London Cyclist Summer 2025

DARE TO DREAM CAMPAIGN

SUNDAY STREETS

THE CHANGING FACE OF SCHOOL RUNS FAMILY-FRIENDLY SUMMER RIDES

CROSSING THE THAMES BY BIKE

BLACK UNITY BIKE RIDE

COMMUNITY CYCLE PROJECTS

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FEATURES

16 You Shall Not Pass!

We ride and rate every river crossing east of Tower Bridge for cyclist safety

24 Interview

Black Unity Bike Ride’s founder talks about inclusivity and future plans

30 The New School Run

Meet the families who are swapping cars for cargobikes as their main transport

38 Sunday Streets

The third of LCC’s big ideas for the Mayor takes inspiration from Bogota’s ciclovias

43 Summer Rides & Events

Get the whole family out cycling in the sun with a few of our ride suggestions

REGULARS

08 News

Camden High Street update, Urban Hill Climb, and London to Amsterdam

11 Columns

Family-friendly cycling, injecting humour into activism, and planned law changes

66 Iconic Bikes

The bike piloted by Tom Pidcock to Olympic gold: Pinarello’s Dogma XC

RIDE GUIDE

55 Ride

Immerse yourself in a tour of ancient byways in the quiet Berkshire Downs

58 Advice

Fixing a puncture needn’t be a hassle, just follow our simple eight-step guide

60 Reviews

Testing Benno’s compact RemiDemi cargobike, plus the latest product news

EDITORIAL

Making more happy families

Cover photo: Andy Donohoe

Location: Redbridge

LONDON CYCLIST

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

EDITORIAL

THERE’S A distinct ‘family cycling’ flavour to this edition of London Cyclist. From the front cover — shot in Redbridge at the first event of the new London Cycling Festival — to our main photo feature on the changing face of the school run. Elsewhere we explore the concept of ‘Sunday Streets’ as something we’ll be pushing the Mayor, TfL and councils to introduce more widely and more frequently. Plus we tease a few of the great rides and events you can enjoy with children this summer.

TIIn his regular column, LCC’s CEO also poses an interesting question: what is ‘family-friendly cycling’? His conclusion is that it can mean different things to different people, while clearly hinting at inclusion and accessibility. Thinking back to my earliest memories on two wheels — and bearing in mind our street wasn’t really safe enough for play — we (myself, siblings, friends) would decamp to nearby Victoria Park or Valentines Park, under loose adult supervision, and be left to tear around the lakes. Or, as a special treat, thrash around the hills of Hainault. While that can obviously be considered ‘family cycling’, the fact we had to walk/drive to those parks was the definition of ‘unfriendly’ and remains sadly typical of the barriers many families face in being able to cycle together.

Talking of families, we send our best to the extended team at Brixton Cycles, who had to close their doors this spring. Pillars of the community, we salute you!

John Kitchiner Editor

LCC MEMBERS’ LEGAL HELPLINE

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

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

Design: Anita Razak

Contributors: Simon Munk, Tom Bogdanowicz, Sam Stephenson, Jessica Pike, Jakub Mamczak, Tom Fyans, Charlie Codrington, Carlton Reid

ADVERTISING

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

SOCIAL MEDIA

TWITTER: @london_cycling

FACEBOOK: @LondonCyclingCampaign

INSTAGRAM: @london_cycling_campaign

Editorial, copyright, membership

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

London Cyclist is published by LCC.

MORE INFO: lcc.org.uk

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

CAMDEN HIGH STREET TRAFFIC-FREE TRIAL BEGINS

North London scheme shows what’s possible in busy destinations

CAMDEN COUNCIL began an 18-month trial at the start of May, removing motor traffic from a section of Camden High Street, from the station north to just before the canal. And not only has it achieved this far faster than the Mayor, Westminster Council and the government have managed with Oxford Street, but cycling’s allowed too.

Camden High Street is “an internationallyrecognised destination and an important transport hub that draws people in from across London, the rest of the UK, and the world,” said Cllr Adam Harrison, Camden’s cabinet member for planning and sustainability. “At peak times there can be as many as 40,000 people on the High Street, creating significant overcrowding issues.”

The trial scheme only removes motor traffic from a 200m stretch north of Camden Town tube (the junction of Parkway, Camden High Street and Kentish Town Road) to the junction of the High Street with Hawley Crescent, with

loop onto Kentish Town Road and the Crescent before rejoining Camden High Street. The hope, clearly, is that the trial and any permanent scheme that follows is expanded to stretch to at least Hawley Road (at the bridge) or further, where the Stables Market entrance is, or ideally beyond. But already this trial is twice the size of Carnaby Street as a comparison.

While the initial weekends of the trial show people spilling around in every direction and how difficult it is to cycle in that level of crowding — as it would be on Oxford Street — cycling is nonetheless enabled northbound through the pedestrianised section. Which means that during quieter weekdays there’s a steady flow of people pedalling through the zone, a far nicer alternative to the very busy roads nearby. Again, it illustrates to those planning Oxford Street’s scheme what can be achieved quickly and also better.

There’s more about the Camden trial online (camdenhighstreet.commonplace.is) and we’ll

MONTH in NUMBERS

bikes reported stolen every day in London; about 20,000 annually.

(Source: Clean Cities Campaign, 2023)

FINAL FEW PLACES LEFT ON LCC’S LONDON TO AMSTERDAM ADVENTURE

LATER THIS summer, 26 of London’s finest cyclists will once again set off on a 300-mile journey, from Parliament Square to central Amsterdam, for the eighth edition of the David Eales memorial ride.

EVERYONE’S A WINNER AT 2025 URBAN HILL CLIMB

SOUTHERN England’s premier hill climb event returns to Swain’s Lane on Saturday 27 September, yet again organised by LCC with support from sponsors.

Urban Hill Climb holds a special place in the hearts of London cyclists, and this year promises all the usual fun with a few surprises to boot. While some riders will compete for the best times up the famed course, just taking part and conquering the hill is an achievement in and of itself — so why not give it a go?

Just 1% of bike thefts in London last year resulted in any criminal proceedings at all.

(Source: Lawtons)

First held back in 2016, the ride is a fundraiser for LCC, as well as a remembrance for one of our most dedicated campaigners, David Eales, who passed away just before the inaugural trip.

David was a passionate advocate for the transformative power of cycling and took an active role in cycling groups across the capital, along with inspiring the ‘L2A’ ride.

The journey for the group this year will see them visit popular cycling cities including Dunkerque, Ghent, Antwerp, Breda, Utrecht and, of course, Amsterdam.

n To find out more, sign up, or make a donation go to: london-to-amsterdam-2025.raiselysite.com.

LCC LAUNCHES LIFE MEMBERSHIP

LCC is excited to launch Life Membership — a new additon to the membership options, providing a way to pledge crucial support over the longterm. Life Membership offers cyclists the opportunity to make a lasting contribution to our vital work, campaigning for a safe cycle network that spans the whole city and gives everyone the opportunity to cycle.

Individual Life Membership is now available for £950, with a Household option at £1,450.

Become a lifelong supporter dedicated to making London’s streets safer for cycling, while also enjoying full member benefits, including third party insurance coverage and exclusive discounts.

or

The capital’s only dedicated hill climb will have categories for cargobikes, e-bikes, folders, and non-standard cycles, in addition to the super-fast road racers — all are welcome. And, new for 2025, our friends at Altura will be offering special prizes for riders who take part on the most unique bikes and wearing the most flamboyant outfits!

More news on that coming soon, but register your interest now to be notified as soon as places go on sale. n lcc.org.uk/events/urban-hill-climb-2025

‘Family-friendly’ fun

Making streets safe for children and families to cycle, says Tom Fyans, can reshape our communities for the better

I’VE BEEN seeing, and using, this headline term a lot recently. But what does it really mean? I thought it would be interesting to try and unpack what it means to me personally, and more importantly for LCC.

Was putting my son in his baby seat and heading out in the hope he fell asleep all those years ago my first ‘family-friendly’ ride? Are shared bikes ‘family-friendly’ because my daughter hiring a Lime bike enabled my whole family to cycle to a meal out together in Dalston last week? Are the growing popularity of e-cargobikes the biggest enabler yet of a ‘familyfriendly’ cycling revolution?

It may be that none of this really matters, as it’s all cycling regardless of how you think about it. However, some recent research into our fantastic membership showed that our household membership category is the most stable of all and had grown to over 1,500 last year. It’s fantastic that so many families are supportive of LCC’s work, so how can we in turn make sure that London becomes not just a world class cycling city, but a ‘family-friendly’ one too?

Well it’s all about the journey and the destination. Our new campaign to push Sadiq Khan to

leave a true cycling legacy by the end of his third term puts families front and centre. We want him to pledge to make cycling safe for families and children, especially in outer London. We know that networks of cycle tracks near homes, and neighbourhood-wide improvements, make local cycling safer. The result is that more family journeys are cycled because more of these journeys tend to be local.

So many positives

Where this type of change is delivered, cycling booms (think Waltham Forest), car ownership declines, and life expectancy increases. But in far too many areas, especially in outer London, car remains king, and active travel choices remain limited. This prevents families and children in particular from cycling. So we need to see more funding allocated for outer London boroughs to transform their local town centres to be safe for family cycling.

At a local level, there’s a lot

“We want him [the Mayor] to pledge to make cycling safe for families and children”

Tom Fyans Chief Executive of the London Cycling Campaign

going on to support more families cycling. For this, and inspiration in general, look no further than the growing number of bike buses.

I recently met the organiser of the amazing Camden bike bus, which is a group cycling kids to school — with the help of our local LCC group — from Chalk Farm Bridge to Belsize Park schools during term time. It was fascinating to hear that the children don’t even mention the word ‘cycling’ when they talk about the rides — for them it’s more about having fun in a group and socialising!

