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First of all I want to quote some words of Paul Churchill aka ‘Winston’ that I published on Moving Target 14 years ago

You’re riding casually along Oxford Street when one of those idiot parents decides to use their child in a pushchair as a “traffic tester”. There’s an impact, you feel terrible, it’s not your fault and the policeman spots you’ve got no brakes…. Think about the consequences….

I think it was maybe around 2002 that the brakeless thing started to become really fashionable amongst London’s bicycle couriers. Couriers had ridden fixed-wheels in London since bicycle courier year dot (1983 or thereabouts).

Fixed-wheel bicycles remained popular in the UK long after the invention of the free-wheel and variable gears between the wars. I remember John Humphries asking me if people still rode fixed-wheels as he used to in the 50s. But by the 80s, fixies were rare, and if you rode fixed, most people thought you were wierd, and you would get accosted by old men who would reminisce about their own fixed-wheels of yore.

By the 90s, lots of couriers were riding fixed. It is fair to say that we helped to popularise fixed-wheels. But we all, without exception, rode with a front-brake on the road.

The first time I ever saw a no-brake fixie was at the first Cycle Messenger Championships, held in Berlin, 1993. I was one of 5 or 6 guys riding fixed out of the several hundred attendees, and two of the others fixie riders, Eric & Steve both from Washington D.C., were riding no-brakes. I thought it was dangerous and stupid, but I was too polite to say so. They told me that a lot of messengers working in cities in the eastern part of the U.S., rode fixies, and some portion of those rode no brakes

Later on in the 90s some guys from Philly came over & worked in London with their fixies, and the riders at the company that they worked at, Creative Couriers, insisted that they put brakes on their bikes. I mention this to illustrate the point that at that time, not only were all fixie riders riding braked, but they considered that it was the right thing to do. It is also important to point out that at no point have fixie riders, front brakes or not, been in a majority amongst London’s couriers. There were times when almost no-one rode fixed, and other times when quite a few rode fixed, but never time when most rode fixed.

It was only after 2000 that this attitude towards front brakes on fixies changed. I cannot identify the exact cause, but there is no doubt that peer pressure and a desire to be like the coolest kids on the street were a major factor. A lot of European couriers had started to ride no-brake fixies, and when London hosted the 2003 European Cycle Messenger Championships, I am sure that a number of London couriers were influenced by hanging out with their European comrades.

And there is no doubt that couriers, in the same way as they had popularised fixies, also made it fashionable to ride fixed no brakes.

By the time that I published the article that I quoted above, a lot, but by no means a majority of London couriers were riding no brakes. I have no comment to make about what other courier companies were doing, but at the company for which I was by then a controller, we made it clear to our riders that we would not let them work unless their bike was road legal, i.e. had a front brake, and we checked their bikes. Some of the guys & girls were pretty resistant to our instructions.

Tofu, who I knew quite well, and was a good friend, was a loud no-brake advocate. He was an excellent courier and a really, really good urban bike rider (it’s not necessary to be a good urban bike rider to be a good courier, and not all good urban bike riders are good couriers – the skill-set is completely different), so arguments about not being safe and so forth weren’t effective, not least because I did not believe the arguments myself. He had been riding no brakes for years, and was unlikely to get himself into trouble on the road without a brake. So our only recourse was to say that he had to do it because we said so, and send him home when he did not have a front brake.

The day after we had sent him home, he called to say he was on the way in. I asked him if he had a front brake, and he said yes. A little later in the day, one of my co-workers told me that he had seen Tofu, and his bike did not have a front brake. Furious, I called him and started berating him for having lied to me. He said, “but you didn’t ask me if the brake was on my bike, you asked me if I had a front brake – I have – it’s in my bag” – I retell this story to illustrate how strongly people felt about it.

I felt equally strongly that it was stupid and wrong, but I was so sick of the constant rows about it, that I had someone, a very experienced and well-known courier, who had participated in proper bike races, including many seasons on the velodrome riding track bikes, and had in fact organised well-attended races for couriers on the velodrome, to write the piece which I published on Moving Target. Paul pretty much said everything I would have said, and I disagree with nothing at all that he wrote.

