Cycling has long been hailed as the ultimate eco-friendly and health-conscious mode of transportation. https://discerningcyclist.com/author/admin/ Cycling has long been hailed as the ultimate eco-friendly and health-conscious mode of transportation. Yet, despite the growing emphasis on sustainability and urban mobility, bicycle production in the European Union has seen a significant drop. In 2023, EU member states produced 9.7 million bicycles—a sharp 24% decrease from the 12.7 million produced in 2022. What’s causing this surprising downturn, and does it signal the end of the cycling revolution? The Numbers Behind the Decline According to Eurostat’s latest data, bicycle production declined in 14 of the 17 EU countries that reported figures for 2023. Notably, some of the largest producers experienced the steepest declines: Romania : A drop of 1 million units, bringing total production down to 1.5 million. Italy : A reduction of 0.7 million bicycles, leaving production at 1.2 million. Portugal : A decrease of nearly 0.4 million, though it still led the EU with 1.8 million units produced. Poland : Produced 0.8 million bicycles, but it also saw a decline. This downward trend comes at a time when many European cities are actively promoting cycling as a means to reduce urban congestion and carbon emissions. So, why is production faltering? Possible Causes of the Decline The decline in bicycle production can be attributed to a variety of economic, social, and market-driven factors: Economic Uncertainty The lingering effects of the COVID-19 pandemic, rising inflation, and broader economic instability have led to reduced consumer spending. People may be prioritizing essential goods over discretionary purchases like bicycles. Supply Chain Disruptions Global supply chain issues, including shortages of raw materials and components like aluminum and electronic parts for e-bikes, have likely hampered production capabilities. Shift to E-Bikes While traditional bicycle production is declining, the demand for e-bikes continues to grow. E-bikes are typically more expensive and complex to manufacture, requiring specialized parts that may not be readily available, contributing to overall lower production numbers. Second-Hand Market Growth A thriving second-hand market for bicycles has emerged in recent years. Many people are opting to refurbish or buy used bikes rather than purchase new ones, reducing demand for new models. Environmental Regulations Stricter EU environmental regulations for manufacturing processes could be impacting the speed and cost-efficiency of production, especially in countries with older production facilities. Is the Cycling Revolution Over? The decline in production might seem like a step backward for the cycling movement, but it’s essential to view this trend in a broader context. Urban cycling continues to thrive in many European cities, with increased investments in infrastructure and growing popularity of bike-sharing services. The drop in production could represent a market adjustment rather than a collapse of the cycling revolution. Some experts argue that shifting consumer habits, such as a preference for shared mobility or e-bikes, reflect an evolution of the cycling culture rather than its demise. While traditional bicycle production may have decreased, innovations like e-bikes and cycling-friendly urban planning are helping the movement adapt to modern needs. What Could Reverse the Trend? For the EU to regain its footing as a leader in bicycle production, several strategies could help: Boosting E-Bike Production Manufacturers should pivot toward e-bike production to meet rising demand. Governments can support this by offering subsidies and incentives for e-bike purchases and production. Investment in Green Manufacturing Upgrading manufacturing facilities to meet environmental standards while improving efficiency could help lower production costs and increase output. Stimulating Local Demand National governments and local authorities could launch campaigns to encourage bike ownership, including tax breaks or subsidies for traditional bicycles. Supply Chain Resilience Diversifying supply chains and investing in local production of components could reduce reliance on imports and prevent future disruptions. SEE MORE CITY TRANSFORMATIONS A Hopeful Outlook for Urban Cyclists While the production decline is concerning, it is by no means the end of the cycling revolution. Urban cycling remains a cornerstone of sustainable transportation, and the challenges facing the industry present opportunities for innovation. Investments in e-bikes, better infrastructure, and green manufacturing could pave the way for a stronger, more resilient bicycle industry in the EU. The cycling movement is far from over. It’s evolving. With continued support from governments, industry leaders, and cycling advocates, the future of urban mobility remains bright. After all, as cities grow denser and the fight against climate change intensifies, bicycles will remain a vital part of the solution. London daily cycle journeys rocket 26% on 2019 Thursday, 12 December 2024 https://cyclingindustry.news/author/jonathon_harker/ Transport for London has shared some hugely encouraging statistics, noting that daily cycle journeys have increased 5% since 2023, and a notable longer term rise of 26% since 2019. Perhaps subverting expectations and gloomy headlines about the perils for cities during the work from home boom, London has seen an increase in commuters (and others) on the capital’s streets and opting for pedal power over pre-Covid times. The numbers form a strong brace of longer term statistics for cycling together with the finding that cycling traffic is up almost 10% in England over the past decade. While the industry grapples with significant current challenges, the broader trend appears clear – there are more cyclists in England, indicating that the market is expanding (or at the very least people are cycling more often, which almost equates to the same thing, arguably). Inevitably, there’s also an argument for the low cost of cycling vs other modes of transport during a cost of living crisis. 1.33 million cycle journeys in London per day The new TfL data shows that the number of daily cycle journeys increased in 2024 to an estimated 1.33 million journeys per day. The growth was strongest in central London, with an 11.6% increase between 2023 and 2024. Inner London saw a 4.2% increase and outer London saw a 3.8% increase. Working with London boroughs, TfL has increased the length of the strategic cycle network from 90km in 2016 to over 400km in September 2024, meaning that 27.4% of Londoners live within 400 metres of the cycle network. In 2023/24 alone, TfL launched 20 new Cycleways routes, connecting more than 600,000 Londoners to the network. TfL’s continued work with the boroughs in expanding the Cycleway network is working towards the Mayor’s target of 40% of Londoners living within 400m of a Cycleway by 2030. Cycleways across London that helped reach the 400km milestone include Cycleway 23 in Hackney, C9 in Hounslow, C25 in Waltham Forest and C6 in Camden, with each protected cycleway providing a safer route for people choosing to cycle. Delivering high-quality new Cycleways will support Londoners of all backgrounds and abilities to cycle safely, encouraging greater diversity in cycling, said TfL. It is continuing work to expand the network, with construction starting in January on C34 (Wood Lane to Shepherds Bush). The route will include protected cycle lanes, new pedestrian crossings and new bus lanes. Next year will see the completion of several major borough-led Cycleways, including Rotherhithe to Peckham, Enfield to Broxbourne and Deptford Church Street. London’s Walking and Cycling Commissioner, Will Norman, said: “It is tremendous that the number of Londoners cycling in the capital continues to grow year-on-year. We are extremely proud of our work to expand the protected cycleway network. This data shows that if you build the right infrastructure, people will use it. We will now look to build on this progress, working closely with boroughs to increase the cycle network even further. Enabling more people to make their journeys by walking, cycling and using public transport is key to building a safer and greener London for everyone.” Alex Williams, TfL’s Chief Customer and Strategy Officer, said: “Walking and cycling is key to making London a sustainable city, so it’s very encouraging to see this new data, which shows that there continues to be a significant number of journeys cycled or on foot. We have made great strides expanding the cycle network throughout London from 90km to over 400km and are continuously working to increase this number. We’re determined to ensure that the way people travel in London is not only healthy and sustainable but also affordable, which is why we are working closely with boroughs to transform our roads and invest in our transport network, enabling even more people to make their journeys by walking, cycling and using public transport.” Oli Ivens, London Director at Sustrans, said: “This new report showing more Londoners are choosing to cycle as part of their everyday journeys is great news from both a health and environmental perspective. Incorporating activity into daily life has huge benefits for businesses too thanks to better physical and mental health, so it’s encouraging to see more people cycling. At Sustrans we’re hugely proud of our work supporting TfL and London boroughs in the roll-out of new cycleways. We continue to design, build and activate new schemes and see huge opportunity for increased cycling in outer-London areas, and an acceleration of the integration of active travel with public transport.”  Mariam Draaijer, Chief Executive of JoyRiders, said: “It’s great to see that overall cycling numbers in London are going up and that it is increasingly seen as a viable alternative form of transport. Cycling can often be faster and more reliable than other forms of transport. It’s important though to point out that there still needs to be more work done especially in London’s outer boroughs and we urgently need to work on closing the gender gap in cycling.” Tom Fyans, Chief Executive Officer at London Cycling Campaign, said: ”London really has embraced cycling. Thanks to sustained investment by TfL, cycling now makes up a third of all tube journeys – it’s a mainstream, mass mode of transport that is healthy, safe, and both climate and congestion busting. TfL’s latest report underlines the urgency of the next steps needed – delivering high-quality safe cycle routes throughout outer as well as inner London, into every borough. That’s what will help London become the clean, green, healthy city the Mayor has committed to.” As noted in some of the above quotes, there’s plenty of room for improvement on those current daily cycle journey statistics and the infrastructure that makes it all possible. Share and hire bikes will have played their part in the rise, and there are some difficulties there too – like those created by some dockless hire bike users – that appear on the cusp of being resolved.

