

needs to make further progress on, despite the big strides taken in the last few years.

Last but not least, parking needs a rethink.

Central London currently dedicates around 8,000 hectares to parking — the equivalent of 56 Hyde Parks! This has long been seen as a political minefield, but the opportunities are there, including the rise of technology that enables booking parking to be a lot easier (and kerbside to be used more efficiently).

Likewise the growth of electric vehicles and the increased use of shared vehicles — ranging from private hire to car clubs — that spend far less of their time parked than private cars. And that’s all before any automated vehicles glide towards us from over the horizon.

You will have noticed only one brief reference to two-wheeled traffic so far. But bike travel is a key part of this overall jigsaw. It can be part of the solution on freight, with bike freight a growing and welcome presence across the city.

Most importantly, cutting the amount of motor traffic is critical to getting more people on their bikes — and getting more people on bikes helps cut motor traffic. In turn that frees up more space for the freight that can’t be retimed or remoded, for the bus of all kinds, for London to be a nicer place to be. So we need to continue to improve the on-the-ground realities for cyclists in London.

A prime way we can do that is to tackle congestion systematically. It is time for a congestion-busting strategy for our nation’s capital city — one that is bold, thoughtthrough and is then kept fresh. That would be an investment in London’s future economy and society that will return dividends to us all.

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CHRIS BOARDMAN Fran Graham chats to the former Olympian about building a cycle network from the ground up and how political leadership is vital

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HRIS BOARDMAN has been at the heart of UK cycling for more than two decades.

His gold medal at the 1992 summer Olympics was a catalyst for sport cycling in this country, inspiring the likes of Bradley Wiggins and pushing British cycling to its current position as a world leader in racing.

On his retirement from competition, Boardman became a regular face of the Tour de France television coverage, alongside founding the hugely successful Boardman Bikes. He has also long been a vocal advocate for everyday cycling, a role which led to a call from Mayor Andy Burnham, offering him the position of Walking and Cycling Commissioner for Greater Manchester.

Boardman is now the man with a plan for Manchester. And within a year of taking up post he announced the Bee Network, which is set to become the largest joined-up cycling and walking network in the UK. The scale and ambition for the Bee Network is huge – why is it happening now?

Having a job that I’ve never done before and suddenly heading up what will be a £1.5 billion project is partly amusing and partly scary, but it’s got all the ingredients in place to work, otherwise I wouldn’t be doing it.

Greater Manchester’s congestion is absolutely horrific — it’s as bad as London, if not worse. It has been

exacerbated by the dire train situation, which you wouldn’t believe. It’s a black comedy of sorts.

But you cannot push somebody out of a car if you don’t give them an alternative. Even I have started driving into Manchester from the Wirral where I live, about 50 miles away, and I’d always got the train in before; it’s so unreliable now. The rail problem’s been estimated to increase car usage by 5%, which is pretty big. But I see that as an opportunity, because you don’t fix it by making bigger roads.

Considering what has been spent in recent years in Greater Manchester — about £80million — it’s amazing that nobody had thought to ask what changed as a result? The answer: nothing. The Mayor, Andy Burnham, wants to do this, he knows that we have to, has allocated funds immediately to get started and ring-fenced them for the project. He has pretty much given me carte blanche and, in Transport for Greater Manchester, I’m very grateful that they have just let me re-shape a big chunk of their organisation, to do things very differently.

We’ve also got ten leaders across Greater Manchester who are all incredibly supportive.

What lessons will you be learning from elsewhere to design Manchester’s Bee Network?

I’ve done plenty of visits. I went to Copenhagen to meet the Transport Minister, so I’m aware of good examples.

But I’m also aware that people will only understand and be persuaded by examples of things that are bloody close to them. They say “oh, that’s London”, never mind examples from abroad.

We know how to do it, that has never been the problem. Even the destinations, everybody agrees on.

It’s how you get there — people need to see the steps towards great examples, see it on a much smaller scale in order to get it.

So we start with small things. We want the whole network to be useable, and be used, by a competent 12-year-old — and for parents to allow them. Which pretty much means anybody could use the network.

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That means we can’t avoid the tricky stuff. If you’re going to do some great stuff, then miss one junction because it’s really hard, or that one pinch point, then you may as well have done none of it.

If 80% of our streets are six cars per minute, I would probably let a competent 12-year-old ride there. But I don’t, because at the end of the street is a junction, and the end of that street is another. So we have to address these areas properly.

One of our first actions is to complete 1,500 crossings, which nobody really objects to because they are easy and cheap, so it’s a really good way to get going quickly. We are doing the Chorlton scheme and the bigger Alan Turning Way scheme, the big ones planned, but these are four to five years away. I think strategically it’s really important to have momentum before then.

consultation. One of the things I want to do is that if you choose not to speak, I’ll take that as a positive.

I’ll take ‘I’m not bothered’ as a positive not as neutral. That would be a really bold step I’d like to test because it seems logical to me.

London is very good at measuring, and that is something we are learning. Measuring things before and after. Our monitoring plan doesn’t exist yet, which I’m worried about. It’s not a problem now, but it will be if we don’t get it sorted soon. We’d be sunk if we can’t show that the cycleways work, that they transport more people, and haven’t increased pollution.

I’ve been seeing 60%, even up to 90%, support on consultations (in London) — and then some things still don’t move forward...

How are you talking to the public about this network?

We get people in a room and ask questions: where do people want to get to? Where should crossings go?

Where are the points of severance? How do we open up those roads? And in just an hour-and-a-half, each district has a draft network. So we took that, assembled it all, and said do this, with tweaks. In four months, with about £60,000 — instead of two years and £1 million — we had a network.

We make it relevant for people, give them an example of what we can do for their street; and if they don’t like it in that exact place, we can move it. We are also looking at ‘try before you buy’, fast-to-implement stuff too. So the psychology is more important than the infrastructure in a way.

Have you learnt anything from how London has been engaging with the public on cycling and walking schemes?

To put it in the hands of the people. One of the things I’ve been interested in in London is watching the consultations. I’ve been seeing 60%, even up to 90%, support on consultations — and then some things still don’t move forward. That’s fascinating. When you get up to 90% support and you still don’t move forward, what was the point in the consultation?

Also, no weight is given to the silent majority at

What about the infrastructure that has been built in London — has anything particularly impressed?

The quality of stuff. You go back to the obvious example of the Embankment and it’s a space you want to be in. It’s where you want it to be, where people visit, and people see it. It’s a statement.

That’s really important. I’d love to see something similar running right through the middle of Manchester city.

There is some really good stuff there with Quietways, but they don’t all work. Difficult links have sometimes been dodged. It’s about great provision and if you don’t deal with the tough junctions, it doesn’t work. That is a lesson we are very much taking forward.

In London, we face ‘bikelash’ on every scheme — is it something you are concerned about for Manchester?

We’ve not had that yet, we’re too new,

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but I’m also not sure we are going to get it. Our timing is better, and I wouldn’t say our problems are different, but they are more diluted than in London.

London’s are extremely concentrated, when you have that many people, that tight together, everything is loud, everything is contentious.

You’ve recently dealt with Manchester councils upset they haven’t yet received funding for cycling, to which you issued a challenge to raise the level of ambition – what was their reaction?

I love that, they are just open goals.

You can say: “Great. If you want to do it, let’s do it.” We have just been taking away the go-to excuses of the past, like not having the money or resources. We explain we’ve got an expert team that will help you do it.

We don’t have any districts that are actively anti. We do have a couple that are struggling with narrow Victorian streets, where everyone has cars and it’s crowded — so what can we do about that? They can’t see a way forward. So we create examples, find a small bit of a district and show that it works.

It’s a nice thing for us to have ten conurbations, because you build in healthy competition. You mentioned about the newspaper saying ‘it’s all in the affluent south of Manchester, where is ours!’

That’s helpful, because we can say ‘well what would you do?’ and handing that back over to the public. And if the council isn’t doing anything, here’s their contact details — go tell them what you want!

Illustrated view of how the new Chorlton cycleways in Manchester will look.

What would you say are the key ingredients for a city to transform into a cycling city?

Timing and political will. Leadership is absolutely essential, especially when you have the kind of focused resistance you have in London. To some, cycling and walking might look like a small thing, but if you follow that piece of string and see how many things are solved if you stick with it, push it, champion it, then many other things you are worried about, that you haven’t got time for, start to diminish.

At a national level with government, there is just no appetite for any meaningful change. We believe that if we can make this work at the size of a whole city region, it would be impossible to ignore for the whole of the UK. You have a new walking and cycling campaign group in Manchester, what do you hope they do?