I write all of this to illustrate not only did I do everything that I could to discourage people from riding no-brakes fixed on the road, I even foresaw not this exact incident, but something very like it. Of course, I did not foresee the extent of the media coverage (it made national news, and not just for a day, either), but I was worried about the potential for such a case to cause big trouble for the cycling community. So I can say, I told you so, I told you this (or something very like it) would happen.

And for all those of you in the courier community saying Charlie Alliston is nothing to do with us, well, no, you are wrong, our community helped create the social conditions in which Charlie Alliston thought it was ok to ride around London without a front brake. By the way, I do not believe that Charlie Alliston did not know that his bike was not road legal. He bought the thing off the LFGSS forum, so he must have come across posts about the legality or otherwise of not having a front brake on the road.

An old friend (also an exenger) called John Mack and many, many others have sought to defuse the media furore by pointing to other fatal crashes and the lack of reaction to them. This is plain wrong. Tu quoque (sometimes called ‘whataboutery’ or more simply ‘but these other people did something worse at some other time’) is no defence at any time in any place. Seeking to excuse one crime by pointing at others is wrong-headed.

This whole thing is incredibly painful and upsetting, not least because someone has died in an unnecessary crash, which we would not know be talking about if Charlie Alliston’s bike had had a front brake fitted. Why did he not have a front brake? Probably because he thought it was cool not to. Why did he think it was cool? Yeah, right.

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The other night I rode along the newly opened purpose-built segregated bike lane which runs along the route of Cycle Superhighway 5, from Pimlico to Oval.Vauxhall Bridge Bike Lane pic by Charlie Holland

The only possible criticism of the new lane is that it isn’t very long – by which I mean that out of my journey, from Marble Arch to East Dulwich, for the majority of which I followed the main roads, including Park Lane, Hyde Park Corner & Camberwell New Road, I was only in the new lane for a couple of miles out of the seven or so.  Otherwise, it’s wide enough, it’s smooth enough, it’s direct enough, it’s fast enough and it’s safe enough.

But it wasn’t made for me.   I have been riding a bike in London all my life.  I rode to school sometimes when I was a teen-ager.  Like Ben Plowden, the director of Transport for London’s Strategy & Planning (Surface Planning), who was interviewed in a recent edition of London Cyclist, I can remember when there were hardly any other cyclists around in London, to the point where, in winter, when even less people cycled, I knew virtually every other cyclist by sight.

I can’t remember ever being intimidated by the dangers of cycling – when I was a kid cycling to school, I was probably too young to be frightened, and, later, when I became a bicycle courier, I embraced the thrill of physical jeopardy, and the pure joy of riding a bike as fast as I could.

On my ride back from Marble Arch, as I mentioned, I negotiated two of the larger road junctions, and rode along a few of the busiest and widest roads in central London, heavy with large, fast vehicles, including coaches, buses, lorries, vans, taxis and the normal quotient of idiotic men using the speed of their over-engineered cars to display their notional virility.

I chose the most direct route, rather than the more pleasant, and probably safer, back street route through Belgravia, because I just wanted to get home quickly and not spend an extra 15 minutes messing about around the back of Eaton Square, dodging the Chelsea tractors and armoured limousines of the ostentatious super-rich.

It was fun – even though the whole route to Camberwell is incredibly familiar to me, it is some years since I have ridden down Park Lane, and there was a certain novelty, because, even though most of the roads haven’t changed much, apart from the new bike lane, I was riding a Brompton, instead of a ‘proper’ bike, and the unique handling characteristics of a small-wheeled, short wheel-base bike moving at around 25 – 30 kph (twitchy!) meant that I had to pay more attention to what was going on than I normally would.

