Attracting sell out audiences across the globe, the world’s most prestigious mountain film festival visited Portsmouth for the first time last night with a selection of extraordinary short films from the world’s leading adventure film makers. Exhilarating and thought provoking, it was a must-see for anyone with a spirit of adventure!
Introducing individuals such as, Danny Macaskill, a world famous trail rider and Wilfred Thesiger, one of Britain’s top explorers and writers, the series of short films are not only inspirational and motivating but also utterly breath taking to watch.
The Kings Theatre hosted the festival and will support the event in the future, boasting that it is an exceptional performance of incredible individuals.
The festival draws together experiences of the environment, mountain culture and the outdoors and is a fantastic watch for anyone who has a passion for the extreme, encouraging all of us to embrace, experience and explore.
See the BANFF website for upcoming tour dates.
We’ve featured the fine photography work of local photographer Andrew Hayward on numerous occasions over the years, from revealing glimpses of the secret Dockyard with a large format camera through to his captivating series of petrol stations at night. Andrew’s latest personal photography project is entitled The Legitimate Road User and focuses on cyclists, predominantly those who cycle to work, with a view to raise driver awareness that they are a legitimate road user and have the right to use the roads.
For this photography project Andrew aims to create a range of portraits of people with their bike, wearing what they would wear when cycling on the road. Andrew is looking for cyclists who would like to get involved and have their photo taken. For taking part, each cyclist will receive a free print of themselves and be invited along to any future exhibitions for the project. Participants would have to be from the South Hampshire area, preferably Portsmouth, Southsea, Gosport, Hayling Island, Chichester etc.
If this is something that interests you then email Andrew at email@example.com to find out more.
The next meeting of Portsmouth Cycle Forum will be at 7pm on Thursday 12th February 2015 in Park Building, University of Portsmouth on King Henry I Street. The meeting will take the form of a debate, discussing how to make the main routes in Portsmouth safe and welcoming for cyclists. Portsmouth has an exceptionally high rate of cycle casualties and most of these casualties occur on major roads which have 30mph speed limits.
Portsmouth Cycle Forum recently launched their cycle strategy, A City to Share, which proposes that road space be reallocated from motor vehicles to bicycles to enable a step-change improvement in cycle casualty rates and the number of people getting around by bike. Exactly what changes need to be made to find and repurpose that road space were not specified.
For this meeting Portsmouth Cycle Forum have invited their members to propose ideas for how these 30mph roads can be changed to make them safer and more attractive for cyclists, whilst still offering good motor vehicle access to the city. 3 or 4 ideas will be selected for short presentations on how to eliminate conflict between cyclists and motor vehicles on Portsmouth’s 30mph routes – each idea will then be opened to debate.
The meeting is open to all.
Portsmouth City Council are considering allowing mini cabs (officially called Private Hire Vehicles) to use the bus lanes in the city. The lanes are currently open to use by buses, taxis (Hackney Carriages) and cyclists. Portsmouth Cycle Forum have today published their response to this possible transport proposal with some statistics that show this could be a dangerous prospect for cyclists in Portsmouth:
“Portsmouth City Council is considering allowing Private Hire Vehicles to use bus lanes. To use technical terminology, a Taxi is a Hackney Carriage, and a Minicab is a Private Hire Vehicle (PHV). A Hackney Carriage licence allows the driver to pick up fares on the street, and a few other perks, for example, in Portsmouth, Taxis may use bus lanes, but PHVs ay not. Recently it has been proposed that PHVs should be allowed to use Bus Lanes. In addition to buses and taxis, bicycles are also permitted to use bus lanes.
You may know that Portsmouth has more cycling accidents per capita than most other cities, but it may surprise you to learn that (according to PCC figures) Taxis and PHVs are responsible for a disproportionately large number of cycling accidents. Taxis and PHVs represent just under 0.9% of registered vehicles, but are involved in 8% of all reported cycle collisions: and whilst cyclists make up only 4.7% of traffic in Portsmouth, they account for 21% of Taxi/PHV related casualties. Disturbingly, the most common contributory factor is the “driver failing to look properly”.