We believe that if we can make this work at the size of a whole city region, it would be impossible to ignore for the whole of the UK

I’m delighted it’s happening.

And delighted that the people organising it understand how to make their voice heard. We have lots of little organisations in each of the ten districts too.

Now they can all get together and have a much louder voice.

It’s essential and they will hold me to account. They’ll be able to shine a spotlight on things that I can’t. They are an essential part, as an independent voice, and without it we would be nowhere near as effective.

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RIDING INTO

DIVERSITY Cycling and inclusivity is an increasingly urgent and large topic. Simon Munk looks at what we can do to not only make cycling a more viable mode for Londoners with disabilities, but allay concerns that more cycling is creating for them too

Jonathan Bewley

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ycling has an image problem.

Branded as ‘pale, male and stale’ — the preserve of able-bodied, middle-aged, white men. So says just about every taxi driver on Twitter. Even London’s Walking & Cycling Commissioner, Will Norman, said cycling schemes are perceived as “getting middle-aged men cycling faster”. While cycling is far more diverse than it’s made out to be, there is a truth to this issue.

We are failing, in the capital, to get women cycling as much as men (in Holland, more journeys are done by women); to get black, Asian and other ethnic minorities (BAME) out on bikes in the same proportion as white folks; but above all, we’re failing to enable those with disabilities to access our new Cycle Superhighways and safe routes.

While the attacks on cycling from cabbies accusing us of ‘elite capture’ are ludicrous, it would certainly make London better and make getting more cycling schemes in London easier if cycling in the capital was more diverse.

On top of this, we are seeing growing disquiet and concern from some sections of London’s communities — particularly those with disabilities — about how the increasing amount

of cycling infrastructure is impacting them. So it’s not just about getting a wider range of people to cycle, but also ensuring that getting more people cycling doesn’t negatively impact the most vulnerable road users around us.

These issues have both become an easy stick to beat cycling schemes with. By painting them as only benefitting a small number of people, those who want to hang onto their cars, vans and taxis can delay and scupper such projects.

So we need to tackle these issues head-on.

We can’t allow those who fight against cycling to hold up inclusivity as a reason not to help more people to cycle, and prevent the wide range of benefits that come from it. It’s time we enabled everyone to enjoy cycling.

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Let’s stand united against cars Those with disabilities face arguably the most complex barriers to getting around London of all the communities that are underrepresented in cycling — and those with disabilities are also reporting more than any other community that current cycle schemes are impacting them negatively. Despite that, in our view, there is more that unites those who cycle and those with disabilities than there is that divides us.

People with disabilities suffer more from motor traffic dominance and hostile streets than other Londoners. Whether that’s because it takes them longer to cross the road or whether they can’t easily perceive complex and fastmoving road conditions. The result is likely higher exposure to pollution, certainly higher social isolation.

Yet organisations representing such people oppose cycling schemes, rather than general roads schemes, routinely.

The oft-stated reasons why disability campaign organisations — such as the Royal National Institute for the Blind (RNIB) and Transport For All — oppose cycling schemes is that those who cycle and the schemes to enable cycling represent some kind of special threat to those with mobility, visual and other impairments.

Risky business “It is difficult for us to make generalisations over whether motor or cycle traffic poses more of a risk to those we represent,” said Joshua Lang, Campaigns and Outreach Officer, Transport For All. “For someone with sensory impairments, cycle traffic is potentially more dangerous as cycles are almost silent and are more likely to be in the same space as pedestrians.”

Objectively, statistically, the evidence is fairly clear — motor traffic is the biggest risk to not just the able-bodied who cycle and walk, but to those with disabilities too.

In fact, motor traffic is more risky to those with disabilities according to a study by Dr

Rachel Aldred, published in the Journal of Transport & Health last year. “Disabled pedestrians, those living in low-income households, and in London are at higher risk of being injured by a motor vehicle, while older and disabled pedestrians and women are at higher risk of being injured in a fall.”

The number of people with disabilities who reported collisions with cyclists were so small as to be statistically insignificant ­— in other words, it is doubtful that cyclists pose a special risk objectively to those with disabilities, but very clearly motor vehicles do.

Of course, there is a vast difference between the statistical risk cycling poses and how being passed a metre away by a fast-moving cyclist feels to someone with a visual impairment. Or how it feels to get off a bus and across a cycle track straight away to someone in a wheelchair.

And that seems to be the focus of the issue here.

Objective v subjective There is, unfortunately, very little good quality research on how subjective fears translate into the long-term impact of cycling schemes on the mobility and transport choices of those with disabilities. And we would welcome more.

We know, for instance, that many disability access groups say their users have changed their

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Fight cars, not bikes

transport routes to avoid bus stop bypasses and cycle tracks in London. But is that a long-term or short-term change? And do new design tweaks make a difference?

We also need to focus on how we enhance the ways that disabled people move about London, as the city changes — and we reduce motor traffic — to improve their access.

“Disabled people are more likely to rely upon motor vehicles in order to get around, whether buses, taxis or community transport schemes,” said Lang. “While we support the reduction of unnecessary motor traffic, reduced speeds and improved crossing safety, this should not increase barriers to using vital motor traffic services, which in many cases can be the only way that disabled people are able to leave their homes.”

Black cab drivers often object to schemes based on the access needs of their disabled passengers. However, TfL’s Travel in London survey reports only 3% of people with disabilities’ journeys are by taxi. And those with disabilities are approximately as likely to be using a car as the general population. So instead of maintaining access for all cars and taxis to all roads, why not extend the blue badge scheme, so that only cars with disabled drivers or passengers have access to some areas?

GREEN LIGHT: disabled cyclists crossing a Quietway 1 junction in Southwark.

(Photo by Jonathan Bewley)

Improvements to cycling schemes and blue badge-style access will help, but there is another reason, we believe, why those with disabilities and the organisations that represent them often oppose cycling schemes, but not general motor traffic schemes. We believe that opposition often comes not just from fears that schemes that impact general traffic will disproportionately impact those with disabilities (which we don’t think is generally accurate), but also from the fact that we are often scrapping over the same space.

Too often cycling schemes take from the pavement, or pedestrian schemes take from cycling, or public transport schemes take from both ­— when most schemes now need to take more from private motor cars, as this benefits far more people, including most people with disabilities.

LCC believes that more cycling and less motor traffic overall will be good for those with disabilities, and we are working to listen to concerns and help push for better schemes.

One element is our continued support for ‘direct’ rather than ‘staggered’ pedestrian crossings; another is our work as part of TfL’s Bus Stop Bypass working group (and in other groups alongside Living Streets) to push for a better deal for those cycling and those on the pavement — taking more space and time from the private cars in the road.

Evidence, evidence, evidence To make London better for cycling, for walking, for those with disabilities regardless of transport mode they are using, we all — including inclusive access and disability organisations — need to take a more evidence-based and constructive approach to cycling schemes. Too many times the tone and tenor has been “of course we want safe cycling, but…”

There needs to be acknowledgement that new infrastructure takes time to bed in so users are confident and comfortable with it. And we want to work with groups to work out the best ways LONDON CYCLIST Spring 2019 33

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CAMPAIGN

to improve this infrastructure in a sensible, evidence-led manner.

For instance, Lang said: “Controlled signal crossings would further increase the safety of bus stop bypasses as many disabled people, not to mention visually-impaired people, are not able to tell when cyclists are approaching.”

While Hugh Huddy, Policy Manager, RNIB said: “Controlled crossings would enable people with sight loss to clearly signal their intention to cross a cycle lane, providing greater control and confidence and making things easier and safer for pedestrians and cyclists alike.”

However, adding signalised crossings to every bus stop bypass would drastically increase the cost of cycling schemes, with little evidence it would dramatically improve matters for those with disabilities. TfL’s Bus Stop Bypass working group found little evidence of conflict (and no collisions) between any users at bus stop bypasses before speed humps or zebra markings were added, and even less after.

It is imperative, then, that as campaigning groups, we embrace evidence and begin a constructive dialogue to identify what will work.

That way we can make sure cycle, pedestrian and motor traffic reduction schemes are a positive for everyone, not just the fit and able-bodied.

Designing for inclusivity Of course, cycling schemes shouldn’t just be better for those who want to cross the tracks or navigate a bus stop bypass, but for everyone who could ride on them. This means we need to pay better attention to how and where we build them.

“We know that the barriers to inclusive cycling are significant,” said Neil Andrews,

BETTER ACCESS: removing a swing gate on this path gave easier passage for all users.

(Photo by Wheels for Wellbeing)

Campaigns & Policy Manager, Wheels for Wellbeing. “First and foremost is the lack of fully inclusive cycling infrastructure, eg insufficiently wide cycle lanes, physical barriers, or a lack of accessible cycle-parking facilities.”

