As the escalator descends below ground at King’s Cross St Pancras station in London, the shift from what was already a hot station entrance to the furnace-like subterranean depths is perceptible.

On the tube it’s worse: a man leans back in his seat, eyes closed, sweltering; people hold electric fans an inch away from their faces. London commuters are known for their stoicism and the heat appears to be another tribulation to accept. They will need to: heatwaves in the capital are becoming routine.

“We’re quite lucky that this platform is almost empty, because when the platform gets packed it’s [like a] sauna,” Anna, a passenger at Oxford Circus, says. “When it’s peak hours, it’s quite difficult.”

Anna says she usually adapts well to hot temperatures, but even she finds the heat on the platform hard to bear. Craig, another passenger, says he has to travel in gym clothes and change into his work clothes at the office because of the heat on the tube.

London’s underground isn’t adapted for the 30C+ heatwaves that have hit the city over the last few summers. Lines such as the Victoria line – the deepest on the network – and the Bakerloo line – which TfL says has some of the oldest trains in passenger use anywhere in the country – are particularly bad when it comes to withstanding the heat.

Sharmin, a barista at the Pret a Manger stationed by the barriers at King’s Cross St Pancras, says she has seen people faint in and around the station. She finds the heat so oppressive that she has asked to go home early during some of her shifts this week. She wonders why there are no coolers or industrial fans set up near Pret or the barriers. “I’ve felt like I was going to faint,” she says.

A quick glance at the thermometer I’m carrying on this unscientific investigation shows that the station is about 30C. On the platform and tube it crawls up to 32C, and then at the Victoria line platform at Finsbury Park it hits 34C. In the UK, it is illegal to transport cattle above 30C; transporting people at 34C, though, might be becoming the norm.

It’s ten degrees higher underground than it is outside at this point, according to my iPhone’s built-in weather app. Between 8am and 9am the thermometer shows readings of 34C on the Victoria line platforms at Finsbury Park, on the Victoria and Bakerloo line platforms at Victoria, and on the northbound Bakerloo line platform at Oxford Circus.

Asher Minns, executive director of the Tyndall Centre for Climate Change Research, a partnership across several UK universities, says that tube tunnels are “basically radiators”, taking on the heat of the clay and concrete around them. The carriages, platforms and surrounding tunnels are also warmed by the hundreds of kilowatts of heat the trains produce while breaking. And the warmer it is outside, the worse it gets underground.

But Minns adds that the infrastructure is difficult to adapt because of its age and the surrounding clay. It will likely be years before the network is better suited to dealing with the heat, so for now he says the focus needs to be reducing risks to passengers.

“It can’t go on like this, and it’s not going to get any better,” he says. “[The underground] absolutely has to adapt to the impacts of climate change, but right now I think [the focus] has to be looking after passengers.”

He suggests limiting the number of passengers allowed to travel when the temperature is above a certain limit, or reducing the number of tubes in service during heatwaves.

Nick Dent, TfL’s director of customer operations, said TfL was continuing to invest in making the network more resilient and comfortable as hotter summers become more common, as well as introducing new air-conditioned trains on the Piccadilly line and DLR.

Dent added that the “short-term and stop-start nature of funding over recent years has meant that TfL has had to carefully prioritise its investment and – while remaining open to measures that will help manage the impact of increasing temperatures due to climate change – has focused on programmes that will see the biggest benefits to customers”.

Cross-Channel ferry passengers and the port of Dover face “utter chaos and miles of tailbacks” under the EU’s entry/exit system (EES) unless the technology is fixed or checks suspended by next week, MPs have warned.

The home affairs select committee chair, Karen Bradley, urged the government to “apply maximum pressure” on the French authorities to act on the EES before peak holiday traffic arrives at the port.

Dover normally experiences its busiest weekend by the time most schools have officially broken up for summer, so it expects traffic to peak from Friday 17 July.

