London Cyclist June-July 2011

magazine of the London Cycling CampaignJune - July 2011

2012 ELECTIONS Have your say on the new website forum

20's PlentyWe look at the socio-economic benefi ts of lower speed limits

LCC's big summer ride

TESTED: Road BikesFour new models for fast commuting or weekend sportives (p42)

Join us for picnics and theatre at Greenwich Fayre01_cover.FINAL.indd 101_cover.FINAL.indd 1 11/05/2011 11:5311/05/2011 11:53

AND MUCH MORECHECK ONLINE FOR DETAILS WWW.CHAINREACTIONCYCLES.COM - WORLDS LARGEST ONLINE BIKESTORE

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June-July 2011 London Cyclist 3

Editorial contactsEditor: John Kitchiner; [email protected]: Anita RazakCommunications: Mike Cavenett; [email protected] contributors: Ashok Sinha, Tom Bogdanowicz, Charlie Lloyd, Matt Mallinder, Gerhard Weiss, Rik Andrew

Advertising contactMarcela Ahmeti, 020 7657 1831; [email protected]

Contribute to the magEmail [email protected] to discuss feature ideas

www.lcc.org.ukFor the latest news, campaigns and events info, visit the LCC website. Also sign up for our fortnightly e-newsletter

Editorial, copyright & printing policyLCC is not aligned with any political party. All views expressed in London Cyclist are those of the authors and are not necessarily endorsed by the editor, nor do they necessarily refl ect LCC policy. Editorial content is independent of advertising. All material is copyrighted and may not be reproduced without the written permission of the editor. London Cyclist is printed by Wyndehams on paper made from 80 percent recycled waste and 20 percent sustainably-managed forest.

London Cycling Campaign is a charitable limited company, reg no 1766411; charity no 1115789.

news, letters & opinionNews Local stories, city-wide campaigns and launch of LCC's new website 4Letters Your bi-monthly comments, queries, rants and raves 10Ashok Sinha Invites members to join the online debate about 2012 campaigns 13 Zoe Williams Considers the recent law change on dangerous driving 15

features2012 campaigns Looking forward to next year's Mayoral and Assembly elections 1620mph Anna Semlyen explains the socio-economic benefi ts of lower speed limits 20Last word on LIPs What's your borough's policy on HGV safety awareness? 24Route Assessment How to grade a route in terms of cycle-friendliness 38Best Rides in London Exploring the districts of Camden and Soho 30London interest How the campaign to save Herne Hill velodrome is progressing 32Have Your Say LCC members discuss the pros and cons of shopping by bike 36Tech Beginners' guide to electric bikes and what to look out for if buying one 38

reviewsBikes Four sporty road bikes ridden and rated by our test team 42Product Summer cycling clobber and useful accessories reviewed 45 Books Vintage postcards, guidebooks and tomes on professional racing 48

membersGroup news What's happening in your local area, plus two-month rides listing 51Interview New series of mini interviews with colourful London cyclists 58

2 Newhams Row London SE1 3UZ

020 7234 9310 www.lcc.org.uk

LCCS STRATEGIC AIMS Promote cycling to the people Redesign our streets for cycles Promote cycling to our politicians Make cycling diverse and inclusive(www.lcc.org.uk/strategy)

MEMBER BENEFITS Up to 15% off in bike shops Free third-party insurance cover Exclusive deals on bike insurance Free bimonthly magazine Free legal helplineCOVER: Steve Rutherford

LOCATION: Brockwell Park

WHAT LCC DOES Campaigns for change Supports our members Promotes London cycling

Contents

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NewsVisit www.lcc.org.uk for campaign updates and latest news reports

NEWS

+++ To receive a weekly e-newsletter on London cycling issues, sign up at www.lcc.org.uk +++

4 London Cyclist June-July 2011

More than 10,000 cyclists have signed up to support LCCs call for eff ective cycle awareness training for all council lorry drivers. Even before the petition was completed in May several London councils had begun to improve the training available. Most of the Biking Boroughs in outer London included funds for driver training in their bids for extra money made available by TfL in March.

The petition's aim is to get every borough delivering the on-bike training for drivers that was fi rst introduced by Lambeth in 2009. We are also urging every council to become part of the TfL FORS transport operators quality scheme.

Recent fatalities of cyclists in crashes with refuse lorries in Hammersmith and Edinburgh have dramatically shown the need for continuing these campaigns.

LCC will need the support of members in every borough to use the petition to change the way driver training is delivered for your councils HGV drivers.

Next step for lorry safetycampaign

Join the 2012 campaign debate on new website

Woolwich Coroner's Court heard recently that 31-year-old Adrianna Skryzypiec, who was killed by a lorry in May 2009, had been dragged for 140 metres, but that no witnesses saw what happened. The lorry driver who killed her did not stop.

The fatal crash took place at the junction of Woolwich Road and the motorway-style A102 link road from the Blackwall Tunnel, which is on the proposed

route of Cycle Superhighway 4, due to be launched in 2014

According to the coroner's verdict (reported on road.cc), the driver of the lorry which was believed to have killed her, John Lashbrook of Sittingbourne, said he was unaware of Adriannas death until six weeks after the incident. Lashbrook had initially been charged with causing death by dangerous driving, but the case was dismissed before trial.

A CPS spokesperson said: "CPS London decided it was in the public interest to prosecute, but before the trial the defence team argued that Mr Lashbrook could

not have seen the cyclist and was not aware of the accident until he was arrested. The trial judge accepted the submissions and ruled in their favour."