Many that don’t currently cycle would if they felt safe. But those with disabilities need shallower ramps, more rest spots, wider turning circles, more width. The same issues, of course, also would enable more cargo-bike riders with small kids or delivery riders, more cycle taxis, as well as more handcycles and trikes.

In the same vein, even away from cycling schemes, cyclists with disabilities need more thought. “We regularly hear of disabled Londoners being asked to dismount and walk their cycle in places where a mobility scooter would normally be allowed (eg pedestrianised areas), even though it might be physically impossible for them to do so,” said Andrews.

“Some have been threatened with fines by the police. Others have been refused from using the London Underground or accessing public transport when using their cycle as a mobility aid.” Those who need to cycle for mobility reasons, who can’t dismount, shouldn’t be forced out of such spaces.

Encouraging and enabling While designing better cycle tracks and pedestrian spaces, and even reducing and restricting unnecessary car journeys, is essential to enabling more people to cycle, that alone will not work.

Simultaneously, there needs to be a more robust approach to enabling and promoting cycling (and car use reduction) across the full diverse range of Londoners.

We need a London that works for all Londoners, not just those in motor vehicles.

And by working together, taking an evidenceled approach, we can design our streets to put people first — and create a city where everyone and anyone who wants to cycle can, building a healthier, happier, greener London.

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SPORT

Get set for your

first sportive

The team behind RideLondon, plus a few pro friends, share ten useful tips to get the most from your cycle challenges

T

AKE YOUR cycling to the next level in 2019 by tackling one of the Prudential RideLondon-Surrey sportives. You can choose to ride 19, 46 or 100 miles and all the events take place on Sunday 4 August as part of the seventh edition of the world’s greatest festival of cycling.

If you need a bit of motivation to regularly ride your bike, training for a cycle sportive is a great goal.

You’ll get fitter, discover new routes and have fun with likeminded people. Sportives appeal

to a variety of ages and abilities because you can make them as hard or as easy as you like.

You could, for example, choose to do the RideLondon-Surrey 46 without stopping, or you could take your time, ride with friends and stop for coffee and cake halfway round — it’s your choice!

The RideLondon sportives are timed events (not races) held on closed roads, which means you won’t have to contend with cars or stop for traffic lights as you tackle the loop. Other great reasons to ride include the camaraderie among cyclists who share a

common goal, well-marked routes, feed stops, mechanical and medical support should you need it, and a ‘sweep bus’ to transport you and your bike to the finish line if you run out of steam. Although the encouragement of the marshals, volunteers and supporters should help you to keep going.

Every RideLondon finisher will also receive a chunky souvenir medal once they cross the line on The Mall, opposite Buckingham Palace. And there’s even a free festival in Green Park after the ride where you can relax, recover and watch the RideLondonSurrey Classic pro men’s race on the big screen.

If you’re ready to sign up for your first sportive this summer, check out these top ten tips and you’re guaranteed to have a great day in the saddle!

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London 2012 team pursuit gold medallist Dani Rowe, who is taking on her first sportive this summer at the RideLondonSurrey 100. “You don’t have to ride every day, but if you can get on your bike three times a week that’s enough while you try to build your fitness.”

#4

CONSIDER A PROPER BIKE FIT

Before you take on a sportive, get your riding position on the bike checked out by someone who specialises in bike fitting; most good cycle stores will offer this service. They will check out your saddle and handlebar position, as riding with the saddle too low, or too high, over a long distance could lead to injury.

#5 #1

UNE UP YOUR T TECHNIQUE

Riding a bike is a skill most of us learned as kids, which means there’s probably some room for improvement. To get better at the basics, like understanding your cadence and improving your pedalling technique, check out prudentialridelondon.co.uk/training.

#2

J OIN A LOCAL CYCLING CLUB

Former world and Olympic champion Nicole Cooke reckons that anyone who is new to cycling should join their local club. She says: “Join a cycling club; that’s where you’ll find camaraderie, encouragement and the structured riding and training you want.” Check online or social media for local info.

#3

UILD UP TIME IN B THE SADDLE

When you set yourself a goal like the RideLondon-Surrey 46, don’t expect to become a super-fit sportive cyclist overnight. “Gradually increase your mileage and try to be consistent,” says

L EARN BASIC BIKE SKILLS

These days most sportives provide mechanical support but it’s a good idea to know your way around your bike in case anything goes wrong when you’re out on a training ride. Learn how to fix a flat tyre and make sure you carry at least one spare inner tube with you, plus a puncture repair kit, tyre levers, a minipump and a multitool in case you suffer multiple flats or unexpected problems.

#6

DON’T FORGET TO LAYER UP

Check the weather in the days leading up to the event, so you can plan your kit to suit. Aim to wear layers, so you can take items off (or put them on) depending on the weather. Take a tip from London 2012 Olympic road race champion Marianne Vos, who has completed the 100-mile version of RideLondon: “On every ride I always take leg warmers, arm warmers and a gilet — all items that you can easily put on and take off.”

#7

FUEL FOR SUCCESS

What you eat during any sportive (and on longer training rides) depends on the event and your experience, but eating a balanced diet and fuelling properly ahead of long rides will help. When it’s raining and cold, it can be easy to neglect your hydration so aim to drink little and often, no matter what the weather.

#8

PACK YOUR POCKETS LIKE A PRO

#9

PACE YOURSELF

Before every ride, give some thought to what you’re most likely to need when you’re out on the road. You’ll travel lighter if you can fit your pump to your bike frame and put your spare tubes and multi-tool in a saddlebag. Stash food and gels in the jersey pocket you can reach most easily, and put items like your phone, keys and money in the less accessible pockets.

Take care to pace yourself at the start of a sportive by riding at a speed you can maintain throughout the day. If you push the pace early on, you could pay for it in the later stages of the event — so aim for an even pace throughout rather than treating the event like a race the minute you cross the start line.

#10

REMEMBER TO HAVE FUN!

Your first sportive should be a fun occasion, so don’t forget to enjoy yourself as you pedal around the route.

And if you do sign up for a Prudential RideLondon sportive, make sure you smile for the cameras as you head up The Mall in front of thousands of cheering cycling fans and supporters.

MORE INFO Head to lcc.org.uk/teamlcc to sign up for a sportive challenge in 2019.

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ONE MORE CITY Christine O’Connell and friends ride from Paris to Amsterdam, the second stage of a annual journey, in support of breast cancer research PHOTOS: Dan Glasser

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TRAVEL

O

N A DARK, mid-autumn morning, 30 intrepid Rapha Cycling Club (RCC) members gathered in a Paris café for a grand départ breakfast. Croissants consumed and ride leaders briefed, we headed out through the morning rush hour, direction Amsterdam.

Our plan: 630 kilometres, across three countries, in three days. A challenge for even the most seasoned of cyclists, over demanding terrain including the pavé of the famous ParisRoubaix race and cobbled climbs from the Tour of Flanders. All the riders and volunteer support team looked resplendent in custom jerseys; designed by Maria Olsson and featuring flowers from the three countries we’d be passing through, they also bore an ingenious message about breast cancer awareness. It is October (Breast Cancer Awareness month), and it’s not just about the bike.

One More City is an annual cycling campaign, supported by Rapha, starting from where the previous year’s ride finished. The aim is to raise funds for a PhD student at Imperial College London who is conducting research into secondary breast cancer. Secondary breast cancer — the term which describes cancer that has spread beyond the breast — killed over 12,000 people in 2016 in the UK alone, but attracts only a small amount of research funding as compared to primary breast cancer.

The simple ethos of One More City is that the journey is never over; we are always progressing towards the next city, there are always more kilometers to do, more climbs to be conquered and more challenges to be faced.

This is akin to the reality of anyone living with cancer, especially secondary cancer, for whom the challenge is ever present; there is always another treatment, another scan, another hurdle. And what started the previous year as four friends challenging themselves to ride from London to Paris in 24 hours has now turned into something much bigger than we ever imagined. The 2018 ride raised nearly £50,000 for Imperial Health Charity to fund ground-breaking research.

For many of us, Paris to Amsterdam was the highlight of last year, and we’re already eagerly planning the next leg, Amsterdam to Strasbourg, in partnership with Velusso Cycling. Over 700km, five countries, four days, we envisage crossing several battlefields from both World Wars.

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TRIP HIGHLIGHTS: Canalside cycling, ParisRoubaix pavé, Flanders cobbles, Antwerp’s ‘Underpass’

AMSTERDAM

PARIS

FRANCE

A personal journey For me the Paris to Amsterdam ride had a special meaning, as I was diagnosed with secondary (or Stage 4) breast cancer in February 2018. This was after initial diagnosis and a successful treatment, or so I thought, in 2013. For cancer patients, five years is the point when you start to think, to hope, that the disease is well and truly behind you.