The port said EES checks at the start of the May half-term holiday led to four and a half hours of delays, and it expects almost 50% more vehicles to travel through Dover this summer.

The warning came after the EU on Tuesday rejected calls by airports and airlines around Europe to suspend EES’s fingerprinting and facial recognition border controls, despite admitting to “20 difficult spots” where the system was causing tailbacks.

EU officials said only 20 of 1,500 border crossing points were “difficult spots”.

The committee of MPs visited Dover last week to see where the port had changed its layout using land reclaimed from the sea and installed 84 automatic kiosks for EES – designed to speed through traffic but which cannot now be used because of problems with the technology supplied by France.

Bradley said: “We saw for ourselves that there is going to be utter chaos next week unless the French authorities step up. And the people who will suffer are British holidaymakers and firms attempting to transport goods.

“The western docks currently serve as a processing centre for coach passengers undergoing the EU’s entry/exit system. But the £40m biometric kiosk facility meant for car travellers remains closed due to technology and software delays from French authorities.

“The Home Office must apply maximum pressure right now to either get this up and running or suspend the checks, otherwise there will be miles of tailbacks.”

The port’s chief executive, Doug Bannister, last week wrote to the business and trade committee to warn of the impact on local towns as well as transport, freight and trade if EES problems were not resolved. He said Dover could not use its facility because of “the inoperability of the EES kiosk technology, which is completely beyond the control of the port”.

He warned: “Without greater flexibility in how EES is operated during periods of exceptional demand, we will face repeated episodes of severe congestion throughout the summer holiday period.”

Bannister said traffic modelling showed “queueing cars spilling out of the port on to the public highway for miles. This simply cannot be allowed to happen, as both Dover and Folkestone will be severely affected.”

EES was launched last October after years of delays, with the ability for border police to temporarily suspend the system if deemed necessary to process all travellers – a discretionary power that will only last until September.

The International Air Transport Association has called for action on the checks, highlighting “delays and missed connections” in Portugal, Spain, Italy, Greece and Belgium, while Ryanair has warned of “queue chaos” in major holiday airports including Málaga, Alicante and Palma.

As Jane Ouartsi walked across a pedestrianised square in central London, on a Friday evening in early August three years ago, she linked arms with her partner, Dave Mathias, and told him how much she had enjoyed the afternoon they had spent together, eating pizza in Soho and visiting an art installation. It was the last time she can remember feeling properly happy and relaxed.

“We were walking quite slowly, talking about the art. It’s hard to remember exactly, but I think I was saying what a lovely lunch, and then all of a sudden there was a horrific impact,” she says. “I felt my spine and body split and I thought my life was over.”

Ouartsi, who is in her late 60s, can’t bear to watch the CCTV recording of the Lime bike accident that left her with such severe injuries that she spent a total of 36 days in hospital and 18 months learning how to walk again. Mathias flinches each time he sees it, tracking the progress from the left of the screen to the right of a young rider, possibly around 10 years old, as he speeds across the empty square and knocks Ouartsi over. He has had to study it repeatedly over the past three years as he has tried, and failed, to persuade staff at the bike rental company Lime to acknowledge the life-changing consequences of the incident.

Last week, the clip of the collision went viral as it emerged that the company has not paid compensation to the couple and has not responded to their calls for more to be done to stop rogue underage cyclists using the electric bikes illegally, flouting all traffic rules, cycling on pavements and jumping red lights.

“It has become like the wild west,” Ouartsi says, sitting on a pile of cushions in her west London flat, arranged for maximum comfort in the face of continuing stiffness and pain caused by the incident. She suffered a fractured collar bone, two spinal fractures and a badly broken femur that required three operations to fix. She says the medical staff at the central London hospital where she was treated had not previously seen such severe injuries, but were becoming used to treating patients with ebike-related damage. “They said it was happening more every week, that it was a drain on their time, fixing people’s arms and legs when they could be doing other work.”