Speaking of which, I’ve really enjoyed working with cycle hire provider Lime and many councils across London to put on the inaugural London Cycling Festival (which will have happened in May, as this magazine’s at the printer). It was designed around LCC’s inclusive rides approach, aimed at families who don’t get out and cycle together normally, to do so as part of marshalled family-friendly group rides and events across 15 boroughs. This idea’s to celebrate London’s amazing cycling culture together and it will have been the first festival I’ve taken the whole family to. So keep an eye out on social media for feedback, stories and photo galleries.

A different angle

Is there room for more humour alongside LCC’s serious messaging? Suzanne King has a few suggestions...

WHILE CONSIDERING

what to write for this column, my mind kept wandering back to the interview in the last edition of this magazine where James May, of Top Gear fame, said that what he thinks is desperately needed in cycle campaigning is to “be more humourous”. I think he’s maybe got a point.

While not everyone in the bicycle lobby is ‘po-faced’ as May said, it can often feel like the world of cycle activism is a deluge of morbid messaging and seriousness. Of course it is very serious business — we are fighting for people’s freedom to ride safely after all — but I can’t help wondering if maybe we could take the serious business of cycle campaigning a little, well, less seriously sometimes.

Reflecting on this, I recalled some truly silly examples of cycle activism that would put a smile on even the most hardened anti-cyclists out there. I can’t remember exactly where I was, probably somewhere in Hackney, when I saw a cyclist wearing a plastic ‘car frame’ — a homemade rig that allowed them to take up the same space that a car would. It was absolutely genius! The only challenge I foresee trying to do this oneself, other than making the thing, would be spatial awareness

of having so much extra width. However, it would be fun taking up the full carriageway and watching cars not being able to swipe around you. [Ed — we have photos in the archive of LCC activists doing just this in the 1970s too].

Another example was during my days working at Sustrans when we used to have an annual Santa ride. We would deck out our bikes with Christmas lights and everyone would wear a Santa suit and off we’d cycle, spreading seasonal joy and laughter. We blasted Christmas music, and I don’t think I stopped dinging my bell along to it the entire time. It was fun not only for us on the ride, but you could see people’s faces light up when we whizzed by.

Trying tactical urbanism

One other humourous cycle campaigning measure I’ve always wanted to try, but haven’t quite made happen yet, also ties in with my love of ‘tactical urbanism’. In areas of the city where councils are either too slow or unambitious, I

“I thought it would be fun to install my own separated cycle lanes using pool noodles”

new trustees

thought it would be a great idea to install my own separated cycle lanes using coloured pool noodles as bollards. I will be sure to write a feature, including photos, if I ever get around to doing this.

I understand this form of tactical urbanism may not appeal to everyone because it may not be considered safe, but it is more a statement than a legitimate provision. It asks: if I can set up a temporary cycle lane with swimming pool accessories in half an hour, why on earth can’t the borough create bike lanes within regulation and standards in minimal timeframes.

The way I see it, it can only be a good thing for non-cyclists, or those a bit more sceptical, to see cycling as fun and silly, something that can be tried out with little barrier to entry. Something that doesn’t need to be taken so seriously — you don’t need to spend hundreds on Lycra and gear to be a cyclist. Along with this though, it must be cheap and easy access to bikes for all, and LCC is doing a great job of this through campaigns like Share the Joy.

So, perhaps this is just a small call to action for us all to be a little bit more humourous in our work and not to forget to have a wheelie good time (sorry, couldn’t help myself).

Objections stated

Carlton Reid explains why a law change affecting potential cyclist collisions defies both reason and logic

IN APRIL, somebody — presumably from the Department for Transport — leaked to the Daily Telegraph that the government would be adding an amendment to the pending Crime and Policing Bill to ensure that a cyclist who kills a pedestrian by riding dangerously could be jailed for life.

Proponents of the change say it’s about parity, making cyclists subject to the same laws as motorists. However, if parity was the objective then pedestrians would also be subject to the new law, but they (that is, we) are not.

It’s hard not to conclude that this law change is mostly a sop to right-wing media outlets who’ve long had it in for cyclists. Indeed, when I was interviewed on the topic by LBC presenter Nick Ferrari, he read out several gleefully ranty headlines, chuckling that, in his view, were perfect. (A joke I made in the interview about the law’s ludicrousness got me monstered in a follow-up article in the Telegraph. Google my name and ‘cucumbers’.)

“Dangerous cycling is completely unacceptable, and the safety of our roads is a key priority for this government,” a DfT spokesperson said after the story broke. Well if this government genuinely cared about road safety, it would not

have leaked the law change to a cyclist-baiting newspaper. And the leak’s timing — just before the local elections — was deeply suspicious.

A cynic might think the amendment was leaked to generate pro-Labour headlines in an antiLabour newspaper to skim off votes from Reform in some tight campaigns. If so, the tactic flopped because the Reform Party won many of the key battles anyway.

Unsound reasoning

Dangerous cycling offences are currently governed by an 1861 “wanton and furious driving” law, which was enacted before bicycles were widely adopted in the 1870s. There are certainly valid arguments for such laws to be updated in some way, but there are also sound reasons why cyclists and motorists should not be subject to the same penalties at law. For a start, cyclists do not require mandatory training, testing and licensing (again, for sound reasons), and, unlike motoring, almost everybody can

“It’s hard not to conclude that this law change is mostly a sop to right-wing media”

Carlton Reid is a book author and leading transport journalist

legally travel on the public highway on cycles, including small children.

A car is heavy (small EVs can weigh two tonnes), potentially very fast, and often lethal due to weight and speed; a cycle is largely none of those things. The miniscule number of pedestrians who die at the hands of cyclists usually hit their heads while falling rather than being lethally injured by blunt trauma from the cycle itself. It’s also the case that a cyclist could be killed when hitting a pedestrian, while a motorist is in a protective cage and won’t die in such a collision. Cars are commonly now used as weapons in deadly rampages; cycles not once.

Sure, a death is a death, but in any future cases involving the killing of pedestrians by cyclists (perhaps even child cyclists), judges will pay a great deal of attention to ‘proportionality’, and it would be unlikely in the extreme that any cyclists will ever get jailed for life (motorists rarely do when they kill).

If, as some might argue, this new law is mostly there to catch those who kill with illegal, super-fast electric motorbikes — which the media often erroneously label as e-bikes — then it would be far easier to impound such vehicles rather than use parliamentary time on a law that’s unlikely to be used.

YOU SHALL NOT PASS!

You’d think that by the 21st century it would be a simple affair to cross the River Thames. Yet for cyclists it’s still a grim proposition, especially if you live or work east of Tower Bridge, as Sam Stephenson reports

CROSSING THE river is something that hundreds of thousands of Londoners do on a daily basis. But if you want to attempt it by bike, you’ll already know it’s either a lottery or a virtual impossibility depending on which part of the Thames you want to navigate. The central and west side of the city is the best served, though not without issue, while the east has long been left out in the cold. Other than a slow boat from Rotherhithe and a cable car vanity project, the only infrastructure built here in the last 150 years has been purely to move more motor vehicles around.

So with the recent opening of the Silvertown Tunnel, we attempted to use cycles to cross the Thames via every means east of Tower Bridge. You

CENTRAL LONDON

TOWER BRIDGE

n Date opened: June 1894

n Users: 40,000+ per day

The first (and only) bridge on our journey, Tower Bridge already has a reputation for being less than welcoming for cycling. With no cycle lane to speak of, you’re forced to rely on the awareness of the drivers around you; unless you ‘take the lane’ you’ll find cars edging you towards the gutter and inches away from being sandwiched into the railings along the footpath.

Even with a 20mph speed limit, there’s plenty of lorries, vans, taxis and private cars accelerating over that limit as soon as they see a 10m space ahead. You’re constantly hoping that you’ve managed to stay out of their blindspot. There’s only small respite in the depths of peak hours when the traffic is so gridlocked that you can sometimes snake past everyone.

Of course, there’s the rare bonus of being able to watch the bascule bridge open to let large ships pass beneath, though motors are

better for Tower Bridge, with the potential for it to go bus/ cycling only and for slightly wider pavements to cope with all the tourists. Yet for now, even though traffic counts suggest around 5,000 cycle journeys here daily, this is still a route that should be avoided, especially for families with young children.

n LCC Rating: 2/10

ROTHERHITHE TUNNEL

n Date opened: 1908

n Users: 30,000+ per day

Opened just after Victorian times, and ranked as one of the ten most dangerous tunnels in Europe back in 2003, Rotherhithe Tunnel is rightly spoken off in hushed tones by cyclists and drivers alike.

Tower Bridge

get there. Incredibly it was built and designed to be shared by pedestrians, cyclists, horses and cars, but now it’s hostile to all but the latter. We approached on the bikes — and then bottled it.

It’s narrow, it’s dark, it’s noisy, it’s filthy, the walls are right up to you, and the traffic is relentless. Even with pollution masks, the car fumes still hit your lungs and sting your eyes. We got off and walked. The handful of miserable-looking food delivery riders we saw all opted for the narrow pavement over the road.

However, the tunnel does present a genuine opportunity to have a walking and wheeling only river crossing in east London, not least as it’s in need of £120million of repairs (and a deep clean); making it ‘car-free’ like Hammersmiith Bridge would be relatively simple. For now, this is no place for cycles.

LCC Rating: 0/10

UBER BOAT BY THAMES CLIPPERS

For this crossing we decided to pick up the tunnel going south to north, and quickly it turns out to be

(The Double Tree Hilton)

n Date opened: 1999 (Thames Clippers)

n Crossings: every 10-20 mins (passenger numbers on this service unknown)

CANARY WHARF

the Uber boat access point is located beyond the lobby of The Double Tree Hilton hotel and was, perhaps unsurprisingly, the most sparsely populated of all our crossings. And finding the boat is only half the issue. You need to push your bike up the entrance to the car park, then go through the hotel lobby, and down the long, steep ramp to the ferry terminal, upon which you can tap your card and recover your strength before pushing your bike onto the boat.

The journey to Canary Wharf is only a few minutes’ long, but waiting time can vary between 10 and 20 minutes depending on time of day.