But cancer unfortunately doesn’t respect milestones and in the case of breast cancer it will re-occur in 20-30% of patients. And when the cancer has spread to other organs, it is in most cases treatable but no longer curable. Patients will spend the rest of their foreshortened lives on some form of treatment.

However the good news is that people are starting to live longer with secondary cancer but we’re still a long way from it becoming a chronic condition like some forms of diabetes or heart disease. This is why I wanted to raise awareness and funds for secondary breast cancer — and if it could fit with my passion for cycling, all the better.

My diagnosis of secondary cancer came as a result of a seizure suffered while cycling into Soho for a meeting. I remember coming through Mayfair, but next I knew I was in an ambulance on Oxford Street. I still do not

Flower power: not just in the markets but on the speciallydesigned jerseys

know exactly what happened, but Strava tells me I had taken a rather circuitous route, and set a personal best on Goodge Street — in an ambulance. A scan revealed a brain tumour and bone lesions, and led to the diagnosis of Stage 4 breast cancer. But two operations, six Cyberknife radiotherapy sessions, 11 (and counting) cycles of targeted treatment and multiple scans later, I’m still here and managed 9,500km of cycling last year.

The 630km of the 2018 One More City ride was probably the hardest of that total. I had done longer individual days and there were no big climbs, but the cumulative physical and mental effect of three days of 200km-plus can’t be underestimated. What got me, and many of us through it, was the collective spirit. We rode in tight groups of six to eight people; no-one was left behind, and we were only as strong as the weakest rider. We worked together as

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TRAVEL

Canals and cobbles: the best way to link two of Europe’s best cities

a team and, like any high-performing outfit, had our moments of strife but by the end had formed strong friendship bonds.

Day one was the longest, at 230km. The autumnal sun was shining but by the time we reached Cambrai, not far from the Belgian border, it was nearly dark. We’d traversed the suburbs of Paris, vast farmlands, the site near Compiègne where the Armistice for both World Wars was signed, and long canal paths. After a well-deserved meal in a family-run bistro, sleep was the only thing on our minds.

Leaving Cambrai the next morning, we were soon in Spring Classics territory, the prestigious one-day professional races that are some of the oldest in the sport. ParisRoubaix, affectionately known as ‘The Hell of the North,’ is famous for its pavé segments, and being in the area it would have been a shame not to sample some. We only did one 2km segment, but the exhausting and bone-jarring experience was plenty for the morning.

In Flanders fields As we crossed the border into Belgium, the architecture began to change and we passed through grand towns such as Tournai, with its two UNESCO World Heritage sites. We still had many kilometres to complete and the best was yet to come: Flanders. More cobbles too, though very different; smoother than the Roubaix cobbles, but far

We faced a brutal test that demanded both strength and grit.

It was like nothing I’d ever experienced...

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from flat. In fact gradients of 18-22% are not uncommon.

Combine that with an ongoing mountain bike sportive and a classic car stalled out on the tightest turn of one of the toughest climbs, the Koppenberg, and we faced a brutal test that demanded both strength and grit. It was like nothing I’d ever experienced, and the only thing that kept me going was the fear I couldn’t unclip without falling over.

We all somehow managed it, and after a refuel in Oudenaarde, set out for our overnight destination, Antwerp.

As we got closer into the city, the road I’d reconnoitred two months earlier disappeared.

Torn up, stripped back to the gravel. It was late, dark and, of course, this was when we suffered a few mechanicals and it started to rain. But a delightful, surprise entry into Antwerp soon raised our spirits. While riding the route previously, I’d been perplexed by the horizontal line across the river on my GPS; there wasn’t a bridge or ferry in sight. This time, however, we discovered the art deco pedestrian/cycle tunnel — locals call it the ‘Underpass’ — that takes you into the heart of the historic central district, complete with gorgeous wooden escalators and lifts for bikes.

Netherlands. In reality the challenge still didn’t relent much, as open fields and harsh headwinds steadily took their toll. Countless bridges and ferries later — and after copious cake consumption at a local cycling café — we finally made our way into Amsterdam, re-grouping on the outskirts of the city before riding en masse to Rapha’s clubhouse for celebratory drinks.

The ride was a great success though it taught us all a lesson about the hard work involved in organising a large cycling event. A few of us had beavered away for several months on all the logistics, and three volunteers generously gave up their time to drive support vehicles and keep us fed, watered and smiling. But anything is possible when you have the right people around you, and when you experience places on the bike you might otherwise miss, it’s all worth it.

Now we look forward to October 2019 as the perpetual journey continues, from one city to the next; the challenge ever present, but spirits never dampened. Such is the magic of cycling.

Now we look forward as the perpetual journey continues; challenge ever present, but spirits never dampened

Cake-fuelled finish By day three exhaustion had really set in.

Muscles were aching, and thankfully we would spend the day on the flat paths of the

Going Dutch: sampling local cycle paths on the way to Amsterdam

FACT FILE n MORE INFO: to learn more about One More City and to support the ride, head to onemorecity.cc. n TRAVEL OPTIONS: Eurostar (eurostar.com) runs regular, direct rail services to both Paris (2hr15) and Amsterdam (3hr55), from St Pancras.

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Dangerous Junctions Appeal LCC urgently needs to raise ÂŁ15,000 to support imminent campaigning work.

We must tackle years of inaction and make London’s most dangerous junctions safe for cycling now.

Please donate today: lcc.org.uk/junctions

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RIDE GUIDE

MUSEUMS AND

Be a tourist in your own city, guided by Tom Bogdanowicz

PALACES RIDE

Y

OU CAN thank your own campaigning for making this spectacular ride possible: it takes full advantage of the new high-grade cycle tracks that run through the centre of the capital and past its most iconic buildings and attractions.

It’s a short ride length-wise, allowing time for visiting as many museums and galleries as take your fancy. Assuming you are riding your own bike, you’ll be in need of cycle parking, so we’ve highlighted the good, bad and the missing outside our national treasures (LCC lobbied them all a few years back).

Tickets Tip — if you are a civil servant, teacher or NHS employee and buy the £51 annual CSSC pass (cssc.co.uk), you get free entry to the Tower, Kensington Palace, Wellington Arch, Apsley House and many other locations for two adults plus two kids.

From the Thames to the Serpentine there’s no shortage of great pubs and cafés either, so why not make a day of it?

FACT FILE START: Tower of London FINISH: Kensington Palace DISTANCE: 25km (16 miles) TIME: depends on museum/gallery visits.

GRADIENTS: none.

SUITABLE FOR: any type of bike, children can ride most of the route with some walking/guided sections. From the Tower of London to Kensington Palace along the East-West Cycle Superhighway it’s fully segregated apart from junctions.

BIKE HIRE: Santander hire cycles available at St Katherine’s Way. NEAREST STATION: Tower Gateway.

DLR trains allows full-size bikes off-peak.

LONDON: MUSEUMS & PALACES

3 2 START: TOWER OF LONDON

5 6

4 BRITISH MUSEUM 8km

NATIONAL GALLERY 17km

BUCKINGHAM PALACE 21km

END: KENSINGTON PALACE

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RIDE GUIDE

Route Guide MUSEUMS AND PALACES

From the Tower follow the Cycle Superhighway westwards, passing several Wren churches before a detour north up Queen Street for a visit to the Guildhall.

NATIONAL GALLERY [4] The post-modern building by Robert Venturi houses our favourite part of the National’s collection: old masters including superb works by Mantegna, Bellini and Da Vinci. In the central building you can find the tourist-thronged Impressionist rooms.

If you want tea or lunch with a view, the restaurant of the National Portrait Gallery, (entrance on Charing Cross Road) is hard to beat. (Entry: free). n Cycle parking: at the back of the West Wing (thanks to LCC lobbying).

Return to the river and, after the underpass, turn off right up the NorthSouth Cycle Superhighway. Side streets take you to the British Museum.

Walking across Trafalgar Square has become possible since traffic was eliminated from the northern side.

Head for Admiralty Arch where a protected cycle lane has been installed and pedal along the cycle track on the north side towards Buckingham Palace.

BRITISH MUSEUM [3] The museum has a grand facade by Sir Robert Smirke and an interior courtyard by ‘starchitect’ Sir Norman Foster.

Inside, children will enjoy the mummies and sphinxes while adults may favour the Parthenon marbles, special exhibits and Greek pottery. (Entry: free). n Cycle parking: plentiful, plus nearby security staff deter thieves.