There were a couple of moments where I wondered at the person that I used to be, that person that would have torn down Park Lane as fast as possible, under-taking fast moving traffic around corners, and seeking to run the lights at every opportunity, always looking for a way through, around, and over, any potential obstacle between myself and the destination.  If you want to know why bicycle couriers run lights so frequently, the reason is straightforward economics mixed with large dash of youthful bravado.  The more deliveries a courier can accomplish, the more money a courier gets.  The chances of being stopped by the police are very slight – it is a very unlucky courier that gets stopped more than once a year – and the dangers of ignoring the laws of the road are part of the appeal of the job.

I don’t believe that staying within the law, or following the Highway Code, will keep me safe from injury or death; I have read far too many analyses of collision data to entertain that thought for more than a split-second.  I also don’t believe that I have a duty to respect the rules of the road in order to prevent other people being killed or injured whilst cycling, or that I should obey the law in order to secure increased public funding for cycling.  Both of these latter two logical fallacies have been systematically dismantled elsewhere but, briefly, imagine if either of these propositions were applied to the users of motor-vehicles: no more new motorways until all motorists obey the speed limits everywhere, or that any injury or fatality of a motor-vehicle occupant is entirely deserved because plenty of motor-vehicle drivers routinely break the law – just think of how many people you see driving with mobile phones in their hands.

These days I almost always obey every regulation; if I can’t be bothered to wait for a green light, for instance at the toucan light on Cannon Street, where CS7 crosses it, I dismount and push my bike. Although technically, this is as illegal as riding across it, in practice not only have I never heard of an instance where the police have reprimanded someone pushing their bike through a red light, I can’t imagine it ever happening.  I joke that I can’t be bothered to break the law these days, as no-one is paying me to do so.

I am still, let’s say, not perfectly happy, but entirely prepared to take my chances on big roads with lots of fast-moving, heavy traffic.  I’m not stupid.  I have been riding a bike for pleasure, utility and money for a long time, and I, and many of my friends and acquaintances have suffered injury and death on the roads.  But I know that cycling isn’t inherently dangerous, and the risks are far outweighed by the benefits, and the, well, FUN!

What I am trying to say here is that I came to cycling through its utility to me: I rode a bike & made money doing it.  All the leisure and sports stuff came later, which is not to say that I didn’t enjoy cycling, but it was secondary to making a living from using a bike to deliver things.  And also that, as far as I was concerned, the more dangerous that my job seemed to outsiders, the better – a higher barrier to entry meant that I would have less competition.  I am, therefore, what is sometimes called a ‘vehicular cyclist’, often shortened to the somewhat pejorative VC, i.e. on the road I behave as if I was a motor-vehicle, mixing it with the motor-traffic, and expecting to be treated as if I was operating a ‘proper’ vehicle.

I wouldn’t say that I accepted that my friends, colleagues & I would get injured whilst cycling – but it was always something that I expected, and certainly amongst the courier community, it is seen as an occupational hazard, and, when at play, it can even be something to be embraced.

Of course there is a big difference between laughing at a friend who, as Michael Smiley did many years ago, has ridden into a stationary object whilst drunk and made a mess of his or her face – a frequent enough occurrence that I dubbed the resulting mutilations ‘Friday Night Nose’ – there’s a big difference between smashing yourself up as the result of your own stupidity, and those friends & colleagues who were injured, maimed or killed as the result of something that happened during their working day, when they were stone-cold sober, as the result of the actions of another road-user.

But none of these considerations have ever prevented me from cycling.  The only circumstance that I could imagine not cycling in London, is if I lost the use of both of my legs, and then I would probably, if I was capable, use a hand-cycle or something similar.

chelsea bridge bike laneMy entry-point into ‘proper’ cycle-campaigning was prompted by my experiences after the death of Edward Newstead, who was killed whilst working as a cycle courier.  The driver of the lorry that killed him had made an illegal left turn off Oxford Street.  I can’t remember exactly what sentence was imposed after he was convicted for careless driving, but it was a few penalty points and a small fine.  I do remember standing outside the magistrates court trying to explain to Ed’s teenage children why it was that the man whose negligence had killed their father would be able to walk out of court and continue his life without very much let or hindrance, whereas their lives had been torn apart.