The pier’s just undegone a refurb too, just in time for Uber to launch the “UK’s first 100% electric crossriver ferry”.

n LCC Rating: 4/10

GREENWICH FOOT TUNNEL

n Date opened: August 1902

n Users: 1.2 million per year

Following the Thames Path from Canary Wharf takes you to the north entrance of the Greenwich Foot Tunnel. Opened in 1902, it’s hugely popular with locals, commuters and tourists; cyclists are welcome, but cycling through the foot crossing is prohibited, which means it’s a five-minute stroll with your bike.

Space is limited aboard so there’s nowhere for you to leave your bike and there’s nowhere to

The main issue is the temperamental lifts. Our latest visit was on a good day, with both lifts fully operational, but when they’re not working you’re faced with no alternative but to lug your bike down and then up around 100 stairs at each end. [Ed — in the old days, if the lift attendants saw you cycling in the tunnel on their monitors, your ‘punishment’

DARTFORD

can check lift status on the council website (royalgreenwich.gov.uk).

The tunnel is less than 3m wide too, which can make pushing bikes a challenge if a big group is coming in the opposite direction.

Having said that, it’s free, you’re in no danger from motor vehicles, and you’re not dependent on someone else’s timetable, so by default it ranks as one of the top river crossings on our list.

n LCC Rating: 7/10

BLACKWALL TUNNEL

n Date opened: 1897

n Users: 50,000 vehicles daily in each of the two tunnels

As with the Rotherhithe Tunnel, it originally carried a mix of foot, cycle, horse-drawn and vehicular

been motor vehicles only and cycling is banned. For good reason. No sane person would want to cycle or walk through this congested and polluted horror show.

n LCC Rating: N/A

THE IFS CLOUD CABLE CAR

n Date opened: June 2012

n Users: 4,000 per day Without doubt the most unique river crossing in London, the IFS Cloud Cable Car is nothing if not a novel tourist/ travel experience.

It goes without saying that on a clear day, while you’re 30m up in the air, you’re treated to some incredible views across the city (and the new Silvertown tunnel entrances). But these views come at a price.

For starters, just getting the bikes through the terminal and up onto the platform to get a cabin was a challenge, thanks to the incredibly small lifts. The size

of each ‘gondola’ (as skiers will know them) also makes taking a bike onboard something of an inconvenience. An attendant will lift one of the bench seats to allow your bike to be taken inside, but even so, the fact that the cabins don’t stop and instead keep circulating, ski-lift style, makes embarking and disembarking somewhat difficult. Even more so with cargobikes or adapted cycles.

It’s also worth noting that if the wind picks up, the cable car simply won’t run.

At £12 for a round trip, it’s similar in price to the ferry from Rotherhithe to Canary Wharf, though nowhere near as quick. Really it’s a novelty crossing, a fun one for taking visitors on.

n LCC Rating: 3/10

SILVERTOWN TUNNEL CYCLE SHUTTLE BUS

n Date opened: April 2025

n Users (projected): 25,000+ per day

£2.2 billion later — having

successive Mayors — and the Silvertown Tunnel is finally here. Cycling in the tunnel is illegal, so as a way of showing they’ve listened to the concerns of people who cycle, TfL’s introduced a ‘cycle shuttle’ bus. This can only carry a maximum of eight standard cycles (or four standard cycles and a cargobike or adapted cycle), plus seven folded cycles either way.

With the bus running every 12 minutes, this means that in the busiest hour, assuming no-one wants to cross the Thames with any form of wider/bigger cycle, the bus will take 40 standard cycles and 35 folding cycles. Given the sheer number of people cycling both sides of the river and crossing it in east London daily, there’s likely to be one of two outcomes.

Either the bus will be popular and prove its use, but then be immediately oversubscribed during the peak hours, or people won’t want to wait to load their cycle onto a shuttle bus and will stick to other crossings.

In which case, TfL will likely charge for, or cancel, the bus a year down the line and the tunnel

severance for anyone who wants to walk or pedal.

Wheels for Wellbeing, a charity looking to remove barriers to Disabled people cycling, have also labelled the bus woefully inadequate from an accessibility point. A real opportunity has been missed here, despite the colossal sums spent on the project.

n LCC Rating: 2/10

WOOLWICH FERRY

n Date opened: March 1889 n Users: 7,100 per day

The Woolwich Ferry is located just beyond the Thames Barrier. And, unlike the previous ferry we took, the Woolwich Ferry is almost impossible to miss as it heaves itself across the river.

The first pleasant surprise we got was a designated bike lane for us to use, and the 17-seater passenger shelter. Bikes propped up inside, we were able to kick back and relax (after being deafened by the health and safety announcements) and enjoy the 25-minute journey.

With the fare coming in at a

OTHER OPTIONS

Of course there’s additional routes you can transport a bike on or through, including the Woolwich Foot Tunnel (like the Greenwich one but far quieter, with even more patchy lifts) and on DLR trains. The rules are more generous for folded cycles than standard cycles, but beware that since 31 March 2025 non-folding e-bikes are not allowed on most TfL services.

The main issue here are the approach roads up to the dock — massive A-roads with zero cycle infrastructure on both sides. That and the lengthy wait for the boat if you time it wrong. The last service in the evening is at 8pm.

While the ferry might lack the sleekness of other crossings on this trip, it’s the cheapest non-ground level option, and the most reliable. And tolls cannot be levied on the ferry without changing the 1885 Act of Parliament.

n LCC Rating: 6/10

DARTFORD CROSSING’S ‘MAN WITH VAN’

Believe it or not, there’s a man with a van who will — on demand from a telephone callbox either side of the crossing — turn up and transport you and your bike across. As long as it fits on a car bike rack. And there’s no more than three of

FINAL THOUGHTS

‘Mixed bag’ would be an unfair way to sum things up in east London. It’s bad — and the Silvertown Tunnel is a step back, not forward.

So, yes, we’re urging Mayor Sadiq Khan and TfL to undertake a strategic review of river crossings in this part of the capital with some urgency. A few of the potential plans and solutions for safe cycling and walking crossings needn’t cost the earth either, or take the length of time to introduce that a car tunnel does.

Positive moves could include revisiting the point of Rotherhithe Tunnel — instead of a costly, multi-million pound refurb for the sole benefit of motor vehicles, it could be made into the perfect pedestrian and cycle-only facility. Plus there’s multiple designs for a Rotherhithe/Canary Wharf bridge that could come back to the drawing board.

TOKUNBO AJASA-OLUWA

John Kitchiner speaks with the founder of the Black Unity Bike Ride and discusses how it became such a success and his plans for the future

For those who aren’t familiar with it, what is the Black Unity Bike Ride (BUBR)?

BUBR is a registered charity that uses cycling as a vehicle for change. Through group rides and events, BUBR empowers the Black community to reclaim space, promote wellness and foster unity across generations. We’ve inspired many from Black communities to be active and achieve goals that they never thought they could; whether that be starting up a cycling club with a 100-plus membership, or learning to ride a bike, and/or becoming a middleaged cycling centurion.

From nothing, we’ve established a unique, organic and authentic movement that is trusted, valued and admired by a growing community of stakeholders. We have built a reputation for high-quality execution, empowerment and inclusivity. And we live by our values of unity, empowerment and love.

Where did the idea come from and was there a specific inspiration?

In the aftermath of the George Floyd murder in 2020, I wanted to make a statement, but I didn’t want to march. Instead I wanted to do something that focused on unity, joy and empowerment. And due to Covid lockdown restrictions cycling felt like a viable outlet.

only 27% of Black communities participated in cycling — which is lower than nearly all other ethnicity groupings. In fact, when it comes to all sporting activity, Black communities had the lowest level of participation across all ethnicity groups at 49%. These stats led to me making a statement that not only reflected positivity but also encouraged the community to lead healthier lives.

When and where was your first ride and how many joined that first one? How did you publicise it?

Following an Instagram exchange with my friend Adisa I was inspired to launch BUBR. I posted a simple message on Instagram and two weeks later our first ride took place on Saturday 1 August 2020 (on Black Pound Day and Emancipation Day).

The ride began by the tube station in Walthamstow in east London and I had expected maybe between 50 to 100 people to turn up. But by the time we reached the end of the ride in Brixton, via the West End, 1,500 riders had taken part. The youngest being single digits old and the oldest being in their 70s.

And what sort of cyclists did it attract at the start?

As the vision was all about unity, the ride attracted riders from all walks of life: we had serious cyclists turn up with expensive carbon bikes, alongside those who either borrowed or hired a bike for the day to partake. In the first year about 25% of participants were women, and in the following years that percentage has nearly doubled.

How did you navigate the challenges of Covid at the time? What impact did that have on your plans?

supported the ride, because people were eager to connect in some way and be active, but the opportunities to do both in a safe way were limited. I think during lockdown a lot of people rediscovered their love for cycling or learnt how to ride a bike for the first time.

There’s now a BUBR London ride every summer, how has it grown year-on-year since 2020? And has the demographic changed much over the last five years?

We now dub the annual ride a ‘carnival on bikes’, because of the joyful atmosphere it generates annually, regardless if we get sunshine or rain. We had more than 2,000 participants at our last annual ride (2024) and I have seen an increase in families attending the ride together which is great and wholesome to see.

We have a real mix of participants now, from those that are members of cycling clubs to those novices that will ride the furthest they’ve ever been on a bike at the event.

tell us more about that and what people can expect?

The best way to describe the ride is ‘vibes upon vibes’, it has a warm and community feel, strangers become friends and everyone feels part of something positive. The final destination is Dulwich Park and that’s where the BUBR Fest takes place as the post-ride finale.

We have vendors selling a variety of African and African-Caribbean cuisine, we have massage tents for riders, DJs, face painters, cycling smoothie makers, Black-owned retailers selling clothing and other items. And the riders are met with a welcoming atmosphere from friends and family that have turned up to celebrate their achievement of completing the ride.

What can you reveal about those plans?