BUCKINGHAM PALACE [5] Behind the iconic front extension by Edward Blore is the fine former front façade

by Regency architect John Nash.

The Queen’s collection of art, including drawings by Da Vinci, is housed next door in Buckingham Palace Mews. (Entry: £25, Aug only). n Cycle parking: none. Warwick Row, off Bressenden Place, is nearest.

The next section of route is one of our faves: under the Wellington Arch, with the optional trip to Apsley House (spot the Caravaggio and fine Velasquez’s), then along the Serpentine to Exhibition Road.

NATURAL HISTORY, SCIENCE, V&A MUSEUMS [6] Parents will be all-toofamiliar with the NHM’s dinosaur-land and the growing number of animated models. The Science Museum’s bicycle collection (look up when you go through the entry lobby) is as disappointing as its cycle parking (zero spaces), but it has plenty of aeroplanes, cars and space ships — the child activity zone on the top floor is now ticket only. The V&A goes from strength to strength with a new modernist entrance/courtyard in Exhibition Road and a mix of arts, crafts and fashion exhibitions along with evening social events. (Entry: free). n Cycle parking: NHM, outside the Cromwell Road entrance; V&A/ Science Museum, on Cromwell Road.

KENSINGTON PALACE [7] Two decades on from her death the accessible part of the Palace remains a memorial to Diana with a permanent exhibition of her clothes. The grand rooms above are worth visiting and the café is a pleasant location in the summer. Behind the Palace is Britain’s most expensive street (Kensington Palace Gardens) — cycling is allowed but through the gritted teeth of the security people. (Entry: £19.50). n Cycle parking: by the Diana memorial playground.

Head back via the signposted EastWest Cycle Superhighway, past Big Ben and the London Eye.

©Crown copyright 2018 Ordnance Survey. Media 060/18

Tom Bogdanowicz

GUILDHALL ART GALLERY [2] Little known, but worth a visit. It has one of the finest collections of preRaphaelite art in the country including works by Burne-Jones, Tadema and Rossetti. (Entry: free). n Cycle parking: about two dozen spaces in Aldermanbury.

Follow the indicated side streets (final road must be walked) to avoid busy roads and reach the back of the National Gallery’s West Wing.

CUT-OUT AND KEEP

THE TOWER OF LONDON [1] William the Conqueror built the White Tower and assorted monarchs added extensions, moats and prisons galore.

The gaudy Yeomen of the Guard still live on the premises in what’s likely the most secure housing estate in the UK. Tip — join one of the entertaining free tours. (Entry: £22.70). n Cycle parking: cleverly hidden behind the gift shop at the front. If full, you can use the car park in Lower Thames Street opposite.

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1

7

6

5

4

3

CUT-OUT AND KEEP

2

MUSEUMS AND PALACES RIDE

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HOW TO

CLEAN A

CHAIN

As Jenni Gwiazdowski explains, a regular dose of chain care is time well spent. Not only will it improve your ride, but will save money in the long run

Jenni Gwiazdowski Founder of London Bike Kitchen and book author

While ‘little and often’ is the best approach to chain care, don’t overlook a full degrease and clean as part of your regular routine. A clean chain means smoother shifting and less wear on other parts. But eventually your chain will get dirty, so Jenni from London Bike Kitchen takes us through a simple four-step process on how to bring back the sparkle.

1: DEGREASE YOUR CHAIN Start by using a firm brush few minutes. Then give the to remove gunk from the chain a good scrub with a chainrings and use a flathead brush. If you’re feeling really screwdriver on the derailleur ambitious, you can also scrub jockey wheels. Now apply the chainring(s) and cassette/ a generous amount of freewheel at this stage too. degreaser on the inside Use an old rag to ‘floss’ in of the chain; let it sit for a between each sprocket.

3: DRY AND LUBE YOUR CHAIN Dry your chain by spinning use will depend on the the cranks backwards to weather, but an all-purpose ‘fling’ water out of the links. biodegradable lube is the Then you can either use an most versatile. Put one drop old t-shirt to finish drying or on each chain link; start by let the bike dry naturally. applying lube at the quick/ Once dry, it’s time to connecting link so you can apply lube. The type you easily tell where to finish.

2: CLEANING THE CHAIN Degreasing is usually enough, the chain and jockey wheels but if you want a deep clean, to break up the grime and you can follow up with a flush out the remaining lather. We recommend using degreaser. Rinse off the a proper bike cleaner here cassette, chain, chainrings, (there’s too much controversy and derailleur pulleys with a around washing-up liquid). low-pressure stream of water, Use a pair of toothbrushes avoiding squirting water facing each other and scrub directly into any bearings.

4: FINAL STEPS With lube applied, run the chain through all of the gears – this increases the friction and heat to ensure proper distribution of lube on chain.

Let the chain sit for 15 minutes. Finally — and this is the most important part of the whole process — wipe

off as much lube as you can.

Take a clean rag and slowly back-pedal. You may need to wipe some more off the next day too, as any excess lube on the outside of the chain will attract more grime and only speed up the dirtying cycle all over again.

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L ATEST | BIKES | GEAR | MEDIA

BIKES

BROMPTON 52

GOCYCLE 53

REVIEWS

SHORTS 55

BOOKS 59

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FOLDING E-BIKES

Tom Bogdanowicz

MODEL: BROMPTON ELECTRIC, £2,595 (6-SPEED) n brompton.com

F

OR THOSE citing storage and fitness/health concerns as barriers to cycling, the newest addition to the Brompton family could be for you.

Its folding ability remains classleading, only now a 250W front hub motor (designed with Williams Engineering) provides useful pedal assistance. In fact other than the glowing blue LEDs on the front battery bag, you might not notice any difference from standard Bromptons until you start pedalling; set at the highest of the three modes you can keep up with fast-paced roadies on London’s cycle tracks.

Though overtaking is trickier, as with all road-legal e-bikes speed is limited to 15mph, above which you have to provide all the effort.

Unusually, the Brompton’s power train ‘feathers’ the speed reduction rather than cutting out sharply, which is a subtle touch.

We tested the 6-speed model and found that dexterous use of the gears helped the motor work more efficiently; we noticed some ‘pulsing’ on climbs, but adjusting the gearing reduced this.

Aside from the motor, Brompton has installed more effective brakes, a stronger fork and rear triangle, plus an integrated dynamo. And in use we found this folder more stable than our own Mark II, particularly across mixed surfaces like cobbles and parkland grass.

Brompton’s ambition is to sell 12,000 e-bikes a year (20% of total sales) and this is an impressive start.

FACTFILE

nB rompton claims 25-50 miles riding for a full charge. We recorded about 40 using the highest (3*) mode. The battery takes about 5 hours to charge using the standard charger. nT here is no handlebar console so you have to set your power level on the battery unit. he carrying weight (5kg more nT than a regular Brompton) is a pain on staircases, but the improved mini-wheels mean it rolls well half-folded.

VERDICT + A pedal-assist version of an iconic bike. + But the trade-off for faster, easier trips is much increased weight and cost.

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BIKES

MODEL: GOCYCLE GS, £2,499 n gocycle.com

REVIEW: Tom Bogdanowicz

A

S SLEEK and streamlined as Chris Boardman’s famous Lotus pursuit bike, it’s no surprise to learn that Gocycle founder Richard Thorpe used to design McLaren race cars.

The GS is the fourth iteration of this model and every detail oozes creative flair: the battery is integrated into the frame, which in turn is ‘stowable’ (not strictly ‘folding’ as you need to remove the wheels). It’s made of moulded magnesium, with a single-sided fork and rear ‘chainstay’, the drivetrain is fully enclosed and an all-purpose tool is part of the saddle. And for storage, or to fix a flat, wheels unclip in seconds.

Power comes from a small motor driving the front wheel and it’s

controlled by a nifty app on your smartphone; you can select power profiles and view speed and distance data. We set it to ‘city’ mode and enjoyed a smooth commute that was five minutes faster than usual.

Cobbles and canalside paths were a breeze, while the disc brakes were faultless. Although you can’t change modes as you ride, the GS has a boost button which is a treat on hills — it’s a shame the motor noise gives the game away to fellow cyclists!

As with all e-bikes you’ll need an annual service and a new battery is advised after 1,000 charges. And to deter theft (and subsequent resale), Gocycle will only sell its proprietary charger to registered owners.

We’re now eagerly awaiting the fast-folding GX due out this spring.

FACTFILE

n Range on a single battery charge is estimated at up to 65km; we averaged about 40km in the highest mode. Charging takes 7 hours using the basic charger. n The GS frame folds down (after removing the wheels and seatpost) in about two minutes to the size of a small suitcase. n At 16.5kg the GS edges the Brompton Electric, but the new GX is expected to be 1kg heavier.