Allowing PHVs into cycle lanes would result in more occasions when cyclists and PHVs are in close proximity, and thus increase the likelihood of cyclist casualties in the one place where they currently have some protection from general traffic. Portsmouth Cycle Forum therefore conclude that in its current form this proposal is a terrible idea.”
You can read the full, detailed response from Portsmouth Cycle Forum HERE.
Let us know your thoughts on this.
A little while back Southsea Skatepark had a BMX comp and Epic TV have dropped an edit of the day with some heavy footage of locals and Total BMX riders Mark Webb, Jack Watts and Troy Hayward. Mark Webb is still coming back for what for most would be a career ending injury…not that you would know it with the park getting a battering like a winter storm. Have a watch below:
This Saturday Southsea Skatepark is holding a special event inspired by the park’s long and fascinating heritage, ‘Love the Skatepark Day’. The park is inviting all generation of riders, skaters, spectators and friends to come and share the love, the day includes:
– 70′s Slalom Skateboarding
– Old School BMX Meet Up / Best Old School Bike
– Best trick contests for BMX, Skateboarding, Inline and Scooter
– BBQ Hosted by Southsea Skatepark Cafe
– DJs and more
Admission is £6 for the day and if you have a rad fancy dress outfit you will get a free burger from the Cafe.
The Rowans Hospice have launched their third annual Ruby Ride cycle event, the sponsored bike ride in and around the Portsmouth and Hampshire area. With the choice of three great routes; Leisure (18 miles), Challenge (30 miles) and Epic (65 miles) with refreshment and picnic opportunity stops along the way.
The Ruby Ride will have staggered start times from 9.30am and all three routes will start and finish at Lakeside North Harbour (adjacent to IBM) All participants will receive a t-shirt, refreshments en route and a medal on completion.
Sunday 14th September starting and finishing at Lakeside. Registration costs £20 for adults, £10 for children 5 to 15 and free for under 5’s but must be accompanied by an adult.
For more information on how you can get involved in this great event please call 023 9223 7142 or email firstname.lastname@example.org
The Ruby Ride photos were taken by Image Creative Limited.
Local illustrator and designer Angela Chick should be well known to you for her awesome range of unique gifts and accessories featuring her playful illustration style. Angela has recently released a cycling tee.
The unisex black cycling tee is available in black and yellow HERE for £20. In celebration of the Tour De France, if you purchase a tee during the tour and enter the promo code STRONGISLAND, then you will receive FREE posting.
Angela has a strong presence online, you can follow her on Twitter @MissAngelaChick, Facebook and on Tumblr.
Photos by El Morgan
Welcome back to part two of our interview with John Bagnall, a key player in bringing one of the biggest dates in the sporting calendar to Portsmouth in 1994. You can revisit part one here.
Hi John, in part one we discussed what it takes to begin paving the way for a Portsmouth stage. What else did you have to organise or overcome on your road to June 1994?
The next obstacle we had was the police, mainly due to the fact they had never dealt with anything quite so big before. At the time you had the Milk Race and the Kellogg’s Tour Of Britain as the biggest cycling events in the UK. And those were done by rolling road closures: a police car or motorcycle in front and behind which leapfrogged each other to stop the traffic. The Tour wouldn’t contemplate that, it had to be a completely sterile loop. The police have an organisation called ACPO (Association of Chief Police Officers), that oversee combined or national large scale operations. We got assigned an inspector who was a bit full of himself and quite jack the laddish. You could see why he had gone far in the police force; a rather strong personality. He came to the first meetings saying, “well you know, I can’t see it working but we’ll go through the motions”, it was that sort of attitude. This was partly because, to start off with, they couldn’t get their mind round what the Tour was and how it felt to be part of it. So we took him and a couple of his deputies, including another guy assigned by Hampshire Constabulary, to France the next year to see the race. The Tour kindly decided to put them in their control car as guests, and for two days they were able to experience their operations first hand.