Yes, in 2025 we will be piloting the ride in Manchester and in 2026 doing the same in Birmingham. After five years in London, we thought it was time to spread the love and good vibes across the country.

We have partnered with local cycling initiatives in each city to ensure the rides feel authentic and owned by the local communities. The aspiration is to grow the volume of participants at each of the rides and we chose those two cities due to the ease to commute from most parts of the country, and the fact they both have high levels of Black and Brown people.

One of the most impressive things that has grown from the original rides are the annual fundraising cycle tours to Africa — when did you start to think that was feasible or had it always been a longterm goal?

Yes, the BUBR Africa concept was organic growth and born during lockdown. Many cycling trips take place in Europe and due to who we are and what we stand for we decided to explore Africa. The concept involves finding a grassroots NGO that is using cycling for good, partner with them and a local cycling club and the collaboration creates something special and unique.

Home and abroad: BUBR hits the streets of London and Africa

and what were some of the most memorable highlights?

In spring 2023 we had 18 take part in the first trip. Due to having family from Ghana I had travelled there a few times. But doing so by bike was a totally different experience. Some of the surreal highlights included cycling to Liberation Square, Cape Coast Castle and cycling across the Volta River, as well as riding about 100 miles from the capital Accra to Takoradi.

How much money were you able to raise on that first trip? And how do you decide on which grassroots groups to support?

We used our network to help us identify a worthy charity partner in Ghana. Via a Ghanaian cycling club called The Gladiators we were introduced to Vida Cycling Programme. Named after the founder of the initiative, it delivers real rich impact on the ground in her local area. We were able to fundraise over £13,000 for VCP and were able to donate kit from our friends at Rapha.

The best way to describe the ride is ‘vibes upon vibes’. It has a warm and community feel...

For several of the participants, it is their first time travelling to Africa. To date we have fundraised over £35,000 for positive grassroots initiatives in three African nations.

2024 was Rwanda, which has a growing buzz in the cycling world — was it as hilly as it looks on tv coverage of pro races?

They do not call Rwanda the land of a thousand hills for nothing! My Strava informed me three days in a row that I had climbed my highest elevation ever. The trip was humbling on a cycling level and also on a cultural level. Our trip coincided with the 30-year memorial of the genocide that took

first-hand how our fundraising efforts were supporting former street kids in turning their lives around.

We’ve just caught you fresh off the plane from South Africa and BUBR’s 2025 tour, and it sounds like you had an even bigger team of fellow riders than previously? Give us an idea of some of the distances and elevations you were covering?

We took 36 cyclists to Cape Town, South Africa which has been our largest BUBR Africa group to date. South Africa has a complicated history, yet some of the most beautiful natural scenes I have witnessed in my life.

One highlight was cycling on the coastline through an area called Misty Cliffs. In seconds the weather changed from a typical sunny day to a misty, cold dark environment, like something out of a Hollywood movie set.

In total we had seven consecutive days of cycling which included highlights like Chapman’s Peak, Pringle Bay, and the toughest day of the trip was when we took on Franschhoek

though the view at the top was worth my heart rate shooting through the roof!

The next BUBR London is happening on 2 August, starting from Leyton Sports Ground — how can London Cyclist readers sign up? And what’s the plan for the day?

If it is your first time attending, expect a day filled with joy, music and vibes. All types of bicycles are welcome; one year I rode the 17-mile route on a classic Chopper bike. We are expecting 2,000 participants at the London edition this year and the registration process is straightforward using this link (blackunitybikeride.com/london/tickets).

Looking ahead to 2026 and beyond, what’s next for you and BUBR? Both at home and abroad?

In 2026 we plan to expand the vibes to Birmingham as our third major city, and for BUBR Africa we are in discussions with three possible destinations that we hope to have confirmed this summer.

What BUBR has become has surpassed my wildest dreams. Since 2020 we have executed more than 40 wellbeing activations, engaged 10,000-plus registered participants, delivered social impact on an international level, and developed multi-year partnerships with the likes of Sport England, London

THE CHANGING FACE OF

SCHOOL RUNS

Tom Bogdanowicz meets six families who swear by cargobikes as their main transport

IN MANY London boroughs it’s now becoming commonplace to spot parents transporting young children to school by cargobike. In fact a survey of 100 London outlets, by the Bicycle Association, reveals sales of such cycles boomed tenfold in 2020 and have doubled in numbers since; while other categories of bikes have slowed or fallen, cargobike sales remain healthy. Alix Stredwick, founder of CarryMe Bikes in east London says 2025 is already looking better for family-type bikes and she expects cargobikes to outperform the rest of the industry.

It used to be only the occasional ‘box bike’ (or trike) you’d spot, but thanks to the introduction of electric assist now ‘longtail’ designs, with kids sat at the rear, proliferate.

Yes, cargobikes are still pricey — many cost £4k or more — but when factored against the annual cost of running a car for similar journeys, the picture changes completely and the savings are significant. One enthusiast, Andre Head, estimates that his ten-year stint taking the kids to school in a cargobike (converted mid-life from pedal power to electric assist) has saved him £3,000 over the cost of bus fares, let alone the cost of a car, plus he’s saved an enormous amount of time.

Aside from the power-assist and the convenience of cargobikes, families are also benefitting from the growing number of liveable or low-traffic neighbourhoods, as well as the increase in protected cycle lanes. Local trips, including the school run, are simply safer and quicker by bike.

We spoke to six families that have embraced cargobikes for child transportation and, it’s fair to say, they are all delighted with the choices they’ve made.

RACHEL KELLY, WITH BANJO & RUMI

Cycle: Babboe trike

Why a cargobike?

It’s the quickest, easiest way around town. We don’t have a car, so this is our car, and we take the kids to and from school on it. I take them to all their clubs using it too. We go all around London as a family cycling, there’s no better way to get around than like this.

Have you had it long?

Two years. Yeah, lots of people seem to have picked them up since the Covid pandemic.

What do the children think of it? They love it. It’s so fun, everyone waves. They can see everything. They’ve got a sense of freedom to get around. They really love it.

What do you think would make cycling for people like yourself better in London?

I find cycling in London fantastic. You can get everywhere and feel safe. London’s so flat generally. I can’t really think of anything. I don’t even use the cycle lanes sometimes because they take you on some of the most indirect routes. Having said that, I think some more designated parking would be good, rather than just bikes being strewn everywhere.

Would you recommend cargobikes to others?

Absolutely, I can’t understand how people get around with young

TYRONE DERBY, WITH ARIA & TAYE

Cycle: Tern GSD longtail

We met Tyrone, Aria and Taye on the giant (1,000-plus riders) Dom Whiting DJ drum ‘n’ bass cycle ride in central London early in 2025. Our mini interview took place as we rode along.

How much do the kids enjoy riding on the cargobike?

As you can see, they’ve been spending time on this ride chatting to fellow

young passengers on another longtail cargobike alongside them (just out of picture) as they travelled past Buckingham Palace. That’s not possible if you use a car.

Why choose a longtail design?

I have another e-bike, but it only takes one passenger, so we got the Tern GSD to carry both the children at the same time. I think it’s the best design available for our use.

What sort of outing do you use the cargobike for?

The family uses the bike for a range of trips, though not always for the school run in south London, simply because the school is only a short walk from home.

Aside from the drum ‘n’ bass ride, we’ve also enjoyed going on Critical Mass rides, which take place on the last Friday of the month starting under Waterloo Bridge.

SIMON

TIBERI, WITH LEONARDO & DELIA

Cycle: Benno Boost longtail

Why a cargobike?

During Covid I rediscovered a passion for bikes and I was just cycling more and more, and we had two children we needed to take up to school every day. It was becoming logistically challenging with the car, at least with all the one-way streets and all the ongoing difficulties that we get with a car. And you’re not really allowed to bring a car to a school anyway. Plus I wasn’t using the car for going to work, so we decided to invest in our cargobike. We sold the car, and we made a lot of

to the cargobike. We’ve been using it now for over three years.

What do you use it for?

It’s been our faithful companion every day, so we’ll bring them to school and pick them up. But it’s also good for doing other things, so a little bit of shopping. It’s the dad taxi service for parties during the weekends. We use trains now more often to get out of the city instead of the car, and we use the cargobike for going around town for short journeys and with the family.

What do the kids think of it?

used to just getting on the back of the bike. And it’s great there’s less fighting since we’ve got the cargobike; they don’t fight so much in the bike as they did in the car, so that also works out quite nicely as well.

What do you think would make cycling better for you and your family and for other people?

Things have got much, much easier. We use the cycle lanes, and low-traffic neighbourhoods (LTNs) really work for the bikes — so it’s much nicer, it’s less polluted, and we just take a shortcut through those. Works really well, we’re

JASON GAIGER, WITH EDWARD

Cycle: Babboe trike

When did you first get a cargobike?

We got it about two years ago. Edward was at a nursery, which was over a mile away, and so we needed it to take him there and back. And now we use it all the time. Everything from going swimming to going into town, anywhere we go. We still have a car, but we hardly ever use it anymore. Cargobikes are a real life-changer.

What does your boy think of it?

“What do you think of the cargobike back there?” Jason asks Edward, getting a thumbs-up response. Yeah, he loves

the cargobike. It’s a big adventure for them. Sometimes, his friends get in with him as well. We take them for a spin around Highbury Fields. For the kids, it’s always good fun.

And do you use other modes of transport as much?

We use all other motor transport less, I think. Certainly, the car less and public transport has been less as well.

What do you think would make life better for people like yourselves out on the roads?

You really feel the speed bumps and potholes with the three-wheel bike.

You really notice this, but it feels safe. You’ve got a presence on the road — you’re kind of a big, visible vehicle. I ride a normal bicycle as well, but on a cargobike you just seem to get a bit more space there.

Would you like to see more dedicated cycle lanes?

Absolutely. More cycle lanes and more properly protected cycle lanes and designated areas like low-traffic neighbourhoods, where bikes can get through and take shortcuts.

Would you recommend cargobikes?

Absolutely.