Rider plus luggage weight limit on the GS is 115kg.

VERDICT + Impressive styling and integrated functionality. + Pleasingly smooth and predictable motor controlled by phone app.

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REVIEWS

STORAGE SHORTS

We look at the latest bibs designed to carry extra kit, spares or snacks RAPHA Cargo Bibs

MADISON Flux Capacity Liners madison.cc £55

specialized.com £65

Regardless of its pocket-packing potential, we still judge a short on the basics — comfort and fit. And Rapha has really nailed it here: both the cut and the chamois suited us perfectly, while the uppers are so comfy and breathable that you almost don’t notice them. The high elastane content means they never feel restrictive in any riding position either.

We tended to use the two rear mesh pockets for phone/wallet/windproof, while the leg ones worked best for gloves/glasses/bananas. Combined with a saddlepack and waterbottle on the bike, this was enough for 3-4 hour rides.

We loved that the main fabric was pretty water-resistant, adding to overall versatility, while loads of reflective detailing certainly kept us more visible in low-light conditions. Four colours; XS-XXL (men’s), XXS-XL (women’s).

As the name suggests, these bibs are designed to be worn under baggy shorts (the mesh-type fabric can be a little revealing if worn solo!). The uppers are well-shaped and stretchy, if marginally less breathable than the Rapha’s, and there’s even a fly opening for hasslefree ‘comfort breaks’. The leg length and fit were exactly as we like it, and the grippers extremely comfortable.

Three rear pockets provided plenty of storage options too. The deeper, central pocket swallows a lightweight, rolled-up waterproof or standard waterbottle — though we preferred to use a Salomon Soft Flask to avoid rubbing from the harder plastic — while the side pockets are ideal for phone/wallet/snacks. And all three stashers are easily accessible if wearing a looser jersey or t-shirt. Black only; S-XXL.

An addition to Spesh’s on-bike SWAT (Storage Water Air Tools) solutions, these liner bibs have been available (with minor tweaks) for the last two or three years. One fabric, VapoRize, has been used throughout and we’ve found it highly effective in wicking moisture in all conditions and when paired with a variety of baselayers. Three deep rear pockets hold any mix of spare layers, snacks and essentials that you’ll need, with a neat ‘hanging’ design that doesn’t interfere with the waistband of your baggy outer shorts. However the leg pockets are a little superfluous on liners as you can’t ‘grab and go’, you need to roll the outer short up. The chamois was our least favourite too; nicely padded, but an odd shape (that’s clearly a matter of personal preference though). S-XXL; women’s version currently unavailable.

SPECIALIZED Mountain Liners

REVIEWS: John Kitchiner, Jon Collard

rapha.cc £195

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REVIEWS

BIKE BOOKS

THE LINE

RIDES OF PASSAGE

THE RONDE

Medicine’s role in sport, in particular professional cycling, remains controversial.

And Freeman, formerly doctor to Team Sky and British Cycling, is a name that’s rarely been out of the headlines in recent times. Now retired to family practice, he sets out his memories of eight years at the top flight.

He admits his discomfort with media attention – and addresses those big stories by confessing his record-keeping and data back-up could have been better — but overall it’s a fascinating look at how the riders really live. There’s a long discussion of urine testing and how big teams are run. And there are some unusual extras such as the rules of what constitutes a Therapeutic Use Exemption (TUE), how female cyclists should deal with skin health issues and a recipe for Nutella-based rice cakes. It’s a rare insight.

Though this book details two tours made by the co-authors across France, from St Malo to Sete, it’s not so much a travel guide as a father-son relationship journal. Matt (son) and Arthur (father) rode this 11-day journey in 1994 and then repeated the same trip in 2015. Both are longtime cycling writers, while Arthur also ran a bike shop on Jersey for 28 years and the result here is extracts from diaries each kept on their two rides together.

It is like a surreptitious peep into the heart of a family. Switching from 1994 to 2015 (the typeface changes between the two), we learn about their love of Kendal Mint Cake and their feelings on how hard a saddle can get. But we also discover how much pere et fils both admire and respect each other.

There’s practically never a cross word — and we don’t know many extended family trips that could claim that.

To non-enthusiasts the Tour of Flanders is hardly the world’s best known race, but according to Pickering its mix of grit, cobbles, narrow roads, appalling weather and Ardennes hills, make it the toughest. Here he focuses specifically on the 2011 edition of the Ronde – the last to take place on the ‘traditional’ route. There’s intricate detail on the race itself – something for the most obsessive fans – and thoughts about just how rough and crazy it is, which will appeal to others.

It’s an impressive amount of colour for just one day’s pro cycling. So Pickering often moves from the race to discussing Flanders and the Flemish mindset – how the race fits in with Flemish nationalism (well) or choosing a beer from one particular bar on the route. Interestingly he doesn’t go for the favourite here — perhaps a metaphor for the race?

REVIEWS: Tony Levene

Richard Freeman Wildfire, £20

Matt & Arthur Lamy ThirtySix Books, £12.99

Edward Pickering Simon & Schuster, £14.99

THE TOUR ACCORDING TO G Geraint Thomas Quercus, £20

How many non-cycling fans had heard of Thomas before the 2018 Tour de France?

Well his ‘against the odds’ victory means he’s now a household name and even won BBC Sports Personality of the Year. So it was natural he’d pen (with ghost-writer Tom Fordyce) his memoir, interspersed with thoughts from team managers and wife Sara.

However, don’t expect any startling revelations or gossip; the most interesting thoughts concern teamwork and how he turned from track dominance (two Olympic golds) to Grand Tour winner. Unsurprisingly, he comes over as exceptionally likeable, although those taking other views elsewhere have been thin on the ground.

Thomas’s book will manage to please both Tour fanatics and those who simply want to know what makes a champion tick.

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TAKE ON THE UK’S BIGGEST CYCLING CHALLENGE Prudential Ride London-Surrey 100 - charity places available now.

Ride for Team LCC and fundraise for London Cycling Campaign Secure your guaranteed place today: lcc.org.uk/ride-london-2019

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01/03/2019 22:24

Member BENEFITS Whether you’ve been a winter warrior or adopted a more fair-weathered approach to riding these past few months, chances are your bike is due some TLC. We spoke to a few of the shops in our Retail Network to get their top tips on how to get your bike prepped for spring.

There are more than 100 bikes shops in our Retail Network, offering exclusive discounts on servicing, new bikes, parts and accessories to LCC members. Head to membership.lcc.org.uk/ bike-shop-directory to find a retailer near you.

2 1

MACHINE: CAFÉ & WORKSHOP

Coffee and cycling — what could be better? This independent, family-run business is a local staple in SE1, offering hot drinks, cake, bike servicing and more to visitors.

Not rolling on two wheels? Not to worry as it's a friendly, inclusive café welcoming families and their pets.

TOP TIP: "Apart from giving your bike a good clean, ensure your tyres are pumped to the correct pressure (indicated on the sidewall of the tyre). And make sure you pick out all the bits sitting in the tyre tread to save you from potential punctures. Make sure there are no cracks on the sidewalls and check the overall wear of the tread." machinelondon.cc 020 7407 4287 10% off accessories and parts; 5% off bikes

3 2

LONDON GREEN CYCLES

1

Known as the cargo bike specialists, London Green Cycles offers the widest selection of family, box and cargo bikes in the UK. TOP TIP: "Pay attention to the temperatures and adjust accordingly. While we all may be cheering on the warmer weather, we advise you to take the rise in temperature as a reminder to check your tyres, brakes and gear cables.

People often do not realise the effects on these components due to a change in temperature (from cold to warm). So when spring comes, you'll need to carry out a few quick checks and make any adjustments required.” londongreencycles.co.uk 020 7935 6934 10% off accessories, parts, labour & hire bikes

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MEMBERS

3

LONDON BIKE KITCHEN

Living by the ethos ‘knowledge is power’, LBK runs an open workshop in Hackney, plus a wide range of maintenance classes.

TOP TIP: "Tune up your brakes. Make sure your brake pads still have rubber (or resin if discs) showing; if they've worn flat you need new ones. And make sure that your levers return after you squeeze them (if they don't, you'll need new cables). Also lube your chain — one drop on each link, let it sink in for 15 minutes, then wipe off as much as possible.”

5

3

lbk.org.uk 10% discount on accessories, parts, labour and drop-in hours

4

4

HONOR CYCLES

If you can't get into a shop, Honor Cycles has you covered with a 'collect, repair, return' bike service that comes to you.