Unfortunately we thought we’d blown it on the first day. By then they were into the mountains, and this particular stage finished at Sestriere in the Alps, which is one of the very famous climbs if not one of the very legendary ones. Sestriere is now in all of the record books because Claudio Chiapuccino won it with the longest by distance and time break away in Tour history. Claudio came in forty five minutes ahead of the rest, it was quite an incredible ride, and probably drug assisted at the time if the truth be known… But Sestriere is a mountain top and it was just gridlocked. There was no way you could get anywhere for hours afterwards and yet we were supposed to collect these ACPO guys in order to look after them. We just couldn’t make the physical connections. Mobiles were very new technology and there was no coverage on the tops of the alps, so we had no means of getting in touch with them. We thought we had really blown it, they will be pretty hacked off at being left stranded with French men. As it turned out our French counterparts realised the situation and said “don’t worry, we will look after you”. They dished up a really nice dinner, got them suitably drunk and they had a really good time. When we met up with them the following day we fully expected them to pull the plug on the whole affair, however they expressed a different kind of concern; “After what we saw yesterday I’m not sure that we, the English police force, could manage something so awe inspiring. It was so well organised, it is going to give us real problems matching it”. Thankfully this soon became an ego thing and before we knew it, the challenge had been set to do it better than the French.
I recall in the first half of this interview you briefly mentioned the issue of legislation having to be created specifically for the Tour, could you give us more details on what had to be put into place?
What the police soon realised was that road cycling at that time, took place under a minor clause-of-a-sub-statute-of-a-bit-of-legislation dating back to 1948. This simply didn’t give them the powers they would need to create a completely sterile road closure. The existing legislation meant that it was okay for a police car to stop and for a policeman to halt traffic with his hands for 15 minutes, but not for a full day. So we shaped and drafted an Act of Parliament that was taken through as a private member’s bill. It was very discreetly done because this was still subject to confidentiality, all very hush hush. The bill went through Parliament and was enacted; giving all the relevant authorities the power to do whatever necessary to close the road and such like. This is the same legislation under which the Tour can take place in Yorkshire on Saturday.
That then just left all the towns and villages. We had numerous meetings with the county councils: Kent, East Sussex, West Sussex and Hampshire because the Tour want money to come. To be a start of finish town back then was around £100,000.00, which is quite a lot of money. And that was just for the Tour to come, so not including your organisation costs. All of that had to be negotiated through all of the various councils, but I think we had the political network working for us, everyone at Portsmouth City Council was up for it. By then a momentum was gathering and rumours started to appear. Cycling Weekly would phone up every so often and ask “what is going on?” “well what do you think is going on? I haven’t heard anything?”, all this bluff and counter bluff. Cycling is a small world, so they recognised that if they blew it then it could lift the lid on the whole thing. They were bound into it as well. Gradually we ticked off all the councils putting up the money for physical improvements. After this operation had been put into place the roads on the planned the route had never better for cycling; whole stretches were re-tarmacked because none of the councils wanted to be known for having bought a rider down.
The next part of the operation was to simply identify all the businesses that would be affected; banks, supermarkets, retail outlets, etc. Staff would have problems getting in due to the roads being closed at five in the morning. Deliveries would not be able to take place and cash points would not be refilled. Memorably I researched every crematorium, cemetery and undertakers on 25 miles either side of the route in order to write to them saying “please be aware that on this day restrictions will be in place and you might not have access for mourners, don’t book funerals for that day”. Similar to this, part of the route was going up Ditchling Beacon where a very rare orchid grows, so rare that its location is kept a secret. Naturally the Environmental Agency were worried about it, so the area was coned off and marshal placed there specifically to protect this plant from cycling fans and plant collectors alike.
Then it was just down to getting people along the route to buy into it; we persuaded villages councils and the Department for Education to allow schools to close for the day so that their pupils were able to watch the race. By the time we had the national launch, Cycling Weekly was planning events and their editor, Martin Ayres, came on board on a freelance basis to help with the writing of our newsletter. Through our newsletters we were having to inform people who had never heard of the Tour de France what it was about. We had to get out there and convince the people who, not only did not cycle, but disapproved of cycling in general. All whilst keeping the cycling clubs and the aficionados happy. It all came together amazingly well, but it was a lot of hard work. During the winter of 93 -94, for three to four nights a week I was in village halls somewhere along the route; showing a film and telling people what would be happening. Often you would get people sitting there with their arms crossed saying “why should I pay my rates so that French men can race bikes past my house?”, we were dealing with that sort of mentality.