1. Brompton Bicycle: The Icon of Urban Cycling Brompton isn’t just a brand; it’s a revolution on wheels. Born in a London flat in 1975, Brompton began with a clear mission: to transform urban commuting. And boy, did they deliver. Every Brompton bike folds down fast into a brilliantly compact package, making it the go-to choice for city dwellers navigating crowded train platforms and tiny apartments. Innovation at its Core What sets Brompton apart is their relentless pursuit of perfection. Their bikes aren't just made; they're engineered to ensure that every ride is smoother, every fold is quicker, and every bike lasts longer. The introduction of electric models has only broadened their appeal, proving that innovation is still at the heart of their design. A Community of Riders But Brompton's impact goes beyond the bikes themselves. The brand has cultivated a vibrant community of riders worldwide. From the bustling streets of Tokyo to the hills of San Francisco, you’ll find Brompton owners racing, touring, and commuting. Annual events like the Brompton World Championship not only showcase the bike’s prowess but also bring enthusiasts together in a celebration of folding bike culture. Sustainability and the City In a world where urban mobility is increasingly about eco-friendly choices, Brompton stands out by offering a sustainable, healthy way to navigate the city. Their commitment to local manufacturing not only supports the UK economy but also keeps their carbon footprint lower than many competitors. 2. Pashley Cycles: Embracing Tradition with Modern Flair As England's oldest bicycle manufacturer, Pashley Cycles holds a special place in the hearts of British cyclists. Founded in 1926, Pashley prides itself on producing hand-built bikes that blend timeless design with modern functionality. Classic Designs, Contemporary Needs Pashley's range includes everything from classic city bikes and cargo bikes to stylish cruisers, each crafted with attention to detail and a nod to heritage. But it’s not just about looks; these bikes are built to meet today’s cycling demands, combining comfort with utility. Supporting British Craftsmanship Each Pashley bicycle is a testament to British craftsmanship, made using traditional techniques and locally sourced materials wherever possible. This commitment to quality ensures that every Pashley bike isn’t just a means of transport; it’s a piece of art. 3. Condor Cycles: Crafting Performance and Precision Founded in 1948, Condor Cycles stands out for its commitment to producing tailor-made road and track bicycles right in the heart of London. Known for their bespoke service, every Condor bike is fitted and built based on individual rider needs, ensuring top performance whether on city streets or racing circuits. Customization at Its Best Condor's unique selling point is their customization process. Customers can select from various frames, components, and finishes to create a bicycle that not only fits perfectly but also reflects their personal style and riding preferences. A Legacy of Innovation Over the decades, Condor has maintained a pioneering spirit, constantly evolving their designs to incorporate new technologies while preserving the handcrafted quality that defines them. Their bikes have been ridden by champions in world-class competitions, proving that Condor’s dedication to quality translates into real-world success. 4. Whyte Bikes: Pioneering British Innovation Whyte Bikes, launched in the late 1990s, began with a clear focus: to improve the riding experience in British conditions. They pioneered geometry that enhances stability and handling on wet and wild UK trails, setting new standards in mountain bike design. Leading in Off-Road Technology Whyte is renowned for their innovative approach to mountain bike geometry, particularly their longer wheelbase and wider bar design that provide improved control and comfort. This design philosophy has helped them stand out as leaders in off-road biking technology. Committed to Trail Enthusiasts Whyte doesn’t just sell bikes; they foster a community of trail enthusiasts, regularly engaging in trail conservation efforts and promoting sustainable practices within the biking community. Their commitment extends beyond sales to ensure that riders have safe, enjoyable, and environmentally friendly places to ride. 5. Ribble Cycles: From Local Shop to Global Icon Ribble Cycles began its journey in 1897 in Preston, England, growing from a small local shop to a globally recognized brand. They are celebrated for delivering high-quality, cost-effective bicycles, catering to both professional athletes and recreational riders. Custom Built for Everyone Ribble stands out for their direct-to-customer model, which allows them to offer high customization at competitive prices. Using their online BikeBuilder and Advanced Bike Builder platforms, customers can specify everything from frame material to gearing and aesthetics. A Culture of Cycling Ribble actively promotes a cycling culture with a strong focus on accessibility and community engagement. They host events and rides, offer extensive customer support, and maintain an active presence in cycling communities online and offline. 25 British Bicycle Manufacturers Bickerton Portables (Kent): Specialists in portable and folding bikes for the urban commuter. Bird Cycleworks (Hampshire): Designers of rugged mountain bikes tailored for trail enthusiasts. Brompton (London): Iconic creators of the world-renowned folding bikes designed for city living. Boardman (London): Providers of high-performance road bikes for competitive and recreational cycling. Cotic (Peak District): Crafters of versatile gravel and mountain bikes built for adventure. Condor (London) Founded in 1948, stands out for its commitment to producing tailor-made road and track bicycles Dolan (Liverpool): Renowned manufacturer of track bikes with a pedigree in racing. Enigma Bikes (Sussex): Makers of bespoke gravel and road bikes, blending style with performance. Factor Bikes (Norfolk): Innovators of cutting-edge road bikes known for their engineering excellence. Field Cycles (Sheffield): Artisans of custom-built road bikes with a commitment to quality. Forme Bikes (Peak District): Developers of road bikes that balance performance with rider comfort. Genesis Bikes (Milton Keynes): Producers of gravel and road bikes, known for their reliability and innovative designs. Isen (London): Modern builders of stylish gravel and road bikes for the discerning cyclist. Mason (Brighton): Constructors of high-quality gravel and road bikes that emphasize durability and design. Moulton Bikes (Bradford-on-Avon): Pioneers of the unique folding bike, designed for optimal urban transport. Mycle (London): Innovators in the electric bike market, offering modern solutions for city commutes. Pashley Cycles (Stratford-upon-Avon): Historic manufacturers of classic city bikes with timeless appeal. Orange Bikes (Halifax): Manufacturers of premier mountain bikes, designed for extreme terrains. Orro Bikes (Ditchling): Creators of premium road bikes, focusing on performance and rider experience. Ribble Cycles (Bamber Bridge): Leaders in direct-to-customer road bikes, known for customization and value. Rourke (Stoke-on-Trent): Fabricators of custom-built road bikes with a focus on personalization and craftsmanship. Shand Cycles (Edinburgh): Builders of bespoke gravel bikes, designed for both performance and comfort. Starling Bikes (Bristol): Makers of handcrafted mountain bikes, praised for their innovative designs. Woodrup Cycles (Leeds): Traditionalists in road bike manufacturing, offering bespoke builds for discerning riders. Whyte (Hastings): Specialists in mountain bikes, designed to tackle the demanding British landscape. Velomont (Norfolk): New entrants crafting mountain bikes, focusing on durability and innovative features. British bicycle brands embody more than just manufacturing; they represent a lifestyle and a heritage that continues to inspire cyclists around the globe.

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We are now winding the clock back to the mid to late 1960s. At the time Condor Cycles were sponsoring and supplying bikes to what was to become the Condor Mackeson Team. The shop number 90 Grays Inn Rd was always busy not with customers but with riders relating as to how they had, or not, won at the weekend. One rider in particular, being Italian, would only ride a Colnago and his name was Leo Cura . He had a cafe off Pall Mall and would participate in local road races. He wasn't interested in where he finished, he just enjoyed the spectacle. In the off season we would meet up at his house in Acton and do a 2.5 hour ride. Another Italian, always very tanned, would join us. This was George Beretta who lived in Neasden and before he drove a black cab for a Living he had a small specialist importer of cycle components importer called Beretta & Penny He always wore a World Championship racing cap with the bands with 'Il campionissimo' written on it. On one of our rides he said he owned a convertible American car, a 1960 Buick Invicta that he would like to sell and I would be interested as I had just passed my driving test. I could have it for £600. He gave me a couple of photographs and from this I could see the vehicle was huge! The car was white at the time and due to its inactivity mildew was more evident than paint. I have only recently disposed of those photos as I knew that George had died and that the car must have been sold many years prior to his death. However, walking amongst the stands at the 2024 Classic Car Motor Show at the NEC with Grant, where 380 clubs were exhibiting and stretching across 6 halls I came across a 1960 Buick Invicta. I immediately said that I am sure this is George's old car even though it is in Peppermint Green and no longer white. A quick look at the number plate and I was now even more positive. Subsequently a chat with the owner confirmed that it was the very same car which he had purchased from the family in 2017. The owner is Colin Shepherd and he spent 5 years restoring it before returning it to the road in 2022. In fact all the owner's hard work has paid off as it won 'Classic American Car Magazine Car of the Year 2024. It was such a coincidence to become reacquainted with the same car I had been offered all those years ago.