ALEX RAHA & EMMA, WITH ETHAN

Cycle: Bakfiets

Why a cargobike?

We’ve always wanted to replace the shorter journeys that were being made by car. We were previously a two-car family, now we are a one-car family. That started before the pandemic and, not surprisingly, when we went into lockdown the cargobike was used a lot more: local grocery shopping, supermarket shopping, as well as doing the school run.

Is that usage changing as your son gets older?

Yes, I call it ‘adventures’ on the weekend — slightly longer rides where Ethan, our six-year-old can get out of the cargobike and ride on his own. We can get to Lewisham town centre or Deptford where there are new (protected) cycleways, and Ethan can ride on those.

What does he think of the cargobike? He loves it, absolutely loves it. He thinks he sees the world differently; he likes the feeling of having the wind in his face. We’ve ridden all the way to Regent’s Park, a good 12 miles from here, and even when it’s raining with

the rain cover down he’s still really enjoyed it.

What would make life better?

The only way more parents will feel confident doing what we do is if you’ve got more infrastructure: more protected lanes, more areas with lower volumes of motor traffic.

Tips for others?

We were lucky to be able to borrow the Bakfiets from Carrymebikes for three weeks as a trial. It’s definitely worth trying a few models at first because not all cargobikes are equal.

RO KEVAR, WITH CALLIE & BEA

Cycle: Tern GSD

Why a cargobike?

We already didn’t have a car and, in lockdown, I just couldn’t go anywhere because I usually use the bus and the tube. So that’s when it started. I’ve had quite a lot of different cargobikes since then, but this one’s really good because it’s the size of a normal bike so you can keep it in your hallway (Ed—many longtails,withsmallerwheels,arethe lengthofanormalbike). And it’s just much faster, you get some fresh air, a tiny bit of exercise, though not loads as it’s got a motor. And you get home in, like, six minutes when a bus will take 30.

What do you use it for?

Used to be for the school run when

they were much smaller. But now for getting to work and doing big shops, picking up large items of furniture and tying them to the back of it. Dropping off charity shop stuff.

How do the children like it?

They love it. Quite often, I have it at pick-up time and they just assume they’re going to put all their stuff in it so they don’t carry anything. And we take it to the park for rollerskating or doing sports stuff. I get to carry the heavy things, so they can ride their bikes; I’ll be loaded up with all the bags, rollerskates and skateboards.

And what would make cycling better for you and the kids in London? Just more safe cycle paths. It’s pretty

good in Islington, but it’s getting to Camden where my daughter’s at school now. She’s never going to be able to cycle to school because the route from ours to Camden is just horrific. I don’t really like doing it, even on my own, and it’s a shame because it’s only a nineminute bike ride.

I’ve got friends in Germany and we go and stay with them, and we cycle all the time because they’ve got such good bike paths. And we go and ride in the Netherlands too, where they’ve got similarly good, wide paths.

Would you recommend cargobikes to others?

Yeah, I do all the time. That’s why so many have got these bikes. I tell them which one to get.

FREEDOM BEGINS WITH ORTLIEB

Whether it’s a weekend tour or a week-long adventure, ORTLIEB’s mix-and-match bags will never let you down

FREEDOM BEGINS with a decision — the decision to set out, embrace the unknown, and cross borders. To be fully present in every moment, to overcome every challenge, and to experience every kind of adventure. To go where the road ends and your journey truly begins.

Whether you’re hiking through peaceful landscapes or cycling through bustling cities, it’s crucial that your gear stays secure so you can focus on these special times. ORTLIEB is always with you. These bags are built to withstand anything: all adventures, any weather, any challenge.

ORTLIEB — because freedom knows no compromise. Set off on your next journey and discover the freedom of bikepacking with this series of versatile and durable packs.

In the third of our ‘Dare To Dream’ articles, where we’re asking the Mayor to be bolder with his vision for cycling, Simon Munk and Mike McSherry take a ride down Sunday Streets…

LCC’S NEW Dare To Dream campaign is all about four big ideas that London’s Mayor should be seriously considering. Last year LCC convened a roundtable of experts to look at what Sadiq Khan was and wasn’t doing, and what he needs to do next to keep the city moving in the right direction.

A reminder: the Mayor’s ‘ambition’ is a Net Zero London, including its transport system, by 2030. He’s also promised us an end to serious and fatal road collisions by 2041, and for private motor vehicles to be only making 20% of all journeys in London by that date too. Both of these are enshrined in his Transport Strategy that arrived before the Net Zero plan, which presumably means he has to bring those forward to align.

These are all targets the Mayor is pushing TfL on and which London should be pushing the Mayor on. But while the tailend of his last term saw the delivery of the ULEZ expansion — and, in that term, also accelerated delivery of active travel

so far has been, well, a bit dithery. In fact, it’s been more two steps backward than one forward, with both the opening of the new road tunnel crossing at Silvertown and just about every borough telling us behind the scenes that TfL is making it too hard to deliver on active travel.

That’s why Dare To Dream — and you taking action today (at lcc.org.uk/dream) — is so important. Because we need to send a strong message to the Mayor that not only is bold action necessary, but it’s also achievable and positive.

Big ideas and big rides

Dare To Dream is, at its core, four big ideas for London. And hopefully you’ll have read in the previous editions of London Cyclist about two of them: family-friendly cycling for outer London (akin to supercharged mini-Holland town centre schemes) and A Bike For Every Londoner (removing ownership and storage barriers for cycling for everyone and not just for ‘bikes’), leaving two more to go.

fewer cars) for the last, later this year, though some detail is on the website now. But this feature is all about Sunday Streets.

It is no coincidence then that the Dare To Dream campaign launched straight after our London Cycling Festival on 25 May. Freecycle has been supported by LCC and our local groups every year — we’ve run family-friendly, marshalled rides from every London borough to the centre of the city and back for some big days out. But when we heard that Freecycle, and the whole RideLondon programme, was taking a fallow year, the timing seemed too good to miss.

We started talking about doing a mini replacement event in every borough as a demonstration both of the Sunday Streets concept and, indeed, as a pointer to how Freecycle itself could potentially develop. Then when we started talking more widely about it, the support and enthusiasm levels took us by surprise.

runaway idea we soon realised couldn’t be contained inside Dare To Dream, and rapidly became its own thing. Huge thanks are owed to Lime and many London councils, specifically those in the Zero Emissions Network (ZEN) who embraced the idea of creating something locally rather than riding all the way into Westminster and back.

Every year for Freecycle we’ve safely shepherded home tired kids who’ve ridden all the way to/ from central London, plus done a few laps of the scenic closed roads circuit. It’s a big day out for little ones and parents. And, just like the RideLondon 100 etc, while there are cycling families for whom this is a fun family day, it’s also arguably too high a barrier for others to even contemplate.

Holding a ride in every borough meant we and councils could promote far shorter, easier to access, family-friendly rides that showcased bits of local cycling routes and amenities. And some London councils went above and beyond — temporarily closing roads and providing family-

play, with additional activities and amenities laid on.

Of course, this approach also circumvented some of the rising costs Freecycle incurs each year — the management and policing costs alone of closing a huge swathe of central London, plus a long sportive route out into Essex, runs into the millions. It simply isn’t feasible for London to do that on a frequent basis. But our alternative solution is simpler and cheaper.

From Freecycle to where?

At its heart the Sunday Streets idea is asking the Mayor not for a Freecycle every month, although that would be amazing, but to blow out its ‘Play Streets’ movement, Freecycle, Car-Free Day and other events until they become something far closer in frequency and scale to Bogota’s famous Ciclovias, now seen rolling out in other cities globally.

Bogota, believe it or not, started its monthly closing of key roads to motor traffic more than 50 years ago — on 15 December 1974 the

now held weekly, with more than 100km of closed roads and about two million attendees each week (out of a city population broadly similar to London’s at 8 million). Not only has Bogota’s enduring event grown in scale, it’s spread recent estimates suggest there are at least 400 cities worldwide doing something similar.

In London we do, of course, have lots of School Streets, low-traffic neighbourhoods (LTNs), Freecycle and Play Streets already — but a broader approach to closing streets for fun, cycling and play would offer huge potential benefits.

We’ve seen temporarily closed roads for London Cycling Festival this year in boroughs who have traditionally shied away from more permanent and cycling-positive schemes; we’ve seen supportive boroughs who we weren’t expecting to embrace cycling.

It’s clear that Ciclovia-style events elsewhere have led inexorably to more of the public not just cycling, but more politicians delivering permanent schemes. And Bogota is now not only famous for its closed roads on Sundays, but as a world leader with its permanent cycle network too.

Ciclovias for all

Playing catch-up on this area wouldn’t just put London back on the list of world-class cycling cities alongside Paris, Bogota and Barcelona, but also enable a shift in the political discourse, get more people to embrace cycling as a positive thing, and lead to more permanent cycling schemes.

At its current once-a-year frequency, and being central London only, Freecycle isn’t going to get Bromley, Hillingdon or Croydon councils delivering schemes on their patch, or seeing the positivity of cycling there. But a monthly family-friendly mass ride, increasingly on closed roads, and with council support? That will.

The opportunity is finally there

for the Mayor, TfL and councils to pick up this ball and run with it. But, regardless, we’ll be making the case for every council to work with our local LCC groups to make such events a reality for 2026. We’ve just done it once, successfully, and at fairly short notice, so really it shouldn’t be that hard to roll out more often.