TOP TIP: "If you don't have the tools, space or time to give your bike a really thorough clean and degrease, then wait until it is dry and use a (dry) washing-up brush to get as much grime off as you can. You can then apply chain lube on the drivetrain and some light lube (like GT85) on the brake caliper pivots.”

1

honorcycles.com 020 3659 2662 10% discount on labour; 20% off repairs (for new customers)

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6

5

A&S CYCLES

A&S Cycles has been assisting the good folks of Lower Clapton for the last 30 years, offering a wide selection of bikes and accessories, as well as servicing and repairs.

TOP TIP: “Get your bike serviced at your LBS, and ideally properly cleaned and degreased. For those who prefer to clean their own bike, we suggest getting some latex gloves and a toothbrush which will help you get into those hard-to-reach places around the derailleurs, bottom bracket and cassette teeth. A proper deep clean!" aandscycles.com 020 8985 0042 10% discount on accessories, parts, bikes and labour

RAT RACE CYCLES

Nunhead locals are sure to be familiar with Rat Race Cycles, a dedicated bike workshop that specialises in servicing, repairs and wheel building.

TOP TIP: "Clean and lube your cables, and replace them if they're corroded.

Release the cables, clean and lube the inner cable where it runs through the outer, and replace it where necessary. Your LBS can help if needed!" ratracecycles.com 020 7732 1933 10% off accessories, parts, labour and bikes LONDON CYCLIST Spring 2019 59

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G iV e a gIF T T H At GI VES B a C K Give the gift of LCC membership Support LCC with the ideal present for cyclists on birthda ys or

special occasions.

Includes third-party insurance, subscription to Londo n Cyclist magazine and discounts in 100+ bike shops.

We go further when we #ridetogether

lcc.org.uk/gift

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DIRECTORY

London

BIKE SHOPS

Whether you’re a cycling newbie, regular commuter or seasoned racer, one thing you need is a good local bike shop. LCC’s Retail Network brings together the best bike shops across the city to give members exclusive discounts – look for the LCC window sticker and show your membership card in store to make savings.

BARNET

BROMLEY

Bike and Run n bikeandrun.co.uk n 134 High Road, N2 9ED

Bromley Bike Co. n bromleybike.com n 27 Widmore Road, BR1 1RW

Broadway Bikes n broadwaybikes.co.uk n 250 West Hendon Broadway, NW9 6BG

Cycles UK n cyclesuk.com n 299-301 High Street, BR6 0NN

Equal Bikes n kisharon.org.uk n 25 Bell Lane, NW4 2BP Evans Cycles n evanscycles.com n 250 Watford Way, NW4 4UB Shorter Rochford n shorter-rochford.co.uk n 65-67 Woodhouse Road, N12 9ET BEXLEY Bexley Bikes n bexleybikes.com n 265 Broadway, DA6 8ET

Deen’s Garage n deensgarage.co.uk n 439 Croydon Road, BR3 3PP Mark’s Cycle Repairs n markscyclerepairs.com n 31 Tilbury Close, BR5 2JR Panagua Bikes n panaguabikes.com n 50 Hayes Street, BR2 7LD SE20 Cycles n se20cycles.com n 78 High Street, SE20 7HB CAMDEN Bikefix n bikefix.co.uk n 48 Lambs Conduit Street, WC1N 3LJ

Condor Cycles n condorcycles.com n 51 Grays Inn Road, WC1X 8PP Cycle Republic n cyclerepublic.com n 286 Euston Road, NW1 3DP Cycle Republic n cyclerepublic.com n 10 Bloomsbury Way, WC1A 2SH Cycle Surgery n cyclesurgery.com n 44 Chalk Farm Road, NW1 8AJ Cycle Surgery n cyclesurgery.com n 275 West End Lane, NW6 1QS Evans Cycles n evanscycles.com n 86 Chalk Farm Road, NW1 8AR Evans Cycles n evanscycles.com n 6 Pancras Road, N1C 4AG Flying Dutchman n flyingdutchman.bike n 188 Eversholt Street, NW1 1BJ London Green Cycles n londongreencycles.co.uk n 4 Chester Court, Albany Street, NW1 4BU LONDON CYCLIST Spring 2019 61

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Lunar Cycles n lunarcycles.co.uk n 66 Wilkin Street Mews, NW5 3NN

CycleLab n cyclelab.co.uk n 18a Pitfield Street, N1 6EY

ondon Bicycle Workshop L n londonbicycleworkshop.com n 170 Clerkenwell Road, EC1R 5DD

London Bike Kitchen n lbk.org.uk n 28 Whitmore Road, N1 5QA

CITY OF LONDON Cycle Republic n cyclerepublic.com n 23 Lime Street, EC3M 7HB Cycle Surgery n cyclesurgery.com n 72 Chiswell Street, EC1Y 4AB ycle Surgery C n cyclesurgery.com n 72 Upper Thames St, EC4R 3TA Evans Cycles n evanscycles.com n 1 Farringdon Street, EC4 7LD CROYDON Bike Plus n bikeplus.co.uk n 429 Brighton Road, CR2 6EU Blue Door Bicycles n bluedoorbicycles.com n 5 and 7 Central Hill, SE19 1BG Cycle Republic n cyclerepublic.com n 22 Russell Hill Road, CR8 2LA JR Cycles n jrcycles.co.uk n 28 Station Road, SE25 5AG GREENWICH Cycles UK n cyclesuk.com n 35 Creek Road, SE8 3BU HACKNEY A&S Cycles n aandscycles.com n 1 Chatsworth Road, E5 0LH About the Bike n abouthebike.co.uk n 1248 Dalston Lane, E8 1NG Cycle Surgery n cyclesurgery.com n Lee Valley VeloPark, E20 3AB

Love Bikes n (no website) n 137 Church Walk, N16 8QW Mamachari Dalston n mamachari.co.uk n 18 Ashwin Street, E8 3DL Push Cycles n pushcycles.com n 35c Newington Green, N16 9PR SBC Cycles n sbccycles.com n 41 Cropley Street, N1 7HT The Hackney Peddler n thehackneypeddler.co.uk n Hackney Downs Studios, Amhurst Terrace, E8 2BT Two Wheels Good n twowheelsgood.co.uk n 165 Stoke Newington Church Street, N16 0UL HAMMERSMTH Cycle Surgery n cyclesurgery.com n 658-662 Fulham Road, SW6 5RX HARINGEY Evans Cycles n evanscycles.com n 31-35 Crouch End Hill, N8 8DH Future Cycles n futurecyclesshop.com n 314 Park Road, N8 8LA Micycle n micycle.org.uk n 8 Ferme Park Road, N4 4ED HILLINGDON Bikewise n bikewisegb.com n 61 Swakeleys Road, UB10 8DQ

HOUNSLOW Evans Cycles n evanscycles.com n 548-550 Chiswick High Road, W4 5RG ISLINGTON Bike Mech n bikemech.co.uk n Castle Climbing Centre, N4 2HA Cycle Surgery n cyclesurgery.com n 3 Procter Street, WC1V 6DW Cycle Surgery n cyclesurgery.com n 200 Pentonville Road, N1 9EN Cycle Surgery n cyclesurgery.com n 70 Holloway Road, N7 8JG East Central Cycles n eastcentralcycles.co.uk n 18 Exmouth Market, EC1R 4QE Finsbury Cycles Ltd n finsburycycles.co.uk n 185 Seven Sisters Road, N4 3NS Micycle n micycle.org.uk n 47 Barnsbury Street, N1 1TP Micycle n micycle.org.uk n 58 Southgate Road, N1 3JF Vintage Haus Cycles n vintagehausbicycles.co.uk n 1 Thane Villas, N7 7PH KENSINGTON & CHELSEA Cycle Surgery n cyclesurgery.com n 186 Kensington High Street, W8 7RG Evans Cycles n evanscycles.com n 106 Westbourne Grove, W2 5RU Personal Bikefit n personalbikefit.com n 12 Lexham Mews, W8 6JW KINGSTON Bright Cycles n brightcycles.co.uk n 137 Kingston Road, KT3 3NX

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DIRECTORY

SOUTHWARK Balfe’s Bikes n balfesbikes.co.uk n 36 East Dulwich Road, SE22 9AX Bon Velo n bonvelo.co.uk n 27 Half Moon Lane, SE24 9JU Cycle Fix n cyclefixlondon.co.uk n 630 Old Kent Road, SE15 1JB Druid Cycles n druidcycles.co.uk n Arch 869, Roper Lane, SE1 2EH Evans Cycles n evanscycles.com n 48 Richmond Road, KT2 5EE LAMBETH