Cycling UK has shared findings from a new survey, which saw 70% of respondents indicating that they wanted to see more cycle-friendly routes across the country. The survey of over 4,000 people “found that there is wide public support for cycling and better infrastructure in the UK. However, despite this support, data revealed that while the majority of the UK (92%) can ride a bike, surprisingly less than half do.” Women and cycling Looking at the survey data surrounding cycling and gender, it showed that women were almost twice as likely as men to not know how to ride a bike (11% compared to 6%), with lack of confidence also being twice that of male respondents (41% compared to 19%). A separate report published at the start of the year, titled ‘What Stops Women Cycling in London?’[1] revealed that 77% of women who cycle experienced harassment and intimidation at least once a month. Cycling UK strongly believes we need to do more to encourage women to cycle by making it safer. The charity has proposed building a greater number of well-lit, protected cycle lanes to make active travel safe, accessible and easy. It has also highlighted groups and individuals that encourage a more inclusive cycling culture in the UK, through its 100 Women in Cycling annual list. 2023 Community champions like Eilidh Murray have made incredible progress campaigning tirelessly for women’s cycle safety in her position as a trustee for the London Cycling Campaign and as the coordinator of its new Women’s Network. Road safety while cycling The survey, commissioned by Cycling UK, went on to outline how men and women equally identified road safety as the main reason they don’t cycle, (50% and 47%, respectively). The data paints a picture that despite public support for cycling, the population ultimately remain hesitant because of concerns around road safety (48%). This is further mirrored by 70% of respondents wishing to see more cycle-friendly routes, that separate them from roads where they are more likely to be injured or killed. Cycling UK highlights that countless surveys and reports have been produced over the past years, which unanimously emphasise the seismic positive impact cycling can have. In February 2024, the IPPR found that if we properly invested in active travel, we’d save the NHS £17 billion over 20 years. But going back to 2018, a survey by Cycleplan identified three-quarters of respondents noticed an improvement in their mental health after cycling. The mental and physical benefits of cycling Digging deeper into the reasons why so many of the UK support more cycle routes and better infrastructure, the public collectively recognise the benefits it has to mental and physical health. When asked, ‘Which do you think are the three most important benefits of cycling’, respondents to Cycling UK’s survey most often selected: Improves physical health (60%) Boosts fitness (50%) Enhances mental health (38%) The majority of those aged 45 and over were the most likely to recognise the benefits cycling has to physical health and fitness, with an average of 62% compared to 46% of under-45s. People in this demographic were, however, less likely to see the important impact cycling has on mental health, with an average of 36% of over-45s citing mental health as an important benefit, while the average was 41% for under-45s. Both age groups equally wanted to see more people cycling, and age did not affect respondents’ support for more cycle-friendly routes and the promotion of cycling. Sarah Mitchell, Cycling UK’s chief executive, said: “In the latter stages of the previous government, we saw the conversation around cycling become increasingly divided. “Too many politicians and commentators were attempting to co-opt cycling as part of the culture wars, by driving a wedge between people who drive and people who cycle. “With the new Culture Secretary announcing an end to the era of culture wars, we are hopeful that this kind of divisive rhetoric will be put to bed once and for all. We encourage and support debate, but we need to actively encourage this to be evidence-led and with civility at its heart. “There is a clear desire from the UK to build better cycle infrastructure and get more wheels on the road. People overwhelmingly want to get around their communities without waiting in traffic for who knows how long or having to pay to put petrol in the tank, when it would be cheaper and quicker to go by bike or foot. “Cycle lanes are cheap to build, reduce emissions, improve public health and lead to less congestion. The public recognises the benefits of cycling and is desperate to enjoy them. With political backing and funding, we can make that future a reality.” Transport infrastructure and active travel investment Earlier this year, independent research from the Institute for Public Policy Research (IPPR) called for at least 10% of total transport investment to go towards active travel. This wasn’t because people living across the UK widely support cycling, which they do, but because it benefits the economy, public health and the environment in a big way. Recognising what people want from the new government, Cycling UK is repeating calls for Labour to commit to spending 10% of the total transport budget on active travel to enable people to live happier, healthier and greener lives through cycling. Cycling UK wants to see cycling and walking prioritised by this government so we can create better joined-up transport for all communities across the UK. The charity maintains that local authorities need the security of this long-term funding to have the confidence to develop and deliver ambitious plans for active travel networks. The new Transport Secretary Louise Haigh has promised to deliver the biggest overhaul to transport in a generation, having recognised how investment in transport can help achieve Labour’s commitment to “growth, net zero, opportunity, and the safety of women and girls”. Cycling in particular has the potential to positively impact not just the transport sector but also Labour’s key missions to build an NHS fit for the future, boost economic growth, and so much more. Image credit: Cycling UK

The Grand Départ Classic is your chance to follow in the tyre tracks of the Tour de France pros . This three-day event (one-day riding) offers a unique opportunity to cycle on the same roads the pros will tackle in Lille, just one week later. Currently, every year, 12,000 men still die from prostate cancer. But by funding research into safer and more accurate diagnostic tests, you can help pave the way to a screening programme, where every man at risk will get an invite to regular tests that can spot cancer early enough for a cure. Register your interest to hear more Experience a once-in-a-lifetime cycling adventure Imagine setting off from the European Metropolis Lille, pedalling past breathtaking landscapes, through the idyllic rural towns of Lens and Bethune, and out into historic Flanders. You’ll feel the wind rush past you on the final wide, perfectly flat kilometre towards the city centre. Feel like a champion as you cross that finish line, knowing you’re helping save lives. The Grand Départ Classic offers a truly unforgettable experience. When: Friday 27 - Sunday 29 June 2025 Where: Lille, France 🚲 Route: Experience the thrill of cycling Stage 1 of the Tour de France 2025. Take on the 185km Lille loop, known for its scenic route and flat terrain. Find out more information about the route on Tour de France’s official webpage , where you can check out the 2025 route map and route profile. Sign Up Today More than a team When you sign up for the Grand Départ Classic, you become part of the Prostate Cancer UK cycling community, forging friendships that could last a lifetime. Here’s what you’ll get from us: A welcome pack stuffed with fundraising tips and information Expert training advice from professional coaches, including personalised plans. Dedicated help from our team every step of the way - contact us by email or phone whenever you have a question. The ride of a lifetime awaits The Grand Départ Classic is more than just a bike ride; it's a challenge, an adventure, and a chance to fund research into transforming diagnosis and developing the treatments men need – ensuring more men are diagnosed early enough to be cured. Register your interest today

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Take a stroll through Sir Jim Ratcliffe’s garden party. Here, on one side, the engineers of the Mercedes Formula 1 team that he co-owns are deep in conversation; over there three big All Blacks sweep the outdoor shed, the Ineos logo gleaming on their training tops. By the crystal-clear pond with its multi-coloured fish, Sir Ben Ainslie’s fingers dance on the buttons of a remote control, prompting a miniature boat to surf the artificially generated waves. In the middle of the garden, under the Renson Camargue Canopy, Sir Dave Brailsford bonds with the latest recruits to the backroom team at Manchester United. Ah, that’s Jean-Claude Blanc, chief executive of Ineos Sport, alongside him Omar Berrada, United’s chief executive, and the two across from them, Dan Ashworth, the club’s new sporting director, and Jason Wilcox, the technical director. Brailsford will speak about the future and may even pull out his iPhone and ask if he can take a photo of the group. It’s something he’s used before. In five years, he will say, you will want to look at this photo and reflect that these were the best men I ever worked with and we couldn’t have done any more. He’s good at this stuff, Brailsford; clever, charming, inspiring while seeming everyone’s best friend. Moseying from group to group in Sir Jim’s garden, the perceptive guest might notice who’s not invited. The cycling team. Ratcliffe took over Team Sky in May, 2019, turning it into Team Ineos. They launched at a gastro pub, the Fountaine Inn, in Linton, a quiet village deep in the Yorkshire Dales. Dropping from the sky, Sir Jim’s helicopter caused a stir. Beaming, Brailsford said it was a momentous day for cycling. Even Sir Jim himself was excited. “It’s the finest cycling team in the world, the finest riders in the world,” he said. At the time, this was true. Team Sky had won the Tour de France six times in the previous seven years. Only one other team had done this. Later that summer Egan Bernal won the 2019 Tour in the black and red of Ineos. It stands as the greatest victory achieved by any sporting entity backed by the petrochemical giant. For Brailsford, Bernal’s victory was a big moment. By winning seven out of eight, the team he founded had become the most successful in the history of the Tour de France. How come they are not at the garden party? Roll the calendar on five years, to March 2024 and in a plush Ineos office in Monaco, Ratcliffe speaks with the 2018 Tour champion Geraint Thomas for an episode of the bike rider’s podcast Watts Occurring. It wasn’t difficult to set up, as they both have homes in the principality and they’ve known each other since 2019. Back then they went on a bike ride together, east along the Mediterranean coast, had a coffee in Italy before returning home. So, for the hour-long podcast, they shoot the breeze like two mates. They talk about why Ratcliffe got into the ownership of sporting enterprises, his love of the bike, the day he crashed while riding with the four-times Tour de France winner Chris Froome but most of all they speak about Manchester United and football. If there was one player from United’s Treble-winning 1999 team he would like to have in today’s side, that would be Paul Scholes. And as they go gently, there is no mention of Ineos Grenadiers, the cycling team that Thomas still rides for and Ratcliffe still owns. Almost as if this team has become the mad aunt locked in the attic bedroom and never ever spoken about. One can only presume this reticence is because the performance has been underwhelming. And I mean on the desperate end of underwhelming. Since Bernal’s victory in 2019, the team has gone steadily downhill. Slow down boys or we’ll end up in Australia. From winning seven out of eight to not competing for the Yellow Jersey in the next five is some slide. So far this year, Ineos’s 30 riders have won a total of 14 races. Tadej Pogacar, leader of the UAE Emirates team, has 21 victories this season, his team has 72. Ineos have fallen so far that the best riders don’t want to go there. Speaking with his team-mate Luke Rowe on a more recent podcast, Thomas discussed the team’s travails. “I don’t think there’s one thing. There’s loads of things but they all add up,” he said. “I don’t think there’s one silver bullet that is the reason why we’ve struggled a bit but there’s numerous things. I think for now the main goal should just be, as a team, to be the best and the strongest and the most unified. We’re in it together, we’re all moving in the same direction and we’ve got these big goals and aspirations. Just get back to winning some bike races… it definitely needs a few honest conversations and looking in the mirror.” Ainslie, right, has reached the America’s Cup last four with the backing of Ineos and Ratcliffe Ainslie, right, has reached the America’s Cup last four with the backing of Ineos and Ratcliffe REUTERS/TOBY MELVILLE Brailsford created a highly successful team that relied to a dangerous extent on his presence. He left the team in December 2021 to head up Ineos’s sporting empire and even if the fall had begun before then, it accelerated after he left. When his efforts to lure Pogacar away from Team UAE failed, Brailsford knew it wasn’t going to get better. The chance to work on the rebuilding of United was one he wasn’t going to pass up. The restructuring of United is likely to lead to improvement. It’s impossible to imagine a club with its resources not getting better. There is, though, a caveat. So far, Ineos’s record in sport is at best mediocre. Apart from Bernal’s victory in the 2019 Tour, results have been deeply disappointing. Mercedes no longer dominate F1, Ineos Grenadiers are now a middle-of-the-road cycling team and the All Blacks have rarely seemed so beatable. Before Ineos announced its “performance partnership” with New Zealand rugby in late 2021, the All Blacks had played 612 Test matches with a 77.12 win percentage. With Ineos’s logo on their shorts in 32 Tests, the win rate slipped to 65.62. The company’s fortunes could change in Barcelona next month when the America’s Cup is decided. As things stand, Ainslie’s Ineos Britannia boat has reached the last four. I can easily imagine Ainslie skippering the first British boat to win the America’s Cup and will be surprised if Toto Wolff doesn’t get Mercedes back to the top of F1. And the All Blacks are not going to go on losing to Ireland and Argentina. It’s inconceivable that Manchester United will ever again finish as low as eighth in the Premier League and easy to envisage their return to the Champions League. That leaves Ineos Grenadiers, the cycling team and now the runt of the litter. I am not sure anyone at Ineos Sport cares that much.