For now, please take the action and ask the Mayor to bring Sunday Streets to every London borough — monthly through the summer, starting from summer 2026 — as one of four big ideas he can, and needs to, deliver if his active travel ambitions and legacy for London are to come true.

n lcc.org.uk/dare-to-dream

LONDON CYCLING FESTIVAL IN BRIEF

Even though the festival will have taken place as this magazine’s at the printer, here’s a summary of what was involved:

n 14 councils took part, with family-friendly rides happening in each of these boroughs, with the Zero Emissions Network boroughs leading the charge. The entire festival was sponsored by Lime.

n Hackney Sunday Streets: a 2km closed road circuit in Hoxton with rides, activities and entertainment.

n Hammersmith & Fulham Cycling Festival: five venues including Hammersmith Bridge, with music, shows and more, all linked together by LCC led rides. n

A SUMMER OF CYCLING

Summer is finally here and there’s loads of fun cycling stuff you can get involved in. A handful are shown on these pages, but details of dozens more can be found in the rides and events section of LCC’s website (lcc.org.uk/

RICHMOND HILL SOLSTICE GATHERING (pictured) n WEDNESDAY 18 JUNE

This joyful annual gathering of LCC group members from south-west and north London happens on the Wednesday nearest the summer solstice, which this year falls on 18 June. Dozens of cyclists ride together from their home boroughs to the top of Richmond Hill to catch the sunset; some bring drinks or a picnic, others retire to The Roebuck pub nearby.

The first sunset ride set off from Ealing town hall on 18 June 2003, with

Hammersmith & Fulham, Hounslow, Kingston, Merton, Richmond, Wandsworth, plus Croydon, Islington and others. The event attracts non-LCC members too, which means the pub does get very busy.

Ealing Cycling Campaign still leads a ride from the town hall, while other groups organise their own feeder rides, and some just join at Richmond Hill.

Many will ride back in groups (it’s been a tradition to bring as many lights for your bike as you can), but there’s also the option of taking the Overground or mainline trains from Richmond.

A full list of rides to Richmond Hill

KINGSTON FAMILYFRIENDLY SUMMER RIDE

n SUNDAY 15 JUNE

Kingston Cycling Campaign has mastered the art of the family ride as one of last year’s participants explained: “I never imagined my fiveyear-old would be able to manage this type of distance. But he loved it! The regular pauses and nice, slow pace made it a fun morning, and has opened the doors for us to do even more bike outings as a family.”

The ride starts off at the charming Fishponds Park in Surbiton and will then meander along a 6.5-mile circular route. Rumour has it that there will be some hills along the way, but these will

be very gentle and you’ll find that most of the route is flat with plenty to see.

Full Cycle Community Bike Project will also be on hand to deliver basic bike maintenance, plus there will be some free hire bikes available if you have a bikeless friend who you’ve been

WESTMINSTER CYCLE SATURDAYS

nudging to join you on a ride.

The ride will be fully marshalled and the organisers suggest that any kids under five riding their own bike are experienced cyclists.

Find out more and register here: lcc.org.uk/events/ kingston-family-friendlysummer-bike-ride-2025.

n 1ST & 3RD SATURDAY MORNINGS (Belgravia and Pimlico/north Westminster)

There are two fun, family-friendly activities in Westminster that run year-round. Belgravia and Pimlico Cycle Saturdays happen on the first Saturday of each month and include an easy bike ride led by an experienced instructor, Dr Bike mechanic checks to make sure your bike is in good running order, and cycle skills training aimed at Cycle Buddies volunteers and those who would like to help marshal the family rides.

The north Westminster event starts at Westminster Wheels on third Saturdays and also includes an easy ride and cycle skills training. Westminster Wheels also has a limited number of bikes to borrow. The events are perfect for families with kids, as well as adults wanting to learn new routes and gain more confidence. Rides are about two hours, at a leisurely pace.

BEAT THE BOUNDS OF NEWHAM

n SUNDAY 20 JULY

If you’re not familiar with ‘Beating the Bounds’, this is an old timey tradition (one that is still kept alive) where people would walk the boundaries of their parish, beating important landmarks with sticks to preserve the memory of the boundaries of their parish.

These days, brandishing a stick in public and proceeding

WIZARD WORKS COFFEE OUTSIDE

n WEDNESDAY MORNINGS, 7:30am-9am, King’s Stairs Gardens

If you’re an experienced marshal and can help on the family rides, please contact

mike.mcsherry@lcc.org.uk.

When a coffee aficionado goes on a cycle tour instant doesn’t cut it, so they’ll often pack a portable French press or drip kit with the rest of their gear. It’s that spirit that gave rise to the idea of ‘Coffee Outside’, starting in Ventura, California and which has spread to cycling communities across the world.

London-based bike bag makers Wizard Works (wizard.works) have brought this tradition to London,

to hit the door of your local Greggs might be frowned upon, so it’s a good thing you can look at a map on your phone. That said, on Sunday 20 July, Newham Cyclists will be rejecting modernity and embracing tradition by doing a 16-mile tour around the borough borders sans sticks.

The ride will start at the View Tube cafe, then head east, taking in not one but two parks: Beckton Park and Thames Barrier Park. After that you go past City Hall

Wednesday morning on the south bank of the Thames at King’s Stairs Gardens. Founders Ve and Harry dreamed up Wizard Works while on a year-long trip and many that attend have a keen interest in cycle touring or bikepacking, where they’ve

(yes, it’s in the east now!), through the new Royal Docks corridor, get to try out the recently-installed cycleways up to Canning Town, eventually arriving back at the View Tube.

At the end of the ride you’ll be an expert on Newham’s boundaries and can tell people that you have seen the new location of City Hall — both worthy accomplishments. This ride is suitable for all levels and it’s recommended that children taking part have cycled a similar distance in the past.

Register for the ride here: lcc.org.uk/events/ tour-of-newham.

perfected their brewing. But it’s also about good company, sunny starts to your day, and watching the City wake up along the Thames, while spotting various river wildlife and boats, from barges to superyachts.

Come and join the fun as Urban Hill Climb returns to Swain’s Lane on Saturday 27th September. It’s the taking part that counts and everyone who makes it to the top is a winner. Why not give it a go?

Register now to be notified when places go on sale: lcc.org.uk/hillclimb

THE EX FACTOR

A programme in Pentonville is offering prisoners an escape route from the cycle of reoffending, by training them as cycle mechanics

THE NEWS cycle is awash with stories about overcrowding in prisons at the moment, and the statistics around re-offending rates make for bleak reading. According to the recent Gauke report, more than half of inmates given a custodial sentence of 12 months or less will re-offend and end up back inside within a year of being released, costing the taxpayer a fortune.

The system is clearly not working and there are all kinds of proposals floating around about how to fix it, but one initiative that’s already

profit venture involves training prisoners as bicycle mechanics, and giving them gainful employment when they get out, repairing lost and unwanted bikes, which are then sold to the public for a bargain price. It’s a win-win scenario, providing a good outcome for people trapped in a vicious cycle of crime and incarceration, punters looking for an affordable bike, and society as a whole.

“We take a bike with a past and a bloke with a past,” says XO Bikes boss Stef Jones, “and we give them both a chance to have a future.”

Brixton, where he kept seeing men repeatedly returning to the prison, partly because no-one would give them a job and they were unable to get their lives back in order. “I decided that if no-one else was going to employ them, I would,” he explains. “The only problem was I didn’t actually have any jobs to give them.”

So he founded a charity called Onwards and Upwards, and during lockdown, when everyone in the country seemed to be buying bicycles, launched XO Bikes. The organisation opened its first workshop in Pentonville Prison, followed by a second

prisoners as Velotech-qualified bicycle mechanics.

More advanced courses are delivered at XO Bikes’ south London training centre, once inmates have been released, and then the charity either employs them directly or helps find them a job with another company.

Ex Men

XO Bikes keeps a staff of ‘fixers’, as graduates of the course are known, and takes in pre-loved and abandoned bikes — some donated by the public, others arriving via the Metropolitan Police and Transport for London — which are then refurbished and sold.

Everyone who completes the programme gets a number. The first was Tray, XO1, who has now been working as a mechanic for three years and helps deliver advanced courses in Lewisham. When bikes arrive badly scratched, the frame is resprayed and it becomes an XO ‘swag’ bike. Each is branded with a code, comprised of the fixer’s digits followed by the number of bikes he has restored.

Everyone’s a winner

Will Norman, London’s Cycling and Walking Commissioner, is a passionate supporter of XO Bikes.

“The programme is reducing

the other end, XO are making high-quality bikes available to people at a really affordable price,” he enthused. “For people on low incomes, the high cost of bikes is a huge barrier to cycling, so this is a great initiative.”

Recently, with the launch of the Recycle to Work scheme (see right), the price of these fully refurbished cycles has come down even more, and all kinds of bikes are on offer, from commuting models and kids bikes to top-quality road, mountain and gravel bikes.

Each ‘swag’ bike sold comes with a lock (shaped like a set of handcuffs) and has a QR code that tells you more about the person who worked on it. The branding is brilliant (Stef has a background in advertising, and it shows), but it’s also transforming people’s lives,

for themselves: around 100 fixers have completed the programme, and just four have re-offended.

“It’s all about the ‘ex’,” says Stef. “Not every conviction should result in a life sentence.”

RECYCLE TO WORK

For years savvy cyclists have been using the brilliant Bike2Work Scheme (bike2workscheme.co.uk) to save money on new bikes. And now XO Bikes has developed something similar for people purchasing pre-loved bikes.

The Recycle to Work scheme enables you to buy a secondhand bike through your employer, reducing the tax burden. Completely refurbished bikes bought from XO Bikes already cost about half their original price and this recentlylaunched scheme means you can make additional savings of 30% to 50%.

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CYCLING HAVEN

Villa

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Discover the perfect base for your cycling adventure at Villa Falco, located in picturesque Puerto Pollensa, Mallorca.

This luxurious villa features six spacious bedrooms, accommodating up to twelve guests, and six well-appointed bathrooms.

Designed with cyclists in mind, Villa Falco offers secure bike storage, a maintenance area, and a fully-equipped gym. Enjoy easy access to Mallorca’s top cycling routes. After your ride, relax in the open-plan living areas, private pool, and alfresco dining spaces.

For inquiries or to book your stay, call 07860 503213.

IT PAYS TO USE LEGAL EXPERTS

OSBORNES LAW recently represented an LCC member who was injured following a collision with a truck. He’d had the right of way on a quiet road when a lorry turned right across his path and hit him. Witnesses called an ambulance and the cyclist was taken to hospital for treatment and assessment.