The footage has attracted attention because it chimes with the ambivalence provoked by the rising presence of Lime bikes in the capital. Although there is warmth for the arrival of alternatives to cars, there is also unease that some of the bikes are ridden and parked irresponsibly.

Ouartsi, a retired Marks & Spencer shop worker, says she has become a different person since being hit. When she was discharged from hospital, ambulance staff had to carry her up to her first-floor flat and, for a year, she was unable to walk upstairs to her bedroom or to the bathroom – she had to have a single bed and a commode installed in the sitting room. “I almost forgot what it looked like upstairs,” she says. She spent weeks practising walking up steps, and Mathias, a joiner, had to take an extended period off work to help her recover, installing grab handles around the flat so she was able to manoeuvre herself into a standing position. It took months before she felt confident enough to take a bus, she still relies on a walking stick and the couple, who loved travelling to Scotland, do not envisage making the journey again.

“I’m made up of nuts and bolts and screws. I had to learn to walk again like a baby,” Ouartsi says, as Mathias pulls out an A4 file of X-ray photographs revealing different attempts by doctors to mend the complicated break in her femur. The titanium inserted into her leg buckled and failed, so it needed to be replaced. “I’m very scared of falling. I don’t want to go back to hospital again. It has been a horrendous time.”

Ouartsi wants the company to rethink the weight and the speed of the bicycles and impose stiff penalties on people who cycle irresponsibly. “I honestly don’t know how I survived. I was a broken china doll – it’s amazing how the doctors put me back together.”

In the abstract, Ouartsi and Mathias support the idea that cities should have more bicycles and fewer cars. A few years ago, Ouartsi enjoyed hiring Santander Cycles, which are not electric, and cycling around the perimeter of Hyde Park with her grandson. But their experience has hardened a sense that Lime and the owners of other ebikes need to take more decisive action to promote the safety of pedestrians and riders. They support the principle of making life easier for cyclists, but not at the expense of people who prefer to walk.

“People need to use them sensibly, on the road. I’d also rather they weren’t electric so that people could get more exercise,” says Mathias. “People zoom on the pavements because it’s dangerous on the roads,” Ouartsi adds.

Mathias still doesn’t understand why Lime has not done more to prevent children from riding ebikes. In the seconds after the impact, he shouted at the child, who went to sit by himself on a bench nearby and cried. He tried to take a photograph of the boy, but was prevented by a woman, who he thinks was the boy’s mother, who arrived some time later. When the paramedics were transferring Ouartsi into an ambulance, they disappeared before police were able to speak to them or take down their names.

“Neither of us want to prosecute a 10-year-old or his mother, but we needed a name on the form to claim on Lime’s insurance,” says Mathias. Without a name, securing any payment of damages has proved complex. The police closed the case, and an attempt to work on a no win, no fee basis with solicitors ended because, the lawyer said in an email to Mathias, the rider had not been identified, so it was not possible to make a claim.

In October 2024, Mathias was at a well-attended meeting in Kensington town hall, where representatives from Lime, and other ebike firms such as Forest, were there to listen to residents’ complaints about the rising number of poorly parked hire bikes. Charities representing blind residents and people with limited mobility have detailed how difficult chaotic parking has made navigating parts of London with looser regulations about returning ebikes. Mathias took the opportunity to tell Lime publicly about his partner’s injuries. “Mostly they were elderly people there complaining about the bikes being strewn all over the pavement,” he says. “When I got up and said my piece, people gasped.” Two Lime representatives came to speak to him afterwards and offered to help.

“We were really sorry to hear of your experience and we want to do everything we can to support you,” a senior public affairs manager emailed him the next day. Another email from Lime promises: “We are dedicated to ensuring that your concerns are properly addressed.” But somehow, this help has not materialised. A message sent via the Lime Claims Management System in January of this year offers “deepest regrets regarding what your wife Jane and yourself have been through as a result of this incident” but states that the firm has again reviewed its records and been unable to find details of who rented the bike or the identity of the rider.