The greatest gathering of Penny Farthing riders in London since the 1880’s! This extraordinary event will feature multiple solo and group Guinness World Records attempts, social & city rides, Victorian themed dinner & BBQ, with track racing at Herne Hill and London Olympic Velodromes. The organisers of this unique Penny Farthing Extravaganza, sponsored by Penny Farthing Homes, welcomes riders of all abilities from around the world. Register now and secure your place in the history books! Don’t miss your chance to make history in this thrilling weekend filled with Penny Farthing fun. Weekend Schedule including camping and evening events click here https://pennyfarthingworldrecords.com

Lael Wilcox has done it again. At 6:14 p.m. CST on Wednesday, September 11, Wilcox pedaled up to the Buckingham Fountain in downtown Chicago and unclipped from her bicycle. An ear-to-ear grin broke out across her face. The 37-year-old had just set a new record: the women’s Guinness World Record for the fastest circumnavigation of the globe by bicycle. Wilcox, a decorated ultra-cyclist and bikepacking racer, completed her monumental ride in 108 days, 12 hours, and 12 minutes, smashing the previous record of 124 days and 11 hours, held since 2018 by Scottish cyclist Jenny Graham. https://velo.outsideonline.com/news/lael-wilcox-guinness-world-record-with-108-day-ride-around-the-world/

he impact of community investment from ‘Places to Ride’ has been revealed by British Cycling, with more than 150 facilities receiving in excess of £15 million in funding to ensure people across the country will find it easier to get involved in all forms of cycling. Delivered in partnership between British Cycling, Sport England and the Department for Culture, Media and Sport (DCMS), Places to Ride has invested significant funds in facilities nationwide since 2019, when funding was allocated to deliver a lasting legacy from the UCI Road World Championships, staged in Yorkshire. Fresh from Olympic and Paralympic success in Paris, the legacy of elite performances is clear with these new and improved facilities providing vibrant hubs of community activity, providing traffic-free spaces where people of all ages, abilities, and backgrounds can experience the joy of cycling. Stephanie Peacock MP, Minister for Sport, Media, Civil Society & Youth, said: “Back in 2019, I watched on proudly as Yorkshire hosted the International Cycling Federation’s Road World Championships, reinforcing the UK’s strong track record as host of major international events. “Today the legacy of those Championships lives on, with more than 150 community cycling facilities benefiting across the country. “Delivered in partnership with Sport England and British Cycling, these facilities are enabling people of all ages and abilities to get involved with different forms of cycling, ensuring the sport continues to grow and more of us enjoy the benefits of physical activity.” With all investment now allocated, a new report has now been published to highlight the impact of the programme in communities nationwide. In total the programme supported: six skateparks, 49 BMX and pump tracks, 10 closed road circuits, 23 mountain bike trails, 17 learn-to-ride projects for beginners, 44 equipment and storage solutions, and seven clubhouse units. Jon Dutton, British Cycling CEO, said: “We’re really proud of what our athletes have achieved in Paris this summer, but rather than that being the final outcome, for us it’s about what now happens at home. “By working closely with clubs, local authorities, schools, and facility operators who have benefitted from the fantastic Places to Ride investment that came from hosting a major championship on these shores, we believe these facilities can become true cornerstones of their communities for many years to come. “To give everyone the chance to enjoy the benefits that cycling brings – physical and mental health, happiness, belonging, better air quality, a lower carbon footprint, and an affordable way of getting to work or school – we need continued investment in facilities and infrastructure to make this happen.” The Place to Ride programme set out to address inequalities in participation and create new opportunities for under-represented groups in cycling. As a result, 83% of projects focused on children and young people, 41% on women and girls, 35% on low socio-economic groups and 41% on participants with disabilities or long-term illnesses. Funded projects typically provide traffic-free space for riding, were developed alongside the local community and are able to host other community events or activities – maximising their societal benefit. Tim Hollingsworth, Sport England’s chief executive, concluded: “Sport England is proud to work with British Cycling to deliver more and improved community cycling facilities through Places to Ride. “Uniting the Movement, our ten-year strategy, is focused on creating opportunities for everyone to get active – regardless of background, bank balance or postcode. “This project is providing more opportunities for a diverse range of people to ride a bike. It’s connecting local communities, and it’s good for the environment too.” The full report can be viewed online here.

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True, the investment firm that owns the Cotswold Company and Zwift, the online fitness platform for cyclists and runners, has raised a new fund to take stakes in “bombed-out” listed retail and consumer companies. The fund, which has raised £25 million from founder investors, plans to target small and medium-sized retail, consumer and consumer-related technology companies, shares in which have been particularly poor performers in recent years. Matt Truman, co-founder of True, hopes the new fund can bring the benefits of the knowledge they have in the private markets to the public markets. True owns the Cotswold Company, the UK furniture and homeware retailer The fund will be a “positive activist” — working with management teams and providing access to True’s network of companies — rather than agitating for change or pressurising management teams. True intends to hold stakes in the companies for the medium to long term. Alongside its venture capital and private equity divisions, which run a handful of funds, True has an innovation and strategy division that works with start-ups to industry leaders to accelerate their growth using cutting-edge technologies. The division also works with big retail and consumer companies, including Marks & Spencer, Warner Bros Discovery and ABF, on strategy and innovation programmes linking them with fast-growing and industry-leading companies and technologies. The founding investors in the new fund include a number of UK and European retail entrepreneurs, former FTSE 100 chief executives and a number of big retail investors. The fund will open to qualified professional investors next month. The new fund is planning to take “influential, material, long-term positions” in up to a dozen companies. “Experience whilst building True has taught us that when the crowds run away it is often a time to re-examine.” Truman, a former investment banker, believes that a dwindling number of sell-side analysts and the combined sell-off of small and medium-sized companies and retail and consumer companies have led to “market dislocation”. “The current market conditions make the public equities market, particularly across consumer, retail and related technology look particularly attractive for the long term,” he said. “True’s unique position, with deep networks across the retail and consumer ecosystem from start-ups through to global enterprises, provides a differentiated perspective on the opportunities which are out there,” he added.

Photo: Judith Parry Photography With a distance of 112 (hilly) miles, this is the longest and probably the toughest National B race in the calendar. even so, it attracted seventy entries; of these only twenty one finished on the same lap as the winner. The great majority of the field had no experience of racing this distance, so it was surprising that seven brave souls saw fit to start a break on the first lap, these included: James McKay (Saint Piran) who finished 2nd, Josh Housley (Huub BCC), 3rd, David Hird, (Cycling Sheffield) 5th, Nick Tyrie (Foran CT) 10th, and Jordan Giles (Richardsons Trek DAS) 17th. For much of the race, it seemed they would stay clear to the finish, gaining an advantage of over two minutes by mid distance. However, many miles combined with a stiff (18 – 20 mph) south west wind took their toll and what was left of the peloton (which included Rowan Baker) rejoined the break near the start of the final lap. At the finish, the uphill sprint was almost a formality with the two Saint Piran men clearly stronger than the rest. Housley took third place, two and a half seconds down on the winner. Rowan Baker came into cycling at the age of nineteen from rowing, a sport in which he competed at national level; he is still only twenty-two and so also took the best young rider prize. However, he is already an experienced roadman having ridden various UCI races in Europe with his team, where distances of 200 plus kilometres (say 125 miles) are quite normal. Described by the team as a ‘rouleur – sprinter’ he seems to have great potential in road racing. Other notable finishers in the top ten were Ollie Hucks, 4th, who, in the previous three years has finished first and third in this event, and Chris MacNamara, ‘only’ eighth this year compared with recent fifth and third places, but Chris, at forty-nine years of age, is old enough to be father to most of the field. We must also note the efforts of the organiser and the High Wycombe CC – promoting road races was never easy, but it has become increasingly difficult in recent years. This was Andy Pearce’s third Victor Berlemont and he did seem a little more relaxed for this edition; let’s hope he can manage many more of these events. A point of interest he mentioned was that, with the closing date approaching, he had only sixty entries, so he tried to tempt a few more by contacting riders from previous years; he found that most of them were racing in France and Belgium. This says a lot about the state of racing in Britain. Note that the Saint Piran team has been taking part in European races and although this does not detract from the achievement of Baker and McKay, perhaps it does show what is needed for success.