MERTON Evans Cycles n evanscycles.com n 6-12 Gladstone Road, SW19 1QT

Balfe’s Bikes n balfesbikes.co.uk n 87 Streatham Hill, SW2 4UB

Mike’s Bikes n (no website) n 27 Aberconway Road, SM4 5LN

Bon Velo n bonvelo.co.uk n 495 Norwood Road, SE27 9DJ

Moose Cycles n moosecycles.com n 48 High Street, SW19 2BY

Brixton Cycles n brixtoncycles.co.uk n 295-298 Brixton Road, SW9 6AG De Ver Cycles n devercycles.co.uk n 632-636 Streatham High Rd, SW16 3QL Evans Cycles n evanscycles.com n 77-81 The Cut, SE1 8LL LEWISHAM Compton Cycles n comptoncycles.co.uk n 23-25 Catford Hill, SE6 4NU Finches n finchesemporium.com n 25-29 Perry Vale, SE23 2NE Parts & Labour Cycles n pabdlcycles.co.uk n 148 Lewisham Way, SE14 6PD Pedal-It n pedal-it.co.uk n 288-290 Lee High Road, SE13 5PJ Vaidas Bicycles n vaidasbicycles.com n 74 Honor Oak Park, SE23 1DY

REDBRIDGE Bike Trax n biketrax.com n 3 Cambridge Park, E11 2PU Woodford Cycle Centre n woodfordcyclecentre.co.uk n 53A George Lane, E18 1LN RICHMOND Bicycle Richmond n bicyclerichmond.co.uk n 120A Sheen Road, TW9 1UR Cowley Security n (no website) n 146 Colne Road, TW2 6QS Cycle Republic n cyclerepublic.com n 26-30 Kings Street, TW1 3SN Richmond Cycle Centre n richmondcyclecentre.co.uk n Richmond Station, The Quadrant, TW9 2NA

Edwardes n (no website) n 221-225 Camberwell Road, SE5 0HG Evans Cycles n evanscycles.com n 6 Tooley Street, SE1 2SY Evans Cycles n evanscycles.com n 43A East Dulwich Road, SE22 9AN Machine n machinelondon.cc n 97 Tower Bridge Road, SE1 4TW On Your Bike n onyourbike.com n The Vaults, Montague Close, SE1 9DA Rat Race Cycles n ratracecycles.com n 118 Evelina Road, SE15 3HL ReCycling n re-cycling.co.uk n 110 Elephant Road, SE17 1LB SeaBass Cycles n seabasscycles.co.uk n 62 Camberwell Church St, SE5 8QZ Wilsons n wilsonscycles.com n 32 Peckham High Street, SE15 5BP TOWER HAMLETS Bamboo Bicycle Club n bamboobicycleclub.org n Autumn Road Studios, E3 2TT Cycle Republic n cyclerepublic.com n 20 Canada Square, E14 5NN

LONDON CYCLIST Spring 2019 63

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Cycle Surgery n cyclesurgery.com n 26 Palace Street, SW1E 5JD Cycle Surgery n cyclesurgery.com n Brettenham House, Lancaster Place, WC2E 7EN Cycle Surgery — Specialized Concept Store n cyclesurgery.com n 11 Mercer Street, WC2H 9QJ Evans Cycles n evanscycles.com n 320 Vauxhall Bridge Road, SW1V 1AA Evans Cycles n evanscycles.com n 62 Mortimer Street, W1W 7RR

Cycle Surgery n cyclesurgery.com n 12-13 Bishop's Square, E1 6EG Evans Cycles n evanscycles.com n 30 South Colonade, E14 5EZ Evans Cycles n evanscycles.com n 55 Mark Lane, EC3R 7NE Honor Cycles n honorcycles.com n 61 Mare Street, E8 4RG Paradise Cycles n paradisecycles.co.uk n 63 Roman Road, E2 0QN Swift Cycles n swiftcycles.co.uk n 8 Strype Street, E1 7LF WALTHAM FOREST Bike Shack n bikeshackleyton.com n 532 Lea Bridge Road, E10 7DT Bike Shack n bikeshackleyton.com n 26 Ruckholt Road,E10 6RF Heales Cycles n healescycles.co.uk n 477 Hale End Road, E4 9PT Walthamstow Cycles n walthamstow-cycles.squarespace.com n 63 St James’s Street, E17 7PJ

WANDSWORTH Cycle Republic n cyclerepublic.com n Juniper Drive, SW18 1GX Cycle Surgery n cyclesurgery.com n 63-65 Garratt Lane, SW18 4GR Evans Cycles n evanscycles.com n 65-79 Clapham High Street, SW4 7TG Flag Bikes n flagbikes.com n 324 Battersea Park Road, SW11 3BX Phoenix Cycles n phoenix-cycles.co.uk n 59a Battersea Bridge Road, SW11 3AU Psubliminal n psubliminal.co.uk n 17 Balham High Road, SW12 9AJ WESTMINSTER

Fitzrovia Bicycles n fitzroviabicycles.com n 136 -138 New Cavendish Street, W1W 6YD Fudges Cycle Store n fudgescyclestore.com n 564-566 Harrow Road, W9 3QH OUT OF LONDON Corridori n corridori.co.uk n 203 Fir Tree Road, KT17 3LB0DJ Cycle Surgery n cyclesurgery.com n 99 Fordwater Road, KT16 8HH Evans Cycles n evanscycles.com n Junction Shopping Park, Lakeside, RM20 3HH Evans Cycles n evanscycles.com n 1 Guildford Road, GU22 7PX Evans Cycles n evanscycles.com n Unit 7 Bishop Centre, Bath Road, SL6 ONX

Cycle Republic n cyclerepublic.com n 43 Margaret Street, W1W 8SB

Fudges Cycle Store n fudgescyclestore.com n 21-23 Upper High Street, KT17 4QY

Cycle Surgery n cyclesurgery.com n 42-48 Great Portland Street, W1

Shorter Rochford n shorter-rochford.co.uk n 27 Barnet Rd, Potters Bar, EN6 2QX

FOR MORE INFO: lcc.org.uk/membership

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ICONIC BIKES

1980s onwards

Colnago Master Few truly classic bikes remain as popular today as they were in their heyday says John Kitchiner. But this Italian beauty is a bit different...

T

However, the company’s most enduring and best-loved model was (and remains) the Master, which started life in the 1980s. Mainly constructed using Columbus’s patented Nivacrom steel — which was drawn into a distinctive ‘star’ shape for the top-tube, seat-tube and down-tube — they also sported beautiful lugwork and a liberal dose of chrome detailing. Over the years the Master frames went through several iterations, moving from Columbus tubing to Deda DT15V or Tange ‘Ultimate Superlight’ depending on year of production. And variants included the Master Più (with internal cable routing and more chrome), the Master Olympic, the Master Light (with Precisa straight fork) and Master Extra-light.

These days the Master is still in production and alongside its fellow 80s throwback, the Arabesque, is one of only three models still made in Italy by Colnago. Luckily the stunning finishes continue, with intricate paintjobs you rarely see the like of anywhere. And Ernesto, now in his mid-80s, still lives in the same town too, in fact his house is directly opposite the factory which bears his name and the famous ‘ace of clubs’ motif. Long live Lombardy’s bicycle artisans.

Illustration: David Sparshott

HE NAME Colnago has been part of the road cycling establishment for more than half a century now, ever since founder Ernesto opened his first workshop in Cambiago, near Milan, in 1952. With injuries curtailing his own racing career, he turned his attention to frame-building and the first examples of his legendary craftsmanship emerged two years later.

For several years it was mainly local amateurs who were seen on his bikes, but the big breakthrough came in 1960 when a team pursuiter rode a Colnago to gold at the Rome Olympics. Ernesto then spent most of the 1960s working with well-known riders and the Italian national team, before his reputation really took off at the start of the following decade. This was when a long collaboration began with the Molteni team and arguably the world’s greatest ever racer, Eddy Merckx. ‘The Cannibal’ won everything on hand-made Colnagos, including Grand Tours, spring classics and he even smashed the world hour record on one in 1971.

Colnago says he made at least 100 bespoke frames for the Belgian in their time together.

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LCC MEMBERS SAVE 10% ON THEFT INSURANCE

on behalf of

Specialist Cycle Insurance designed for LCC Members by CycleSure.

Members receive a 10% discount on all new policies in their first year.

And, a donation is made to LCC for each policy purchased!* Use code LCC10 at: www.cyclesure.uk/lcc

*CycleSure Ltd donate a proportion of the insurance premium to London Cycling Campaign who use this money to support their campaigning activities. The policy cover is underwritten by Royal & Sun Alliance Insurance plc and the scheme is managed by CycleSure Ltd. CycleSure Ltd are authorised and regulated by the Financial Conduct Authority, registration number 313062.

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