Paul Gasson & Roger Geffen of the London Cycling Campaign participated in an official capacity in the memorial ride that followed Ed’s death, and I wrote some stuff in a bicycle courier fanzine about the politics and effects of road planning on bicycle couriers.  This led to other activities, including the early stirrings of Reclaim The Streets, Cyclist Have A Right to Move, other stuff, and eventually, as chair of the London Bicycle Messenger Association, in 2004, I wrote to all of the then candidates for Mayor of London asking them to consider banning lorries from London day-time.

lambeth bridge bike laneI can’t really remember when I became aware of bicycle lanes.  I was looking up the history of the GLC in the course of writing something for the Relatively Good Radio Show (3pm every Sunday on Resonance FM), and I read that the GLC had done some work promoting cycling in the late 70s & 80s, but I can’t say that I was aware of it of it at the time, and I certainly don’t recall any special provisions for cyclists, apart from maybe being able to use bus lanes, until the opening of the two segregated bike lanes in Camden, work on which only started in the late 90s, after sustained pressure from Camden Cyclists.

My only previous encounter with bike lanes had been in Berlin in the 90s, and I regarded them, like the Camden bike lanes, as inconvenient, as they weren’t in the part of the road that I preferred to ride on, that is to say, more or less down the middle of the road, and also slightly dangerous, as I always felt that they restricted my ability to avoid poor turning manoeuvres by drivers, and restricted my view and space on the road.  This was reinforced when I went to Copenhagen, and was completely disoriented by the bike lane network there.  I didn’t know where to look or where to ride and found myself being chastised by other people using the bike lanes for not following the signalling and riding conventions.  This experience was shared by other bicycle couriers from the UK and US who were there at the same time (we had all gone to CPH for the 2002 Cycle Messenger World Championships).  “I just want to ride in the road, like normal”, I remember thinking and other people saying.

I was also slightly shocked to find myself being overtaken by ‘ordinary’ cyclists, often riding much heavier bikes than mine, frequently laden with shopping.  Me, a professional cyclist!  And I kept ending up boxed in by other cyclists at the lights – it was all bit too much.

Back at home, the authorities in London were beginning to consider the benefits of having more people on bikes, and at the same time, the noughties bike boom was starting.  I think that the two phenomena were not particularly related.  I suspect very strongly that the increase in cycling had more to do with the increased awareness of cycle-sport, and the health benefits thereof, than of the utility of cycling.  Awareness of cycling’s utility, I reckon, came afterwards to most people who started cycling in the noughties.

As evidence, I would cite the type of clothing and bikes that most London cyclists wear and use, and the demographics, i.e. the sex, age and socio-economic class of the adopters – mostly young, male & above average income – most of the people cycling in London are the aggressively athletically affluent, if you will, riding bikes that look like what the pros on the Tour de France ride, and wearing clothes that look like what the pros wear in the Tour de France, not bikes like the one at the top of the page, with mudguards and two racks – this type of bike is still uncommon in London.  It is arguable that the UK bike retail trade has failed bike commuters, and society generally, by failing to supply suitable bikes for everyday use.  There’s a chapter in Grant Petersen’s excellent collection of essays ‘Just Ride’ covering exactly this topic called ‘Racers Ruin The Breed’.

There is no doubt that simply saying loudly and often to the public, as TfL and Boris have, as well as various London borough councils have, that cycling is good, and we want more people to do it – here, look, we are going to paint lots of pictures of bicycles on the roads to show that bicycles belong on London’s roads to prove it – also had an effect.  I am also sure that the fact that London’s roads are probably less dangerous than at any time in history also helps (I am certain that horse-powered traffic was every bit as dangerous as motor-powered is now, and that there were hundreds of deaths every year in London from time immemorial caused by runaway horses, whether singly or in teams).