July lunch Report Our speaker was Henry Nixon Marketing Director of Zwift. He started by giving us an insight into the Zwift programme. Then he went on to mention how it is transforming African Nations by allowing potential riders to produce evidence of their power and output data, which allows Nations with limited resources to show European development teams the potential of their cyclists giving them the opportunity to follow in the tyre tracks of Biniam Girmay. He spoke about Zwift sponsorship of Tour Femme and audience figures for women's racing, which were as high as the TV viewers for the Giro. This he saw as a big area of growth in cycle sport and that is why Zwift agreed to the sponsorship deal. He then took a few questions from members . Then, he closed by saying how honoured he was to speak at the Pedal Club. Cheers Keef

Jez Cox is an English Professional Commentator, MC and Speaker/Presenter for Cycling, Triathlon and Running events both live and for television. Jez is one of the most prominent voices of cycling world wide and a lead television commentator for Eurosport, Discovery Plus and Max He was the lead English commentator / announcer for the finish line at the UCI Road World Cycling Championships in Yorkshire 2019 and in Glasgow 2023 From his base in St Albans, England, he has the ability to broadcast worldwide with high speed broadband and a fully soundproofed professional home studio. He is also found broadcasting regularly from Warner Bros Discovery studios in Chiswick, London as well as being on site at event for both television and live announcing. 2024 also sees Jez as lead commentator / on-screen presenter for the Zwift Grand Prix and Zwift Games and well as lead commentator for the Xterra World Series and World Championships

When track endurance cyclist Dame Laura Kenny, neé Trott, returned from the Tokyo Olympics, held in 2021, life could not have seemed more stellar. Having just raised her tally of gold medals to five, she was the most decorated female Olympic athlete in Britain’s history, as well as the first to take golds at three consecutive games. Combine those with the seven cycling golds of her husband Sir Jason Kenny — the most of any British athlete — the couple have accumulated more Olympic medals than 100-plus countries have done in their entire history. They were (and are) sport’s Beyoncé and Jay-Z: seemingly superhuman. “The medals were starting to look quite worn. I worry about them — you don’t want them really tatty, so I framed each and every one of them, which was a task in itself,” Kenny, 32, says now. “We’ve got 12, so we joked about a gold-medal clock. Now someone’s offered to make us one — that would be a pretty cool centrepiece in our hall.” We’re sitting in a bar in Macclesfield near Kenny’s Cheshire home. My train was delayed, so we’re meeting when she should be on the school run, having drafted in her father to collect her six-year-old son Albie. “Don’t worry, Dad’s used to it,” she shrugs cheerily. With her multiple ear piercings, long — slightly tangled — blonde hair, ultra-sharp and manicured nails and outfit of baggy beige jacket and matching trousers, Kenny’s breezy, down-to-earth persona is utterly at odds with the one we’ve watched compete in alien-style garb of helmet, visor and Lycra bodysuits, primed since the age of eight to excel at nothing but turning left “round and round, day after day, lap after 250-metre lap”, pushing herself so hard she always vomited on finishing. “Normally, they pull out a bag for me to be sick in, but at Tokyo there was no one there and I threw up on Sir Brad’s [Wiggins] feet – that’s probably the most embarrassing thing I’ve ever done. He just turned away.” The public’s always warmed to that human side of Kenny — ever since she charmed us aged 20 at London 2012 by bagging her first two golds, then being snapped snogging Jason, her secret boyfriend at the time, at the beach volleyball behind David Beckham. “Prince Harry was like, ‘Ooh, you two be careful with all these photographers around.’ We were like, ‘They are not going to be interested in us.’ Next morning, we were all over the newspapers.” Yet her sunny demeanour doesn’t detract from the fact that immediately after the Tokyo Games things took a very dark turn. Kenny was desperate for a sibling for Albie, but in late 2021 had a miscarriage. Then in January 2022, she had an ectopic pregnancy that resulted in emergency surgery. “It was horrendous, really difficult,” says Kenny, who’s also won seven world championship titles. “The chances of having a miscarriage, then an ectopic, are something like 1 per cent. So I kept asking myself, ‘Why do I deserve this?’ For a long time after that I turned in within myself. I just couldn’t speak to anyone; I wasn’t the very open Laura I am normally. I didn’t know how to voice how I was feeling.” Few suspected her turmoil. Before the 2022 Commonwealth Games, Kenny “painted the picture of being the same happy Laura”, even when one night she broke down, crying hysterically on her mother. The next day she won gold in the Scratch race. “I wasn’t the best rider on that day — I was just tactically spot-on,” she says with characteristic frankness. “I thought, ‘Why can’t I have that luck in my personal life?’ My body would give me that [cycling success], but it wouldn’t give me the thing I really, really wanted, which was another baby.” Bolton-born Jason, 36, was also struggling. “Everyone forgets about the man,” Kenny continues. “I appreciate I’d had to go through a really scary operation but he was having to hold the fort at home and it was all, ‘Is Laura OK?’ Not once did anyone ask about him. Actually, a lady did once in a Q&A and he just choked up in front of an audience of 300 people. So I couldn’t share with him how bad I was feeling, because I knew he felt even worse. We both just kept it in. I was consumed by my own brain.” She never had therapy, but eventually she broke down in the kitchen with Jason, after which they began talking. “It was so hard, but after that I started to accept what had happened.” At the end of 2022 she conceived their son Monty, although this pregnancy was full of fear. “All the time you’re just waiting for bad news. I must have spent thousands on private scans just to put my mind at ease. Even giving birth wasn’t simple like it was with Albie. It was a bit of a nightmare, Monty’s heart rate disappeared for a bit. I just wanted to hear him cry and have him lie on my chest.” Monty’s now just turned one. There seemed no reason why — although Jason had retired after Tokyo — Kenny couldn’t boost the family medal haul at the Paris Games starting next week. But in March, she announced she too was leaving the sport. This doesn’t mean she’ll disappear from view — at Paris she’ll be in the BBC commentary box. “I’m not putting on my slippers yet,” she chortles. The decision to quit cycling, she says, “came really easily”, propelled by her difficulties conceiving. “With Albie, I’d got pregnant straight away [and] I was back after six months. I’d just bring in my mum if I needed help and it didn’t feel like a sacrifice. But with Monty, I was really struggling to leave him. It was like, ‘Why am I giving up this time when I’ve wanted you for two and a half years?’ That’s not taking away from how we juggled things with Albie — I loved that. It was just a totally different mindset.” Yet even with Albie, there were challenges. Getting back on the saddle was physically agonising. Everything the Kennys had previously “selfishly” avoided to preserve their superpowers — socialising (the risk of catching a cold), any weekend outings (too exhausting), even vacuuming the house — now had to be embraced because their son’s wellbeing came first. He travelled all over the world with them, even if he kept both up crying the night before big races. It was only when they went to Tokyo that Covid rules meant he had to stay behind with her parents. “I’d never left him before and it was heartbreaking. But once there, I must admit we did get a lot of sleep. I had a good time. I just wish he could have seen me compete.” Kenny thinks motherhood made her a better athlete. “I’d given up so much time with Albie, I felt Tokyo needed to be worth it. It’s not that you haven’t given 100 per cent before, but once your little one’s at home, you give 101 per cent.” It’s often said elite sportspeople die twice, the first time being when they retire. The spectre of former greats such as the aforementioned Bradley Wiggins, now bankrupt and homeless, haunts many. Yet after decades of missing “parties, proms, you name it” in order to prioritise training, Kenny’s revelling in her new life of mums’ WhatsApp groups and endless rounds of children’s parties. “Before everyone saw me as an athlete; now I’m just Albie’s mum and I’m loving every minute of it. I thought I might miss the routine and we still have the school run, but it’s so refreshing to wake up and think, ‘Oh, what should we do today?’ rather than the fixed plan that had been my life for so long. “As an athlete, you don’t really live like your mates do, even on your breaks, whereas now I can literally do what I want. When we were training, we just wouldn’t have taken Albie to a theme park because it would have meant one long day on our feet. You could never do anything too energetic. But now, at Easter, Jason was away at a camp. It was the first holiday I’d had where I said to Albie, ‘You tell me what you want to do and we’ll do it.’ I think he thinks I’m quite cool. At children’s parties I get stuck in. I’ll think, ‘Oh God, I just lifted someone’s child into a treehouse. I hope they can get down — I hope the mum’s not watching.’ ” Monty sleeps just as badly as his brother. “But now, although I might have to get up early to do an appearance, it’s not the same as having to be physically ready to race. If I’m a bit tired, I’ll have a coffee. It doesn’t really matter.” Until very recently, I’d never have had such a conversation with an elite sportswoman. Motherhood and gold medals were virtually mutually exclusive. Now that’s all changed. “Once one brave person does it you realise it’s possible. Denise Lewis [the heptathlete, now a mother of four] competed — that seems like a distant memory. Then Jessica Ennis-Hill [who was also a heptathlete and is a mother of two]. Suddenly it was like, ‘Oh, hang on! This could be a thing.’ ” • Keeping up with the Kennys: how Laura and Jason became Team GB’s greatest Olympians Now, UK Sport has compiled guidelines for mothers which all sports governing bodies must follow. “With Jason and me it was still a bit different because we were both competing. so they couldn’t say, ‘Oh, leave the baby home with Dad.’ We trialled everything and British Cycling were brilliant at helping me and shaping a template for how it could work for other people. I’m pretty sure this time there are more mums competing for Team GB than ever before — I can name two cyclists straight off the bat. Charlotte Dujardin [the dressage gold medallist] has had a baby, Bianca Williams [the sprinter]… Loads of women.” Kenny was born eight weeks prematurely with a collapsed lung. She and her older sister, Emma, also a cyclist, grew up in Cheshunt, Hertfordshire. Their father, Adrian, was an accountant, their mother, Glenda, a teaching assistant. On holiday to the US when Kenny was eight, Glenda — then eight and a half stone overweight — was mortified to be told she was too heavy to board a cable car ride. “I didn’t understand at the time but I remember Mum being upset a lot — things like she felt really large on the aeroplane. Back home, everything in the house changed: the next day we had no crisps or sweets. That definitely helped the whole family.” The weight was shed in 18 months, an example that instilled in Kenny her ruthlessness. “I’m such a determined person because I have Mum as my role model.” As part of the weight-loss campaign, the whole family started having sessions at the local velodrome. Kenny was already super-sporty — she was especially good at trampolining. “But then I started winning at cycling.” She chuckles cheekily. “I liked that feeling.” Even though she remembers being physically sick with nerves before big races, her parents “never pushed me. Some days I’d need more encouragement than others. Mum would say, ‘Well, why don’t you just start the race? If you don’t want to finish it, just pull over — it doesn’t matter.’ When I look back, everything was fun.” She’s intent on being equally relaxed with Albie, who doesn’t enjoy riding his bike to school. “The number of times I’m saying, ‘Albie, we’re nearly home,’ drives me up the wall.” Kenny declared previously her son hadn’t a competitive bone in his body. “But we’ve just had sports day and I saw a very different Albie. He won his running race and I was so pleased. He’s got his dad’s fast twitch [muscle fibres built for speed], definitely.” Was there a mums’ race? “There wasn’t! I was gutted,” Kenny cackles. Other parents don’t treat her any differently from anyone else, not least because several well-known sportspeople’s children, including Sir Chris Hoy’s, also attend Albie’s school. “Luckily, they’re in the year below us so they’ll never be in the same parents’ race. Chris would destroy us.” Albie’s played some football but Kenny was “horrified” by parents bellowing on the sidelines. “The language was horrendous! You’re never going to encourage a six-year-old to compete when every time he steps on a field, adults shout at him. Cycling is very friendly.” The tennis community’s equally supportive, at least that’s been Kenny’s impression of the local club that Albie’s joined. “But even if he’s fast — and he should be coming from Jason and me — it’s whether he’s got the will. Sport’s savage. You might take it a step forward, and then the next year they say, ‘Hang on, you’re not good enough. Go back.’ If he’s got the mentality for that — great. If not, we’ll find something else.” On International Women’s Day, she allowed Albie to take one of her medals out of its frame and into school. “I was a bit worried because I’ve seen a couple of people drop theirs and they smash just like that. I’m not sure you can get them replaced.” She laughs merrily. Kenny may be demob happy, but won’t she feel differently in Paris watching her peers from the commentary box? “I’ve spoken to Jessica Ennis-Hill and Denise Lewis. They both said be ready to feel nervous and like you wish you were racing. I hope I won’t, but I just don’t know. But being on the other side brings a different excitement. Normally, the Olympics are so stressful. You enjoy the race but you don’t really take in any of the atmosphere; cycling tends to fall at the end, so you don’t get to do any of the partying in the Olympic village. This time I feel I’ll be able to enjoy the Olympics for what it is.” Kenny beams, then pronounces — again with that unwavering champion’s determination — “I’m going to have fun.”