He’d sustained injuries to his back, a fracture to his ankle and bruising, which meant wearing a cast for over a month and a course of physiotherapy to assist his recovery. On top of this he suffered from anxiety because of the collision and struggled to return to cycling.

The cyclist instructed Megan Lambert from Osbornes Law, and she quickly obtained an early admission of liability from the truck driver’s insurer. She also commissioned a medical report from an orthopaedic consultant, which concluded that the

With decades of expertise, Osbornes Law makes cyclists’ claims their priority

was expected to recover from his injuries within one year, but further physio and osteopathy was recommended.

Although admitting liability, the driver’s insurers made a very low offer of settlement and did not consider the care required by the cyclist’s wife during his recovery period. Lambert advised her client not to accept the offer and instead take the case to trial, which they did.

The judge awarded the cyclist damages of over £11,000, which was double the offer made by the insurers. This settlement allowed the cyclist to access the necessary physiotherapy and medical assistance he needed.

Lambert said: “I’m so glad to have ensured my client received the settlement he deserved after such a traumatic incident. The driver’s negligence not only caused physical injuries, but also impacted my client’s lifestyle. Cycling was his main activity during retirement, but he is having a hard time getting back to doing what he has always loved. The compensation will support my client’s recovery and hopefully help him regain his confidence in cycling.”

WHAT TO DO AT THE SCENE OF A COLLISION

MEET THE BIKE SHOPS

Rightly acknowledged as vital cogs in their local communities, our independent bike shops should be the first place you head whether you want advice on what to buy or workshop fixes

IN THE LAST edition of London Cyclist magazine, we ran the lastest, updated version of our Bike Shop Listing — a comprehensive guide to all the independent bike shops, workshops and servicing outlets across the capital. And it’s heartening to see that there’s significantly more entries on that list than in previous years.

Some people might use their local shop for seasonal or annual services, others trust them for honest advice about bike fitting and which bike is right for their intended use, regulars might pop in to replace worn parts or grab accessories ahead of their next trip — no two customers are the same, which means staff are used to serving a variety of needs, across the widest range of ages and abilities. A reliable local bike shop is as important to communities as pubs, cafes and convenience stores, so support them when you can.

With loyal customers from Peckham, Dulwich, Brockley and beyond, Rat Race Cycles is a small but busy workshop in SE15, with a diverse, friendly team known for its expertise and welcoming approach.

As well as commuters and family riders, the team also keeps many of London’s fastest racers running smoothly, and their hand-built Owen Wheels are well known for both durability and speed.

Don’t miss the bike servicing either, from just £50! LCC members get 10% off parts, plus mention ‘LCC Summer’ for an extra 5% off. n 118 Evelina Road, Nunhead, SE15 3HL.

Oma Bikes is a community-focused shop specialising in refurbished bicycles and promoting active travel. It offers free bicycle maintenance training and organises cycling events, in addition to retail and servicing of bicycles.

Aiming to involve as many as possible in cycling, it offers refurbished bikes for children to adults. Oma Bikes is also at the forefront of trying to make cargobikes more accessible to those with less space, so as well as versatile and adaptable longtails, the shop now offers innovative collapsible and foldable front-loaders, plus new folding and compact cargobikes from the likes of Carlos, Muli, and Avnson. n 325 Fulham Palace Road, Fulham, SW6 6TJ. n omabikes.co.uk

Wallington Cycles is a friendly, family-run bike shop that’s been a part of the community since 1995. Easily found on Stafford Road, and with ample car and cycle parking, it’s the go-to spot for riders of all levels, whether you’re after a high performance road bike, a quality mountain bike, or something for the kids. You’ll find top brands like Giant, Liv and Merida, along with all the accessories you could need.

What really sets this indepenedent store apart is its personal touch — whether you need expert advice, a quick tune-up, or a full workshop service, the in-house team of experienced cyclists is always happy to help.

n 3 Stafford Road, Wallington, SM6 9AQ.

“A true cycling clubhouse celebrates cycling culture, champions the diversity of its community, and feels like home to riders of all levels. We’re proud to say we’re building that here,” says MD Cariern Clement-Pascall. Bikesoup is a unique breed of bike shop where Lycra meets casual wear, and nobody raises an eyebrow.

The Westfield location isn’t your typical mid-ride stop, but with 5,550sqft, the space allows them to get creative and serve the cycling community differently. That’s meant group workshops, club meet-ups, brand events, DJ nights, monthly quizzes, and live screenings — all fuelled by the café-bar.

n Westfield Shopping Centre, Ariel Way, W12 7FU.

n www.bikesoup.co.uk

A&S Cycles is an award-winning, independent bicycle shop that has served the Hackney and wider community for more than 40 years. Renowned for its outstanding service, tailored advice and expert repairs, this family-run business has built a loyal following and is considered by many as a trusted local cycling hub. A&S Cycles has continued the passion, dedication, legacy and ethos of the late Suleman ‘Solly’ Vesamia, priding itself in offering a relaxed, unintimidating environment for all cyclists, particularly novices or female cyclists.

A&S Cycles also champions a number of community-led projects, and supports and promotes women in cycling.

n 69

E5 0NP.

Ride Guide

“Osbornes Law took on my case after I was hit by van on my cycle to work. I learnt about them as a member of the London Cycling Campaign. I would recommend Osbornes Law to anyone who is unsure how to proceed following a traumatic cycling accident.”

Felicia D

THE DOWNS A DAY ON

WE'RE OFTEN asked what the attraction is with gravel riding. And our simple answer is that it allows you to visit new places and discover lesser-ridden tracks or, like here, enjoy the thought of following the same ancient ways as ancestors from hundreds of years ago.

One of our favorite ride formats is a simple day out: a steady pedal of about 40 miles in the sunshine, exploring somewhere unfamiliar, with time for a pub lunch in a quiet village away from the crowds and hubbub of modern life — and this loop does exactly that.

Bizarrely, the closer to the centre of London you live, the easier it is to get out of it. Take Reading, which can be reached in under 30 minutes from Paddington, with a train every five minutes. This opens up the whole of southeast England to London’s cyclists for all manner of gravel adventures.

Enjoy a beautiful loop around the Berkshire Downs, with Charlie Codrington as your gravel-riding guide

FACTFILE

DISTANCE: 70km (44 miles)

ASCENT: 700m

SUITABLE FOR: gravel bikes, mtbs, e-bikes.

START POINT: Reading mainline station, with trains every five minutes to/from London Paddington.

You can download free route maps for all the rides featured in London Cyclist. Simply scan the QR code here to access the relevant page on your smartphone or tablet.

Ride Guide A DAY ON THE DOWNS

START/FINISH: This ride is made up of four very distinct sections: from the broad Thames Valley, up onto scenic chalk downs, followed by mature woodlands and a final leg canalside.

Head out of Reading station and go north and within minutes you’re alongside the Thames at Caversham. The lane is lined with large, fancy houses which peter out after a mile or so, and the lane gradually becomes rougher and more gravelly. Watch out for the grand Mapledurham House.

in the hedges, the caw of the rooks and crows, and look out for red kites sweeping across the sky.

3 HAMPSTEAD NORREYS

The path between Whitchurch and Goring should bring a grin to your face — it's a rollercoaster of a route on decent gravel paths, quiet on a weekday when we visited, but likely busy on a summer weekend.

2 GORING-ON-THAMES

It’s worth grabbing a coffee in Goring, and taking it to the riverside to watch the water swirl over the weir. Stock up with fluids here, as the next section is bereft of villages as you join the Ridgeway. This ancient way, originally running from the Dorset coast to the Wash in Norfolk, follows the high ground giving travellers commanding views. It’s been used for thousands of years, from Bronze Age folk through the Iron Age, to the Roman legions and Saxon and Viking armies marching along it, to medieval farmers who drove their herds and flocks along here. Thankfully no-one thought to Tarmac it, so it's now a peaceful byway, part of the popular King Alfred’s Way bikepacking/ backpacking route.

The contrast of these chalk hills is wonderful, long open stretches of rolling gravel tracks with virtually no gates, wide open skies, and broad sweeping vistas. It’s always worth

This is pretty much halfway around. The White Hart (in the village, but just off the route) is a good place for a spot of lunch, or there's a community shop offering tea, cake and support. Now for the third quarter, as we swap the open skies of the downs for woodlands. But first, there’s the obligatory few miles on an old converted railway line to shake the legs down after your break. Who doesn’t appreciate a bit of easy riding straight after lunch?

4 HERMITAGE

Cross the M4 and soon hit the woods. The area from Hermitage to the Kennet & Avon Canal at Aldermaston is a glorious romp through mature woodland on a series of byways — some wide and smooth, others flowing singletrack. In winter (when we rode it) a few sections were a bit boggier than we'd like, but we know from experience how nice it is in the warmer months.

Unlike some parts of England where footpaths dominate, here, like the South Downs, it's bridleway territory, a bonanza for offroad cyclists. These woods are crisscrossed by an incredible labyrinth of byways, generally the rarest right of way.

For hassle-free navigation, let Beeline show you the way. Plan quiet routes, follow them with ease, and record all the fun — Beeline is a cycling device that will change how you ride your city.

the character of the ride changes again as you swap the singletrack for NCR 4, running on the towpath of the Kennet & Avon Canal.

This part of the canal, or more accurately ‘navigation,’ is one of the older canals in the country, conceived back in Elizabethan times, finally dug and opened as far as Newbury in 1723. It was later extended to Bath to join the River Avon, justifying its name linking London with Bristol. Once as commercially important as the M4 motorway, the now tranquil thoroughfare makes for a peaceful bike touring route to the West Country via numerous small market towns.