There were other factors at play too, obviously.  The bicycle courier community had helped to popularise a certain type of bike culture, that of the fixie, which is pretty distinct from the lycra & 18 gears thing, and the growth in cycling in Hackney cannot, and is not, explained by loads of ‘hipsters’ moving into the borough, and using the London Fields bike lane for skid comps, which is the usual explanation of the anti-Hackneyise camp.  Camden & Islington did more than just paint not-so-pretty pictures of bikes on the road, and, like Hackney, saw a rise in cycle journeys.

(Causation? Correlation?  It is not possible to conduct scientifically sound experiments in city planning – unequivocal evidence of the efficacy of a particular measure does not, can not exist.)

I, on the other hand, was focused on the problem of lorries running over cyclists at junctions, and spent what time I had spare for campaigning activity on the HGV problem.  I don’t want to recap the whole HGV – cyclist KSI thing in this post, as I covered it here and on Moving Target, but large percentage of fatalities of people cycling in London were the result of a collision with lorries.  A significant minority of these collisions resulted from the lorry turning left over the path of the cyclist either proceeding straight on or also turning left.  In all of these collisions, the driver said that he (almost all lorry drivers are male) had not seen the cyclist before the collision, and that the cyclist must have been in the so-called blind-spot, the area to the front and left of the cab into which direct vision is not possible.

Sblindspoto when the authorities started painting bike lanes and Advanced Stop Lines (ASLs) all over London which encouraged cyclists to take exactly this position – to the left and slightly in front – at junctions, my reaction was one of dismay and alarm, especially when ASLs with feeder lanes were painted on junctions where cyclists had been killed by collisions with left-turning lorries: Camley Street at Goods Way, scene of the death  of Emma Foa, and Upper Thames Street at Queen Street Place, scene of the death of London bicycle courier Sebastian Lukomski.

287tThe fact that the ASL at Camley Street had been painted with the support of Camden Cyclists truly outraged me.  I found it hard to imagine how any cycle campaigner could have supported something so stupid.  If you are wondering why I found it so imbecilic, compare the photo at right, taken at Camley Street a year after Emma Foa was killed, with the photo above.  The top photo was taken at a ‘Changing Places’ demo, which was aimed at showing cyclists the dimensions of the typical lorry blind-spot.  The yellow line indicates roughly the boundaries of the blind-spot.  It looks like an ASL with a feeder lane, not that unlike the one at Camley Street.  At the time (2007) I wrote “we ought to think about taking all the paint and green tarmac off the roads at junctions like these. Because to me, they look dangerously like green traps.”

My mind was pretty much made up – bike lanes were a mad, bad, dangerous idea.  In 2008 I wrote a piece for the Guardian Bike Blog outlining my opposition, finishing with the following:

Clerkenwell Road looking west towards St John Street“If one of the main obstacles to getting more bums on bikes is lack of confidence, then surely it would be better to spend the money on training so that potential cyclists will know how to handle their bikes and to recognise and negotiate hazards. This will instil confidence. And a confident cyclist is a safe cyclist.”

(The incident involving the motor-cyclist and taxi described in the article occured more or less where this photo was taken, travelling east)

I had written to the London Cycling Campaign resigning my membership in protest at their participation in a TfL public relations called “Share The Road” a couple of years before, but now my antipathy towards LCC fell to a new low after an email exchange with a member of LCC staff in which he used foul & abusive language, prompted by me publicly denounced the LCC for failing to do more on the HGV / cyclist issue.

So how did I get from there to here, that is, to the point where I am giving an unequivocal welcome to the Mayor of London’s bicycle lane construction programme, which was inspired, in large part, by the London Cycling Campaign’s Space For Cycling?

Because I now get it.  I get that if I want to see a civilised, cycling city in my lifetime, ordinary people,  people who would otherwise drive to the shops, or to the school with the kids, or get the bus or the train to work, need to feel safe on their bikes on the road, which they do not now.  They need to feel that there is a safe space in which to cycle.  Training alone will not do it.  I have lost count of the number of times that I have heard friends & acquaintances say something like, I’d like to ride, but I just don’t feel safe, or, I used to ride but stopped after I was (nearly) knocked off by a bus / lorry / car.