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Johnny Morris The Wally Green Cycles team in the 1959 Tour of Britain included Trevor Smith on the left, Johnny in the middle and Frank Ward. Did you used to race yourself, Johnny? “Of course! “In the 50’s and 60’s with the Claud Butler – with whom I rode the Tour of Britain in 1955 – Wally Green, Don Farrell and Fred Dean teams as an independent rider; semi-pro. “I rode the Tour of Belgium – one stage was 165 miles in the rain and we had no back up; we started with our pockets stuffed with food; the Belgian guys just had a few bananas – and some little foil wrappers… “The biological passport system has made a huge difference; if that wasn’t in place we’d never have won the Tour and Worlds – the doping was crazy.” So you’re a fan of Cav, Froome and Wiggo? “Incredible athletes; especially Wiggins – the Tour, pursuits, team pursuits, time trial, the hour. “He’s a nice lad too – a nut-case, but an incredible talent. “Brailsford obviously saw the potential in Froome – but power to weight is vital. “If you think about it if they handicap a race horse by one pound, it make a difference – you’re not gonna win the Tour if you look like a pork pie like some of ’em used to. Mind you, the EPO helped – a 10% percent boost when most riders would settle for a half of one percent!” How did you build your amazing list of contacts on the continent? “Originally through going abroad as National Cyclo-Cross Team Manager, you meet people beside the road, you talk to them and…” Why the affinity with Cycle-Cross? “I used to ride them – I was once London Veterans Cyclo-Cross Champion. “I got involved the British Cyclo-Cross Association and moved into taking care of the international team.” Johnny Morris Johnny’s team at the 1969 World ‘Cross Championships. Photo©Ed Hood Do you remember your first continental adventure? “It was to the GP Charlevile Mezieres ‘cross after the Nationals in Leeds in the early 70’s. “I took Keith Mernickle and actually rode myself. “As a result of that we got invites to other races and I took the likes of Phil Corley, Alan Williams and Spider Westwood over to race on the road. “I made contacts in Metz and introduced Jim Davidson, Bill Nickson and Sean Kelly to VC Metz. “Kelly won 18 races for them…” What was the first road invite? “That would be The Four Days of Sedan, we got an invite on the back of the Charleville ‘cross – I cobbled a team together and it blossomed from there. “We rode races in France, Belgium, Germany, The Netherlands – they were strong on amateur racing in those countries.” Which was your favourite area to visit? “Brittany; we used to go Lanarvily to the Circuit du Mingant with the ‘cross team; they organised the Worlds there in 1982 when Fisera won the amateurs and Liboton won the professional race. “And we rode the road there – we got an invite to the Mi Aout Bretonne, I took Phil Griffiths and Chris Wreghitt across.” And did you work full time through all that era? “Yeah, full time, selling loft conversions – I did that for 40 years.” Who was the best GB rider you worked with. “John Atkins was the best but the most talented was Jeff Morris – sadly he was out of the sport at 21, crippled with rheumatoid arthritis. “He only weighed about seven-and-a-half stones but he was a class act, the best I ever saw. “But I worked with all the best British guys of the day – John of course, Keith Mernickle, Eric Stone, Barry Davies, Chris Wreghitt… “But those boys were up against it because all the continentals were on the ‘go-go mixture.’ “What is it they used to say; ‘There are no hills, it does not rain, I feel no pain.” In your opinion who’s the best cyclo-cross rider, ever? “Roger De Vlaeminck – not the late Eric. “He was class, the classiest I’ve ever seen – he didn’t like the mud, mind but his bike handling was the best I’ve ever seen. “On a course like Koksijde, in the sand, you have to be able to handle your bike – when you go to Belgium, suddenly – it’s reality!” And who among the UK guys impressed on the road? “Bill Nickson; I felt he had more potential than Sean Kelly but Kelly was so tough. “He was the toughest man I’ve ever met – there’d be hailstones bouncing off his head and he wouldn’t even notice. “There was an amateur ‘Tour of Europe’ centred around Metz and I had a team with Sandy Gilchrist, Bill Nickson, Pete Sanders and Sean Kelly – who won a lot of the stages.” Which achievements are you most proud of as a manager? “Roger Hammond won the junior ‘cross Worlds, Robert Dane took silver in them too – and Stuart Marshall won too; he was a very good rider but sadly couldn’t handle the step up to the senior ranks. “Chris Wreghitt was very talented and turned pro with Bianchi but he saw what was going on and came home; there were guys popping so many pills it was crazy – a lot of guys died young in that era. It was a free-for-all on the continent with guy’s engines going ‘pop!’ all over the place. “I was proud too that I got the US team through two Milk Races intact – all six riders – as team manager. “And the second time we won the stage into Blackpool with Dave Chauner. “The first time they came over with high expectations – gung-ho to tear the race apart and win but it didn’t work out like that! “I told them that if they wanted to progress they’d have to come over and base themselves in Europe and that’s what they did.” Why did you give it up? “I was British ‘cross team manager for eight or ten years but one day the committee got us in, Brian Watson – Paul Watson’s dad – and as much as told us we didn’t know what we were doing. “…and that was an end of it for me.” We opened by speaking about the Skol Six, did you get along to the 2015 London Six Day? “No, but I wish I had, we watched it on tele – but it’s hard work getting to that Lee Valley stadium, there’s no parking and you have to walk up from the station. “We have our tickets for the Worlds in the spring, though.” And is there anything that stands out from all the time you’ve spent in cycling that you’re most proud of? “Being Director of the Course at two World Championships – Crystal Palace, London in 1973 and Sutton Park in Birmingham in 1983. “I must have walked that Crystal Palace circuit one hundred times – and every time I did I picked up more pieces of glass. the glass came from the original Crystal Palace which burned down in 1936 but there are still glass fragments on the site. “There’s an art to designing a course; you don’t want it stupid – you want it fast and technical.” There’s not much you can teach that man about cyclo-cross; but no article about Johnny is complete without an anecdote or two – these come courtesy of former top ‘Cross man, Barry Davies who we interviewed back in January 2015. “We were due to race in Brittany at the Lanarvily cyclo-cross – Johnny’s ‘team’ car at the time was a huge eight seat American ‘woody’ station wagon. “When we arrived at Southampton a car full of eight John asked for all the passports to present as we went through customs and it seems he only had seven – Jeff Morris had forgotten his. “So John devised a plan – two would sit in the front – three in the rear and two in the back whilst Jeff Morris was laid in the foot well behind the front seats and covered with a rug, with the three passengers legs covering him. “And so he was ‘smuggled’ out of the UK and also back three days later! “Another necessity on any of John’s trips abroad, as soon as we were on the ferry (whether boat or hovercraft) was to get to the duty free ‘soon as’ and buy up as many bottles of Scotch whisky as we could because at the races people knew that they could buy cross tubulars from the Czech team and whisky from the GB Team , the profit from which paid for the trips abroad. “From a personal point of view without Johnny Morris my cycling career would never have reached the success it did and he never made a penny from all that work – he did for the love of it.”