“This vehicle was not being used as part of an active ride. As the rider was using the vehicle illegally, we have no record of the trip having occurred and no information on the rider,” the message notes. “Without any further details regarding the user’s identification we are unable to provide any further support on the incident at this time.” At one point, Lime told Mathias that they were willing to make a financial gesture, with no admission of liability, but this offer has not materialised.

Robert Goodsell also experienced difficulties securing compensation for his wife, Helen, 79, after she was struck by an underage rider, also riding on the pavement, as she stepped out from her front garden on to the street in north London in 2024. The video of the collision, filmed from their doorbell camera, gives a sense of the speed of the impact.

Her injuries were minor, but she still feels stressed when she sees Lime bikes on the road. When Robert tried to make an insurance claim on her behalf, he discovered that Lime’s insurers were unable to settle because the rider was underage, which was an exclusion under the terms of the insurance policy. Lime later offered a modest ex-gratia payment, without admission of liability.

He suggested that safety rules should be stencilled on to the bikes, setting out that bicycles must not be ridden on pavements and riders should not go through red lights, but although Lime expressed polite interest in the idea, it was not implemented.

“The challenges I would like to put to Lime are: why do they refuse to put basic safe riding guidance and rules visibly on their bikes? Why do they not visibly number their bikes so that the public can report bad behaviour?” he says. He also believes it would be helpful if the company was able to limit the bicycle’s speed in pedestrian areas.

The solicitor Sam Collard, the head of cycling accident claims at Osbornes law, says that for the past 18 months his firm has been receiving about 10 inquiries a month, with the vast majority involving Lime bikes, although there were also people wishing to claim damages against other ebike providers. Claims are divided between pedestrians hurt by cyclists, riders who have been injured by defective bikes while cycling and riders with fractures caused by the sheer weight of the bicycle falling on them, a phenomenon known as “Lime bike leg”. “It ranges from cuts and scrapes to more serious issues – brain injury, fractured skull. We’re in the process of settling a number of cases, with payments of between £20,000 and £100,000.”

Collard acknowledged it was more complicated to receive an insurance payout when the identity of the rider was unknown. “But certainly, morally, they have questions to answer about how a 10-year-old came to be riding their bike,” he says.

A private briefing prepared for Transport for London’s safety panel, and seen by the Evening Standard, showed that hire bikes, such as the battery-powered cycles provided by Lime, Forest and Voi, accounted for 32% of cyclist v pedestrian crashes attended by police in the capital in 2024, up from 3% in 2017. TfL figures also show that there was an 8% rise in serious injuries to people cycling in 2024 (the last period for which records are available), but notes that this increase is heavily outweighed by the 39% increase in cycling journeys recorded since a 2010-14 baseline, suggesting serious injury per cycle journey has reduced.

A spokesperson for Lime said: “Our thoughts are with Jane and her family, and we are sorry for the distress this incident has caused. We take incidents like this extremely seriously. This situation has been carefully reviewed and handled in line with our policies. We are also sorry to hear about Helen’s incident. Safety informs everything we do – from how we design and maintain our vehicles, to our rider education, and how we work with cities.”

The firm said the bike involved in Ouartsi’s accident was stolen and ridden illegally, not rented, and added that more than 99.99% of Lime trips in London last year ended without a reported incident. Lime launched a redesigned, smaller rental ebike, with batteries repositioned towards the back of the vehicle, earlier this year, rolling out 1,500 new cycles, in addition to the fleet of up to 50,000 dockless ebikes it already operates in the capital.

Lime fines riders who end their journeys in unauthorised places, with fines ranging between £2 and £20 and repeat offenders can be banned. The firm slows bikes down when they enter “go slow” areas, such as Regent’s Park or Hyde Park in London.

Mathias wants to be positive about these improvements, but is frustrated that the significant impact of the accident on their lives has not been recognised.

“The psychological impact of what happened is far reaching,” he says. “Jane and I had hopes and dreams for retirement and our future together which have been blighted.”