Under Boris’ leadership, Andrew Gilligan and his team have made a great start.  I know that all of the roadworks have been a pain, although there have been one or two upsides: we all immensely enjoyed Nigel Lawson’s assertion “that [the cycle lane construction program] has done more damage, and is doing more damage, to London than almost anything since the Blitz”.  But it’s only a start.

If we aren’t careful, this summer will mark the high-water mark of cycling advocacy in London.  At TfL the bus is king, and all this cycle-lane stuff has been, in their view, a bit of a distraction, and a bit of a waste of money, but, hey, now the box marked ‘cycling’ has been ticked, they’ll be able to get back to the real world of buses and trains.  Also, cuts to funding are looming, and that will mean it is likely to get a lot harder to get any money spent on cycling, never mind increasing it.

Cycling in London has momentum.  After several years of flat-lining, modal share has started to nose up again in the last couple of years.  The new lanes will surely accelerate the upward trend.  But the job’s only just begun.  And if we don’t carry on pushing, the vocal but statistically small anti-cycling caucus will get the airtime and the audience, and cycling will be pushed back to the margins from where it is now, virtually centre-stage in London politics.

Deghri Messengers is a bike messenger service in Beirut. This means we deliver all kinds of stuff around the city using only bicycles and the power of our own bodies. It’s hard work and takes a special mix of fitness, passion for cycling, city orientation and pure guts.

 

some of the Deghri messengers taking a break from the road

Luckily we’re not on our own. There is an international community of bike messengers – professionals who work on their bikes every day to serve businesses in their respective cities. In the age of the internet, we can feel connected to this community by sharing news and advice online. However, nothing beats actually getting together with hundreds of messengers in one city, and this is what the ECMC (European Cycle Messenger Championship) is all about.

In the championships (this year from 3rd to 6th July in Stockholm, Sweden), messengers come together to hang out, exchange stories and most importantly to race! The goal is to be crowned the fastest messengers in and around Europe.

As a fairly new messenger service, it’s extremely valuable for us to attend the championship, meet other messengers and of course test our riding skills. What’s more, we will be representing Lebanon at this event, the most important in the bike messenger calendar in this part of the world.”

A lot more info on their Zoomal page.

Calvin Simpson's name, painted on Stamford Street.This is the text of some words of mine that were broadcast on the Relatively Good Radio Show today on Resonance FM.

I didn’t know Mark Francis at all, really.  People said to me, yeah, yeah, you do, you know, the tall mixed race kid, he was always at the Duke of York on Clerkenwell Road on a Friday, with all the other couriers.  At the service, they projected pictures of him that people had brought along, pictures of him from his childhood, and there was a photo that had been taken a couple of months before, at a party that the London Bicycle Messenger Association had organised.  I recognised him, and thought, bastard, he still owes us £3!

He had come up us at the door, and said, can I come in, and see if I like it, and then come back and give you the dosh?  Of course he hadn’t come back. And he wasn’t going to be able to pay me now.

Sebastian Lukomski, I actually did know a bit.  He was a hard-working hard-partying Polish guy who had come to a big international courier event that I had helped organise, and, like Mark, used to hang out at the Duke of York. 

All the others, Joe Cooper, Judy Mihlenstedt, Calvin Simpson, Paul Ellis, Edward Newstead, Reidar “Danny” Farr, & Henry Warwick, all these bicycle couriers I didn’t know at all before.  I met Edward Newstead’s kids at one of the West End magistrates court, at the trial, which took place months afterwards.  After the verdict, they had questions that I couldn’t really answer.

I helped paint the names of all of these people on the road, in the road, as close as possible to the spot where the incidents happened, some of the names we painted 4 or 5 times.  It’s almost impossible to put into words how strange and unsettling it is to paint the name of a dead person you didn’t really know on a road in central London.