By all accounts this was a successful stage, but can you tell me if there were any incidents that you had to deal with? With that amount of people massed together surely some issues cropped up?
The only incident in the whole thing was during the Portsmouth leg, when a child stepped out onto the curb after the peloton came round. Unfortunately he was clipped by the wing of one of the official’s cars who were following the riders, and momentarily we were quite concerned. Thankfully the Tour stopped one of its medical cars and called up one of their helicopters. The helicopter landed just behind where it happened and took the child and his mother to the hospital for the check-up. He had a headache and was slightly bruised but nothing serious. In truth it was fantastic PR on the Tour’s part to of done that, it added hugely to the concept of goodwill.
Over the two days, the police estimated between two and three million people had watched at the roadside. It had huge television coverage relative to the time, I remember Mr Leblanc saying that we have already seen the biggest stage crowd for the whole Tour, and we were only on stage four and five. The goodwill that was generated was just amazing, it’s fantastic anywhere you go on the Tour anyway, but the friendship and fun that was being had was truly magic. It laid the groundwork for the Tour to come back to England.
What would you say the aim was in bringing the Tour here, and what legacy did it leave? What do you think it brought to the city?
The immediate aim was to inform as many people as possible across the world, that there is a city called Portsmouth on the south coast of England. A city with an important heritage and history. A city that is open for commercial business. We were the people that started this whole thing, we are a city with a “can do” spirit. We are international and friendly. This was general promotion of sorts, for all kinds of different reasons and messages, and we very much hoped to ignite greater interest in cycling. Not to mention greater investment in cycling on the part of the city. We are on an island, the highest point in Portsmouth is twelve meters above sea level, it’s difficult to think of somewhere better, perhaps Cambridge apart, in physical terms for cycling. And yet the provision within the city is not good. Unfortunately I think Portsmouth just didn’t managed to capitulate on the immediate legacy of the Tour to achieve a tipping point that could be built on. In a way that you could argue that London has done with the Boris Bikes. There is still more work to do and I don’t entirely see who is doing it and where it is coming from. Southsea Cycle Club and various community projects are doing a great job in making it visible, but I don’t think it’s really come together as a critical mass in Portsmouth.
What really makes me sorry is if you cycle up of down the back or Portsdown Hill, you can see where the cycling tracks have been laid and marked out, but the tarmac has almost worn off. There is just the faint trace of a bike as you come up from Waterlooville and I think that is ever so sad, it’s symbolic of the tokenism that prevailed in the end in Hampshire and Portsmouth. They were given an opportunity to make themselves famous permanently in England as the cycling city, but the momentum was never really achieved in the first place. It was a very successfully stage and I think the longer term legacy wasn’t in the immediate benefits to the people who ride bikes in Portsmouth. However, to the cycling community in Britain as a whole it has had enormous benefits; it worked by laying one of the first foundation stones in what you could describe as a cycling wall. In the next course of bricks above Portsmouth 1994 you have Dublin in 1998, and then a couple courses of bricks above that you have London in 2007. Next you have smaller bricks above that: Mark Cavendish and Bradley Wiggins. Riders who, as kids, might of watched Portsmouth on Channel 4. I would love to know if Mark Cavendish did and whether it fuelled his desire to be part of such a legendary event. You cannot quantify this part of the legacy. By this weekend, Yorkshire 2014 will be at the top of the wall. Yet when you look closely; Portsmouth is still right there at the bottom, as a foundation stone. This is where it all began.
I would like to express a huge thank you to John & Jan for allowing me into their home and sharing this great story with me. The 101st edition of the Tour De France begins on Saturday the 5th July, with ITV and ITV4 covering live stages and providing nightly highlights.