List of stages Stage Type Date Course Distance 1 Flat 5 September Penzance – Bodmin 180.8 km 2 Hilly 6 September Sherford – Exeter 183.9 km 3 individual time trial 7 September Llandeilo – National Botanic Garden of Wales 18.2 km 4 Mountain 8 September Aberaeron – Great Orme (Llandudno) 210 km 5 Flat 9 September Alderley Park – Warrington 152.2 km 6 Mountain10 September Carlisle – Gateshead 198 km 7 Hilly 11 September Hawick – Edinburgh 194.8 km 8 Hilly 12 September Stonehaven – Aberdeen 173 km Total: 1310.9 km

Cycling to work halves the risk of early death from illnesses including cancer and heart disease — but only if you can avoid getting run over on the commute. A new study involving workers in the UK found that those who travelled by bike lived longer and were less likely to need hospital treatment for any illness. One rather obvious hazard was that cyclists were twice as likely to be admitted to hospital after a road traffic collision as people who drove or took the train to work. The research, the largest of its kind, involved 82,000 people aged 16 to 74 who provided information about how they got to work for the Scottish census. They were followed up between 2001 and 2018 to monitor any hospital admissions, drug prescriptions or deaths. Commuting by bike was associated with a 47 per cent lower risk of death from any cause and a 51 per cent lower risk of dying from cancer. Cycling also lowers the risk of needing a hospital admission by 10 per cent and the chance of needing treatment for heart disease by 24 per cent. It also had vast benefits for mental health. Over the follow-up period, cyclists were 20 per cent less likely to be prescribed psychiatric drugs such as antidepressants compared to “inactive” commuters. The only downside was the increased risk of road traffic accidents — with hospitalisations following crashes twice as likely to affect cyclists. Overall there were 1,363 cyclists in the study, most of whom travelled less than 5km (3 miles) each way to work. Over the follow-up period of nearly two decades, some 83 of these cyclists were admitted to hospital following a traffic accident. he study also examined the benefits of walking to work, finding that this slightly lowered the risk of death or hospitalisation but not to as great an extent as cycling. The research, published in the medical journal BMJ Public Health, was led by Catherine Friel, Dr David Walsh and Bruce Whyte, from the University of Glasgow. The team said their findings “provide direct evidence of the health benefits of active commuting”, which supports policy efforts to encourage people to cycle to work. But they noted: “Our finding that cyclist commuters have twice the risk of being a road traffic casualty compared with non-active commuters reinforces the need for safer cycling infrastructure.” • Cyclists and pedestrians don’t mix on towpaths The research concluded: “This study strengthens the evidence that active commuting has population-level health benefits and can contribute to reduced morbidity and mortality. That cyclist and pedestrian commuting is associated with lower risks of being prescribed medication for poor mental health is an important finding. “This study has wider global relevance to efforts to reduce carbon emissions and to shift to more active and sustainable travel modes.” The latest UK transport statistics show that less than 5 per cent of people cycle to work. Some 68 per cent of people usually travel to work by car, while 11 per cent walk, nine per cent take the train and six per cent take the bus. Cycling increased during the pandemic, particularly in cities such as London, which have made investments in cycle lanes. Data from the Department for Transport shows that cycling activity on roads fell 5 per cent year-on-year in the 12 months to September 2023, although it is still 3 per cent up on pre-pandemic levels. The Times 17 July 2023

TESSENDERLO, Belgium - The delivery problems at Shimano Benelux have arisen since warehousing and distribution was outsourced to logistics service provider Kühne+Nagel in 2023. Although Shimano did not give any reasons for the delivery problem, sources indicate that the 'mismatch' between both IT systems is the main cause of the problems. The issue mainly impacts IBDs who might have to wait for weeks without knowing when the goods will be delivered. Lead-times have now increased to more than six weeks. IBDs across Europe are hit and it relates to both Shimano branded products as well as the brands handled by Shimano Benelux. “The lead-time problem also concerns parts that should be in stock, but are not delivered,” told an IBD who wishes to remain anonymous, to Bike Europe’s sister magazine Tweewieler. “In the meantime, we have to hold the repairs, without being able to tell the customer when the bicycle will be ready. This is annoying for us and annoying for the customer.” Shimano reports weak sales while outlook remains slow. Deliveries from warehouse in France “This year we are facing serious logistical challenges at our newly started warehouse operations, which are subcontracted by Kühne+Nagel in Belgium,” confirms Shimano communications manager Kim Edwards. “This results in longer lead-times times and a lower service quality of deliveries.” “Once the problems surfaced earlier this year, Shimano took immediate action. We started delivering from another Shimano warehouse in France,” says Edwards. This was intended to alleviate logistical problems and shorten lead-times as much as possible. “We recently scaled up capacity again in France. Although many actions have been taken by Shimano and Kühne+Nagel in recent months, Kühne+Nagel‘s performance in Belgium is only slowly improving.” Outsourcing warehouse and logistics The Swiss logistics service provider Kühne+Nagel provides warehousing and distribution for companies that want to outsource these activities. In 2022, Shimano decided to join forces with the company, resulting in the closure of the warehouse in Nunspeet, the Netherlands. The Shimano inventory was moved to the Kühne+Nagel warehouse in Tessenderlo, Belgium. In total all Shimano products occupy 20,000m2 in an existing e-fulfillment hub of the logistics service provider. “We are proud to help Shimano to meet the growing demand for bicycle parts through an automated, highly flexible storage solution,” said Kühne+Nagel Executive Vice President Contract Logistics Gianfranco Sgro when the contract with Shimano was signed. Shimano's decision to move its inventory to Kühne+Nagel also meant that the Japanese company could no longer access the products in the warehouse themselves. Sharing delivery status To keep dealers informed, Shimano informs them about the most current lead times through various channels. Edwards: “Lead times vary per item and per warehouse. Stock availability in both warehouses is regularly shared with our customers through our customer platforms, newsletters and sales representatives. The delivery times shown on the MyShimano website are currently as accurate as possible. The lead times per country are adjusted weekly.” We expect order lead times to decrease rapidly” “We expect order lead times to decrease rapidly,” says Edwards. “As soon as we have more information about this, we will share this with our customers. We are in close contact with Kühne+Nagel on what steps they will take to improve service levels. We are doing everything we can to achieve major performance improvements as quickly as possible. We apologise for the delays and temporary inability to provide our usual adequate service.” Declining turnover Kühne+Nagel For Kühne+Nagel 2023 turned out to be a challenging year, as its net turnover decreased by approximately 40%. The operating result before taxes halved to €2 billion. The company runs operations in over a hundred countries and has 1,300 offices. In an effort to improve efficiency and increase profits, the logistics service provider is adapting its organisation, eliminating regional management levels and allowing country organisations to report directly to headquarters. According to Kühne+Nagel, the reason for the reorganisation is the sharp decline in sea and air freight rates and the weakening global economy.