Yesterday, I rode my bike with Southwark Cyclists up from Peckham Rye to meet the Big Bike Ride, an event organised to publicise London Cycling’s Campaign push to get more Space For Cycling.  We stopped at Newington Butts, at the south end of the Elephant & Castle roundabout, a junction that Boris Johnson said was perfectly safe to cycle “as long as you keep your wits about you”.  The junction has been recently re-engineered.  The re-organisation was supposed to make what is more or less a dual-carriageway intersection safer for cyclists use.  

Fatima Manah & Cynthia BarlowWhen I arrived at the junction, I spotted a lady in a head-scarf, holding a bunch of lilies.  Then I noticed Cynthia Barlow, who was recently awarded an OBE for her work as Chair of Roadpeace, the charity that supports the families of road crash victims, standing next to her.  And my heart fell. Abdelkhalak Lahyani was killed last week whilst cycling through Newington Butts.  I was introduced to his widow, Fatima.

I am sick of meeting the families of people that I didn’t know, whose relatives were killed whilst cycling in London.  Mr Johnson, you said you wanted London to be the best city in the world to cycle in.  We need the right actions and infrastructure, not more words and paint.

More about the 9 London bicycle couriers known to have been killed whilst working.

Relatively Good Radio Show on Resonance FM, 18th May 2014, during which these words were broadcast.

ITV London News item about the incident, which features an appeal from Fatima for more to be done by TfL to safeguard cyclists.

Full text of Cynthia Barlow’s speech at the vigil on Southwark Cyclists web-site.

 

NervesOfSteelFrom an article I wrote about my good friend Rebecca ‘Lambchop’ Reilly:

“I first heard about Rebecca Reilly sometime in 1995. I can’t remember where or from whom I heard the story. Perhaps it was Markus Cook, unofficial leader of the San Francisco Bicycle Messenger Association, who first told me of her. The tale was that there was a female messenger who was making a journey across the United States, visiting cities where there were messengers, living and working in each city in turn. And that she was writing a book, a collection of messenger experiences. She was reputed to be hard and fast. I was told that she was going to come to the 1995 Cycle Messenger World Championships in Toronto and win.”

Rebecca was a trail-blazer, a leader in the U.S. & international messenger community in the mid to late 90s.  She was crowned Fixed Gear Queen at the 1999 Cycle Messenger World Championships & received the Marcus Cook Award for Services to the International Messenger Community in the same year.  She was President of the District of Columbia Bicycle Courier Association in 2001.  In the same year she published ‘Nerves of Steel’, a unique & unprecedented study of bicycle couriers in the United States.

Emily Chappell, ‘That Messenger Chick’, recently traveled to the U.S., and whilst she was there met and interviewed Rebecca.  Emily then decided to bring Rebecca to England for short speaking tour, and LMNH East, 125–127 Mare St London E8 3RH, hosts the London leg this Saturday at 7pm.

Rebecca will be sharing her memories of her life as a courier, some of which will be guaranteed to appall, all of which will amaze and engage.  Expect frequent obscenity, laughter & tears, as ‘Lambchop’ recalls life before fakengers & fixies ruled the world.

The few remaining copies of ‘Nerves of Steel’, signed by Rebecca, will be available for purchase for £35 (the original print run was only 1000).    Although the event at LMNH is free to enter, guests will be encouraged to buy raffle tickets to defray costs.  The raffle prizes include some London Courier Emergency Fund goodies, a very fine Special Edition Brooks England B17 saddle and some wonderful cycling apparel by Swrve.

Rebecca Reilly is coming over to speak at Look Mum No Hands, Mare Street on 29th March. Emily Chappell interviewed her earlier this year.

Rebecca Reilly: Nerves of Steel, Heart of Gold
The legend of Rebecca Reilly has loomed large over my years as a courier. I’m perhaps more readily disposed than most to appoint heroes and role models – if I count up all the people who’ve inspired me over the years, it would stretch into the dozens, or perhaps even hundreds – but there’s always been something particularly compelling about Reilly. Perhaps it was her undisputed status as one of the pioneers of the courier scene. Perhaps it was her prominence as a woman in an industry still heavily dominated by men. Perhaps it was simply her elusiveness.

Read the full article on Moving Target