With the 101st edition of the Tour de France due to begin on Saturday and a summer of sport well underway, I believe the time is right to delve into the past and look to when the world’s greatest cycling race crossed the channel to our shores. On the 7th of July 1994 Hampshire was gripped with cycling fever; a 187km long 5th stage was about to begin and end in Portsmouth. Half a billion eyes around the world were glued to television sets as the peloton, which included cycling legends Marco Pantani, Miguel Indurain, Chris Boardman and a young Texan called Lance Armstrong, powered past HMS Victory in the Historic Dockyard. For a day, Portsmouth played host to one of the most prestigious sporting events on the calendar. So how did this extraordinary day come about? In a two part post, I catch up with Southsea resident and ex-council employee John Bagnall, a key player in bringing the event to the city.
Hi John, thank you for taking time out to speak to us. First of all can you tell us what you were doing during the lead up to 1994?
I was the Marketing Communications Manager at Portsmouth City Council, it was looking after press and media relations.
And I believe that this whole venture arose from a discussion over a pub lunch, is that right?
My colleague David Knight, head of leisure for the city council said to me “What can we do that will really put Portsmouth on the map and be a counter point to the D-day commemorations? What is international, bright, young and youth orientated?”
So when you say the commemorations? This was the 50th D-day celebrations? Quite a big deal.
Yes, it was the 50th anniversary of D-day. So for a week at the start of June, Portsmouth became centre to the world in terms of commemorating the liberation, or the beginnings of the liberation of Europe. Clinton and the Queens were here, many world leaders came to Portsmouth and stood in a special bandstand built on Southsea Common. There was a huge international flypast, I think a couple of hundred planes came over Portsmouth; Spitfires, Lancaster Bombers, Flying Fortresses, it really was the world solemnly marking D-day and the beginning of the end of World War Two.
OK, so press-wise, a pretty good window of opportunity here. What was discussed over lunch?
As I said to David over that pub lunch “Hey, why don’t we bid to get the Tour De France to England?” I’d never really thought at that moment there was a realistic prospect of getting them here, I just thought the council would probably laugh it out of court anyway. Even if we did get as far as sending an invitation to them they would just turn round and say “I’m sorry, why would we come to England? You have no history or heritage of cycling”.
So to add a little context, I believe The Tour had come to England once before? In 1974?
Yes, the time before they raced on the newly completed, but not yet opened, Plympton By-pass near Plymouth. It was just coned off at each end and they went up the dual carriage way for X number of laps. And that was it. I think a few hardcore cycling clubs came to see some of the riders of that time, but there was no broadcast coverage and precious little coverage in the newspapers. By all accounts it was very dull and very boring. The Tour didn’t like it because of the amount of time it took to get the riders there and then take them back again.
I see, so it seems like The Tour organisers weren’t exactly scrambling to recreate another UK leg?
No, the tour had no thoughts of coming to England ever again after the Plymouth stage. So during that pub lunch the idea really was to “fly a kite”, let’s do something a bit crazy. My argument to David was; they will probably say no even if they bother to reply, but I can still get some publicity out of that. Perhaps a little story into the cycling friendly The Guardian about how a town in Portsmouth bids to get France’s biggest sport event there (wry laugh)… So David and I went to talk to a guy called Richard Tryst who was the chief executive of the council. Richard was quite a frightening man with a hawkish and cynical sharp manner, but he didn’t suffer fools gladly. He liked boldness and directness. We went to see him and basically said “it’s crazy but we think this is a good thing to do, it ticks all the boxes of what the council are looking at”. He sorted of nodded and said “well yes, there are a lot of other questions to answer as well, but we’ll keep this alive”.
Richard bought in the then leader of the conservative council, a guy called Ian Gibson, who like all local politicians that get to be leaders of the council, was a very upfront, bold and visionary guy. And he got really excited about it as well. So on the 18th of December 1990 I drafted a letter to Henry LeBlanc who was the president of Amaury Sports Organisation, which was the company that controls the Tour De France. And about two weeks later they came back basically saying; “Subject to commercial confidence we are interested, and we are very grateful for your support”. They went on to explain that the Tour at that time was losing direction as the Tour De France; it had this great tradition attached to it but it wasn’t going anywhere with it. What they were trying to do was to introduce a policy that they called “mondialisation”. The organisers wanted to take it global and they were actively looking for other European countries that they could go to. They even discussed the possibility of, and this was back when people were excited by Concorde, to go across the Atlantic and even starting it in America or Canada. So to have an approach from an English city saying “what can we do to help?” was brilliant to them.