Vern was a well-known and respected figure in the sport for many decades, working as a Commissaire and Judge on events ranging from local track meetings to UCI world championships and the London 2012 Paralympic Games. Such was his passion for the sport, Vern was also a dedicated tutor of officials, event organiser, and President of the Sussex Cycle Racing League. More importantly however, Vern will be remembered for his warmth, his kindness and his wonderful company. He’s been an integral thread in the fabric of our sport for so many years, and he will be missed sorely by all who had the pleasure of knowing him. The thoughts of everybody at British Cycling are with Vern’s wife Andrea, his children Rebecca, Sean, Kathryn and Neil, his wider family and his many friends across our sport. https://www.britishcycling.org.uk/article/20240710-Obituary--Vern-McClelland-0

22June: Big day today, its the massive London Cycle Festival, run by the very cool VIA-Atelier bike store in Kings Cross (Central London). This is a 3-day crit racing festival, with many other events and activities taking place.. Trhas was entered in the Women’s Category 3/4 race, at 17:45 on the Saturday evening. Race start time approaches, its hot! 22 women are lined up on the start-line, and all look focused and dialled. The race starts… Its a short 1’28” lap and a group of five leaders came round together after the end of lap one. At end of lap two, they have a gap. This continued with the five riders switching around every lap, until a one rider break around mid-race. She pushed hard but maybe too hard and was reeled back in by the chasing group. At this point somewhere on the tight course, there was a coming together which Trhas skillfully avoids, and comes through for the penultimate lap with a 10m lead on a chaser. She looks confident and her crowd of supporters hold their breath for 90seconds and then see her exit the ramp onto the start-finish sprint and cruise to her FIRST EVER RACE WIN ON BRITISH SOIL! Cue cheering crowds and a very happy Trhas! A prize-giving takes places later in the evening and she wins a par of beautiful Black Inc. carbon wheels, some special edition Tour de France Oakley sunglasses and some goodies from bike insurer Laka. Everyone is so proud of Trhas and she is beaming!"

Paddington Recreation Ground 1887 In the 1880s Paddington Cricket Club began to find it more and more difficult to find fields to play on. London was expanding at an ever faster rate and fields which they had used for decades were disappearing under rows of new houses. Half of Saturday was spent travelling to distant grounds, while evening practice became impossible. A huge campaign was waged which succeeded in buying about nine acres of land, but only after a long hard campaign. Beachcroft, a keen cricketer, was the leader in this as he was in so many things. The Terrible Winter of 1887-88 In 1887, Queen Victoria was celebrating her Jubilee with one of the greatest economic slumps in history. There was great unemployment this year. Thousands of even the most skilled artizans faced dire poverty, while unskilled labourers had to choose between starvation or the Workhouse. There was no Unemployment Pay or Old Age Pension at that time, so that the relief of local unemployment was a local problem. There was no national support. Local people had to relieve their own local unemployment, as they had done from Medieval times. Relief funds were subscribed; soup kitchens and clothing depots opened, but much more was needed. A commit­tee of local people, called together originally by Lord Randolph Churchill, raised a local Relief Fund of almost £1,800 but could not decide how best to employ it - how to relieve want in a society without any Unemployment Insurance or Old Age Pensions, without turning people who were only too willing to work, into Paupers. The Vestry was besought to find work - even if only stonebreaking - for as many of the poor residents as possible, but this hardly touched the problem. An Imaginative Solution to Unemployment, 1888. R.M.Beachcroft again seized his chance. He offered to rent, even on a risky annual tenancy, an additional eleven acres adjoining the cricket ground, which had already been laid out at his own expense, providing that part, at least, of the Relief Fund was used in paying for labour to drain, fence, and lay out the land and to form a cinder track for athletics and cycling. He estimated that from forty to fifty men could be continuously employed in the work for eight or ten weeks. He entered into an agreement with the Committee of the Fund by which he would:- Provide the cost of the materials for converting the fields into a Recreation Ground, pay rent for the fields, provide for maintenance, and to employ men sent to him by the Committee and no others, provided sufficient competent men were forthcoming. As soon as he had recouped his costs by letting portions of the ground to clubs, etc, the Committee could take over the grounds if they so wished. If not, he would be free to act as he chose, save that out of any profits, he would refund to the Committee the cost of the labour provided by the Fund. That the Ground should not be used for any political or public meetings. The Ground, if open on Sundays, to be free to the Public, but for promenading only. No intoxicating Liquors to be per­mitted. In consideration for the above, the Committee agreed to send him such number of men as they thought fit fron the Unemployed in Paddington and tc pay their wages from the Fund. This imaginative offer made it clear that Beachcroft, or his heirs, would not profit personally from the Recreatior Ground. All money, after providing for the yearly cost of maintenance ground-men, etc., would be set apart towards acquiring the present, or failing that, some other permanent cricket ground. Five hundred men, of almost al trades, were employed for ten weeks it building the Ground. 35,000 yards of clay, 2,800 yards of ballast, 40,000 loads of rubbish were removed, and 1,300 yards of ashes laid to form the Grounds. A well turfed cricket field, tennis courts, a splendid cinder cycling track and a handsome pavilion with a terraced roof was constructed. Owing to Mr Beachcroft's generosity, the whole of the Fund for Relieving the Unem­ployed was paid in wages. He was responsible for all materials (about £2,500) and maintenance costs. The first season was a financial success, with receipts of £1,100. People from Kilburn, Queen's Park, North Kensington, Hampstead, and Maida Vale, all used the Recreation Ground and £8,000 was raised by these local Vestries. £13,000 came from private individuals and eventually, after two years of persistent work, promises and subscriptions exceeded £50,000. It was a high price the 1890s for a few fields, but this was prime building land. It had to bought by the foot, not the acre. In 1893, the `Paddington Recreation Ground Act' was passed. A further one and a half acres of land was need round off the ground and this was eventually paid for by the London County Council. The Recreation Ground is now taken for granted, with the struggle for its creation largely forgotten, but The Beachcroft Gate and the Churchill Gate are reminders of spirited people who persisted for years in an important endeavour. Information from "The Playground of Paddington; how we secured it- to whom we owe it", by James B, 1902.

24 April: Today was another ground-breaking moment in Trhas’ story. She was invited as a special guest to attend the members’ lunch of The Pedal Club.  The members were truly welcoming and moved by Trhas’ story. Trhas was in esteemed company indeed. The members kindly held a collection to go towards Trhas’ fund and over £800 was raised! Trhas also received a Pedal Club race jersey, a rare and to be treasured gift, and a bag of high quality racing clothing was also donated to be given to a suitable Africa Rising project by one of the members. We truly thank all members of this group for their kindness, support and interest in her story. Trhas’ mentor Alice Lethbridge has also been a honourable guest at their members’ lunch, cycling truly is a small but hugely inclusive community. – article by Chris Lovibond Team Africa Donate Article in Cycling Weekly

The guest speaker, Jon Dutton, the CEO of British Cycling, must have suspected he was entering a lion’s den when he addressed the club at the April lunch. Why was this? Mr Dutton is doubtless well aware there is a feeling among old style club cyclists that their organisation has been taken over by a quasi government corporation which has no interest in the interests of club cyclists; the membership of the Pedal Club consists mainly of such clubmen. However, in the event no blood was spilt and whatever the members actually thought, they did not give the CEO a hard time. Jon Dutton put forward his vision for the future of BC in a clear and efficient manner. He told us that BC is entrusted with government and commercial finance, and that this money must be used in a responsible way to achieve the results desired by BC’s paymasters. Essentially this means gaining international success, particularly at the Olympics and World Championships. Secondly, BC hopes that headline success in those events will bring about an increase in recreational cycling, although this sounded to be more of an aspiration than a commitment. Stress was put on the need to recognise that circumstances have changed since the ‘golden age’ to which Mr. Dutton guessed many of his hearers longed to return. “Road Racing has become very expensive” he said, implying that it was altogether unaffordable except for a small elite, and although there is a Road Racing Commission under the chairmanship of Ed Clancy, no real progress can be expected this year or in 2025. Mr Dutton put his arguments well, but they were probably more what his audience expected rather than what they hoped for.

NEWS: Pedal Club Lunch (May) Phil O’Connor has enjoyed a career of over forty year at the top level of sports photography with cycling as his speciality. His own experience as a racing man has given him an insight which is only available to a participant in the sport, but clearly he has full technical expertise which sets him apart from the ordinary cyclist holding a camera. His talk was based on a screening of about forty of his own favourite photographs. These pictures, which can be seen here https://philoconnor.smugmug.com/Pedal-Club-2024, mostly speak for themselves, but there were certainly some revealing comments. In one sense it may be obvious to the consumers of cycling photographs, but how many of us have realised that, back in the eighties it was possible to park on the famous climbs (on the day of the race, not days in advance) and then to get pictures where the background is not cluttered with motorhomes? Phil also pointed out that, however good sunglasses and helmets may be for the riders’ health, they are terrible for cycling photography. Naturally, Phil started his career with film, but was keen to embrace the many advantages of digital photography as they became available. Given the difficulties of working with film it is striking just how well Phil (and his predecessors) did with their relatively primitive equipment.