5 KENNET & AVON

CANAL

There’s one more hill before the easy

It’s well-used and signposted, with 11 miles of flat riding, past locks and weirs, and before long you're popping up in the middle of Reading, only a stone’s throw away from the station. This is a fantastic day out in the saddle, suitable for those with some basic off-road riding experience. The tracks, on the whole, are wellmade and maintained with very few gates, giving you long stretches of unbroken cycling

n If you like the sound of this route, author Charlie will be leading a group round on 27 July. For further info, check

HOW TO... FIX A PUNCTURE

Fixing a puncture is a skill that all cyclists should learn, but one that can seem intimidating to new cyclists, or too much of a faff for others. Shops charge up to £20 to do this simple task (including a new inner tube), but once you know how it’s really only a 10-minute job. If you’re on a ride it’s often more practical to swap in a new inner tube, but keep the punctured tube to fix at home later!

1. REMOVE TYRE & REMOVE SHARPS

While it’s possible to fix some flats without removing the wheel from the bike, we feel it’s much easier and quicker to do so. Remove the wheel and then the tyre; you may need to use tyre levers if the tyre’s tight. Once off, check inside the tyre for thorns, glass, nails or whatever sharps might have caused the flat. Carefully remove them.

A standard puncture repair kit should contain rubber patches, rubber solution (glue) and sandpaper. If yours

2. LOCATE PUNCTURE

Usually once you’ve found the nail, thorn or other sharp in the tyre it’s easy to find the puncture hole. If not, inflate

with your hand. You can also submerge the inner tube in water and look for bubbles. To ensure it’s easy to find

a DIY shop will do. Use the sandpaper to lightly rub around the punctured area to provide a keyed surface (the

coat of the rubber solution to the sanded area and leave it for 30-60 seconds.

need the solution to go tacky and you don’t want to apply the patch until the solution is

5. STICK ON PUNCTURE PATCH

While you’re waiting, remove the silver foil or backing from the patch; avoid touching the underside as you don’t want to get dirt on it. Now apply the patch to the inner

tube. Press it down evenly and ensure that it’s all seated properly otherwise it won’t seal the tube and you’ll have to start all over again. Hold the patch there for a minute.

6. CHECK TUBE & REFIT TYRE s

Once the patch has sealed the tube, you can inflate it to check that it holds air. If it doesn’t then you’ll likely

which avoids step 4. Pop one side of the tyre onto the rim first, then add the inner tube (lightly inflated), before

7. FIT A NEW TUBE INSTEAD

When it’s wet, cold or dark, or you’re riding an event, it’s often not practical to fix a flat on the spot. That’s when it’s easiest to swap in a new inner tube and sort the

puncture properly at home later. Ensure your inner tube matches your tyre size/width and be careful to ensure the valve is both straight and not over-tightened.

8. REFIT TYRE & INFLATE TO PRESSURE

Ensure that the inner tube is properly seated within the tyre and not pinched at any point, and the tyre likewise seated

use as a guide). Then inflate to recommended pressure, shown on tyre sidewalls. Many punctures are due to

NEW E-BIKES HOT TECH

Does compact have to mean compromise when you’re choosing a new cargobike?

THE REMIDEMI is the more compact sibling to Benno’s Boost which we tested back in 2021, and while it shares a lot of the same styling, this one’s aimed at those with less cycle storage space, or parents who only need to transport one young child rather than two. So the wheelbase is a bit shorter, reducing overall length, and the wheels are smaller (20in) — but it will still fit a huge range of riders, from 155-185cm tall.

The rear rack is a structural part of the frame, not an add-on, and Benno makes a huge variety of extras (at extra cost) — seats, boxes, crates, food delivery containers, even mounts for a paddleboard — so you

needs. A kickstand’s included and, in tandem with the step-through frame, it’s easy to get on and off.

The riding position is very upright and the saddle’s extra wide, both of which took us a short while to adjust to, though it wasn’t long before we could appreciate the super comfy and fun ride. Comfort and grip is aided by the chunky 3.6in-wide tyres (mudguards included), which make mincemeat of road lumps and bumps, and glide across gravelly towpaths. Like all cargobikes, however, the hefty bike weight does make it trickier to bump up kerbs.

We’re very familiar with the Bosch Performance motor and

bar-mounted controller will suit most people; it shows which mode you’re in (selected by simple up and down keys), how much battery is left, and operates the integrated lights. The lowest ‘eco’ mode really offers little power boost, so we spent most of our time in the two middle settings, Sprint and Tour+ mode, which generally delivered a decent combination of power and range. Canny use of this pair meant we could get the best part of a week’s commuting done before recharging. The highest Turbo mode depletes the battery quickly, so we only chose it when carrying heavy loads and on Ally Pally-steep inclines.

Because it’s only as long as a

the RemiDemi on Sheffield stands and in office bike stores with relative ease. But it’s worth noting that the tyres are too wide for the tracks on some double-decker stands found at stations or workplaces. A D-lock and cable through the frame, plus removing the (lockable) Powerpack, became our default security choice. Benno describes its range as

FACTFILE

n One size fits all, covering a range of riders from 155-185cm (5ft1in to 6ft1in).

n Full Shimano drivetrain (9-speed) and hydraulic disc brakes.

n Compatible with Thule’s Yepp kid seats.

n Integrated

‘etility bikes’and, yes, they can clearly do most practical things an individual or young family might require, not least reducing the reliance on cars (see our feature on school runs, page 30). And, while the RemiDemi can only ferry one child around, its portage potential is pretty much a match for bigger longtails and box bikes.

VERDICT

+ Bombproof aluminium frame, available in three colours.

+ Predictable, reliable Bosch Performance motor.

+ Ideal where storage space is tight and for daily use.

BIKE TECH & BOOKS

Mixing news and reviews on the latest cycle-related products, including innovative tech, must-have accessories and recommended reads

BEELINE VELO 2

No-one wants to be constantly stopping and starting on their rides, or fumbling in pockets to check a navigation tool on their smartphone. Which is where the Velo 2 comes in. A compact unit attaches to your handlebars or stem, while a dedicated app allows you to create routes, and you simply pair the two. Click your location and destination on the Beeline app's mapping, and you quickly get turn-by-turn directions displayed on the computer. You can share GPX files too. Plus other metrics are tracked, including speed, distance, time remaining and ETA. n £99.99; beeline.co

SHOTGUN COMBO

Around town a bucket seat mounted to a rear rack makes a lot of sense for carrying a young child. But if you're thinking of a family trip to Epping Forest, the North Downs, or trail centres like Bedgebury or Thetford, then we've not found a better solution than a Shotgun. The kid's seat has an ultra-secure bracket that fits to a frame in minutes, mini stirrups stop little legs flailing around, plus there's an option to add cute kid handlebars too. Weight distribution works better and, best of

LOST SUMMERS AND HALF-FORGOTTEN AFTERNOONS

In relative terms, mountain biking is still a new kid on the block, only joining the cycling firmament in the 1980s. But it quickly became the all-conquering young upstart — and back in those days Mountain Biking UK magazine was your essential reading, not least for Jo Burt's cult comic strip, Mint Sauce. Beautifully detailed, often wistful and regularly surreal, the cartoons followed the antics of mtb'ing sheep Mint as he rode across the South Downs and beyond, ruminating on life, love, weather and more. Here you'll find classic strips from 1987-2023 collated in one place — and it's just wonderful. n £35; isolapress.com

QUADLOCK BIKE KIT

For those who prefer to use their smartphone for navigation and have it mounted on the bike for easy reference, there's all manner of universal clamps, stick-on patches, even rubberised 'webs' designed to hold your expensive device. But QuadLock has taken a different path, developing specific cases for all Apple, Samsung, Google and Huawei models. Each case marries to one of the five different types of bike mount, depending on where you want the phone to sit (eg handlebar or 'out front'). You just push, twist and your phone's held securely. It also makes it

FREE GIFT FOR YOU AND A FRIEND

Introduce a friend to LCC membership; they’ll support our work campaigning for safer cycling in London and you’ll both receive your choices of CatEye lights, an ABUS lock or Lezyne pump.

NEW-MEMBER BENEFITS

• Third-party insurance cover

• Discounted cycle insurance

• Free cycling legal advice

• Discounts with 100+ bike shops and top cycling retailers

• Subscription to London Cyclist magazine

• Free gift for you and a friend

HOW TO CLAIM

Pinarello Dogma XC

To match the ambition and demands of the world’s fastest riders, Pinarello had to start from scratch, explains John Kitchiner. But, boy, was it worth it!

IT’S ALMOST A year now since Britain’s greatest ever multi-discipline cyclist, Tom Pidcock, took his second consecutive Olympic gold medal at Elancourt Hill near Paris. After an early puncture, and a ridiculously slow wheel change which left him 40 seconds behind the leaders, the Yorkshireman edged his way up through the field, before making his winning move a stone’s throw from the finish arch; his quick-thinking line choice and acceleration saw him squeeze out France’s Victor Koretzky to create one of the most memorable highlights in Games history.

The manner of this victory stood in stark contrast to his previous win at Toyko 2020 (actually held in 2021) when he rode away from the pack in dominant fashion. Something else changed significantly between those podium-topping rides too: the bike.

In Japan, Pidcock piloted an unbranded BMC Fourstroke cross-country (XC) bike — it had all the decals removed as his team at the time, Ineos Grenadiers, was sponsored by Pinarello

Working with both Pidcock and his teammate Pauline FerrandPrévot (who also happens to be France’s greatest ever multidiscipline rider), Pinarello developed a unique full-suspension frame that offered an asymmetrical rear triangle (for improved energy transfer and traction) and adjustable travel (meaning it can be tweaked for different courses).

As stiffness is critical on any elite XC bike — especially when standing on the pedals and hammering up a climb — the Dogma was designed with a reinforced, triangulated bottom bracket, an oversized pivot axle and what’s known as ‘flex stays’; the latter also improves rider feel, as well as shaving a little off the overall weight. In short, they built a super-rigid rocketship. Paired with SR Suntour’s electronic suspension system, a onepiece handlebar/stem combo, Shimano’s flagship XTR groupset and carbon wheelset, speed was in its DNA from the off. If you want one of your own, such a package will set you back £12k.

Now with a new team and focussed more on the higherprofile road races, mountain biking has temporarily fallen down