Could you perhaps detail some of the ins and outs of trying to organise an event of this scale whilst remaining compliant with the confidentiality agreement? Seems impossible to me.
We had to sign legally binding documents with them not to divulge the fact that they might be coming here, and from there it became a planning operation. The organisers want to be able to book up every hotel going within, in some cases, 50 to 60 miles of a particular stage town. And at a competitive rate too. If it was common knowledge that the Tour was coming to Portsmouth every hotel in Hampshire, Sussex and Dorset would be ratcheting up their prices. Not only that but we had to make sure that the public knew where to be and what they were going to see. We took care of safety and we made sure there were no embarrassing blockages such as level crossing gates being down. It was a massive planning operation that went into incredible detail; and day after day more and more levels of detail were added.
One of the first things that came up was that the Tour uses a massive bandwidth of transmission frequencies. Back then, before radios were used with the riders, the teams still had their private frequencies so that the Director Sportif could talk to the team cars and any other helpers he needed to contact. The race officials too needed an overall race frequency that everybody could listen to, as did the aid operations, the radio operations, the feeding operations, the signing operations and for the clearing up of the signing operations. The list just went on and one. Hundreds of frequencies and sod’s law would have it that was the most of them were in the band of frequencies used in the UK for hospital radio paging systems. There was no way that we could bring the Tour through with hospitals being disrupted and lives being put at risk because of radio interference.
Immediately we set up a meeting with a government agency called the Radio Communications Agency. This was a formal meeting with about 30 of their wise men. We bought over the communications manager of the Tour and a specialist from France Telecoms. During the meeting’s presentation you could see various people around the table shaking their heads; “impossible”, “far too hard”. But a couple of the right senior people listened intently, and one of them I think the deputy chief executive said “well look, I have no idea how were are going to do this because it will be a massive problem, but leave that to us, if we can’t solve it we shouldn’t be doing our job, we think we can do it.” Suddenly the head shakers were agreeing. We got their commitment. From then on the RCA also undertook all that was necessary to make sure that the hospitals, for those two days, would be working from a different wavelength and there would be no clash.
Another major issue was that the overall physical envelope of the Tour is massively more than just the peloton. You have the advanced publicity caravan, you have the people who would have gone over two or three days prior: putting up signage, checking access to the routes, checking where they can take off vehicles that might break down. All the kind of technical aspects. They are physically working several days, and perhaps hundreds of miles distance, from where the Tour is at that particular point. It is all part of the live event. Then you have the security operation that physically surrounds the tour: the motorbike marshals that escort the official’s cars, that monitors the press and first aid cars. They have their own radio frequencies and take up physical space on the roads. Amongst those you have the camera bikes that are filming the close-up of the derailleurs and the break-aways. They are beaming a signal up to a helicopter above and there will be four to five other helicopters covering the breakaways and the peloton. Each group of cyclists needing their own cameras.
For two days they would have to touched on Gatwick’s airspace and the approach path for Heathrow. I remember being in the office when Alan Rushton called Directory Enquiries (this was pre internet days) to get the number for the Civil Aviation Authority. He phoned up the switchboard and asked to speak to whichever department was responsible for closing the airspace above British airports. You could sense the stunned silence on the other end of the phone. Thankfully the CAA came back very quickly with a can do attitude. The only stipulation being that any emergency aircraft landings would have to take priority, but otherwise they would work with the French air traffic specialists to bring the Tour through safely.
Be sure to check in on Wednesday, when we bring you the second part of our interview with John. We will touch on what else was required to bring the race here and what cycling legacy (if at all) the Tour left, not just in Portsmouth, but for the UK.