No justice for cyclist killed in Woolwich

As described in the last issue of London Cyclist magazine, the LCC Board of Trustees has come to the view that changing our name from London Cycling Campaign to London Cyclists would be in our best interests. This change would be part of a package of measures to increase our membership, give greater impact to our campaigning and achieve better fi nancial security.

We announced that all members would be invited to feedback on this rename during April. However, because the response was slow to gain momentum, weve decided to extend the consultation period, with full details on our new website (still at www.lcc.org.uk).

Were tremendously excited and proud to announce that our new website has gone live. As described above, well be using the website to poll members on the name change, as well as asking all members what issues are most important to you for our 2012 mayoral campaign (see p16).

Indeed, the results from the online feedback will determine what campaign we run in the lead-up to the mayoral elections next year, when well

push for bold and ambitious pro-cycling policies from the leading candidates.

So go to the new website and have your say today!

DANGER ZONE: Blackwall Tunnel approach, earmarked for Cycle Superhighway

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Documents requested by LCC show that Transport for London was working on a more cycle-friendly double T-junction plan for Blackfriars as long ago as 2007. The designs were originally supported by the City of London and echoed similar proposals from LCC and other campaigners.

TfL says the plan was dropped because of capacity and space issues. In its response to the recent consultation on Blackfriars junction, LCC has called for the cycle-friendly design to be reinstated as a basis for improvements.

TfL has acknowledged that the current TfL/Network Rail junction design is based on out-of-date 2007 statistics for the number of cyclists riding over the bridge. Since 2007 cycle fl ows across Blackfriars have increased sharply (they doubled from 2006 to 2010), while car use has dropped.

The 2007 proposal for the

Blackfriars junction would have eliminated the skewed gyratory as well as the teardrop island in its centre. And a straight-through route along New Bridge Street would have had one T-junction at the Embankment and another at Queen Victoria Street. The gyratory would also have been removed and the need for cyclists to cross lanes of traffi c when approaching the bridge would have been eliminated, plus all cycle lanes would have been retained, with a public space created outside Unilever House.

LCC submitted detailed proposals to improve safety for cyclists to the TfL consultation, which closed on 15 April 2011.

+++ LCC local groups organise bike rides throughout the year see page 55 for a full listing +++

Extra 5 million to combat air pollution

TfL dropped bike-friendly Blackfriars plan


London's air quality is so bad that Transport Secretary Philip Hammond has put 5 million into a 'Clean Air Fund', some of which might be spent on measures encouraging cycling. However, it's expected that most of the money will fi nance ongoing trials to wash particulate pollution away from the dirtiest streets, and on low-emission buses.

The Mayor of London also announced subsidies for businesses to buy new vans and minibuses, replacing the worst polluting vehicles.

London has been breaking legally-binding European targets for particulate matter PM10 and nitrous oxides for several years now, and is in danger of incurring fi nes that could run into hundreds of million pounds. The Depart-ment for Transport has said the Clean Air Fund could also pay for Travel Plans for local businesses, traffi c-smoothing, no-idling zones, local cycling and walking schemes, and tree planting. However, it's not clear how money would be allocated, or which cycling and walking schemes

would be eligible. The money will be backed by a

new Clean Air strategy for London, which is also a condition of the EU's temporary exemption from air-quality standards. The new strategy must be in place by 11 June to satisfy EU offi cials.

Since coming to offi ce in 2008, the Mayor has introduced several measures with a detrimental eff ect on air quality, including: scrapping the western extension of congestion charge zone; reducing twice-yearly inspections of black cabs to a single annual

test, though vehicles regularly failed the bi-annual tests; and delaying the introduction of the Very Low Emission Zone for central London, which was due to come into place in 2008, and would have required mid-sized vehicles like work vans to reduce the level of pollutants in their exhaust emissions.

London has consistently been found to have some of the worst air pollution of any city in Europe and it's estimated around 4,300 people die of illnesses related to air pollution in the city every year.

Ruben de Rijcke

Community bike shop Druid Cycles in Bermondsey is appealing for people to be on the lookout for a large number of distinctive bikes stolen from its workshop on 25 March. The thieves stole 15 men's bikes, one tandem and a tricycle with a sound system, as well as all the shop's tools and new parts. You can see the bikes on their website www.druidcycles.com.

Owner Thor Burkard said: "We're relying on tool donations from other bike shops and cyclists so we don't go out of business."

Anyone who thinks they recognise one of the bikes should call the police on 999, as well as contacting Druid Cycles on 07551 016380.

Have you seen these bikes?

We previously wrote that the Mayor had refused to amend the London Plan as regards cycle parking standards in new developments. We have now been told that while the Mayor will not amend the Plan in the present mayoral term he has told TfL to draft a revised version of the out-of-date standards. This is due in September. It may come too late for some boroughs which are drafting their new standards right now.

We are therefore asking each borough to adopt standards above those in the present London Plan. Only Hillingdon currently has the high standards that can meet the needs of local workers and residents who cycle.

Cycle parking standardsamendment


+++ Find a comprehensive archive of London Cyclist news and features at www.lcc.org.uk +++

NEWS

A new report commissioned by the London Assembly's Health & Public Services Committee, shows that London has the worst childhood obesity in the UK. The report, Tipping the Scales,also reveals that poor health caused by obesity in adults costs the capital nearly 1 billion each year.

The cross-party report criticises the Mayor for not taking strong enough action to tackle the obesity crisis, despite the issue being named his 'number one health priority'.

LCC's Mike Cavenett said: "Cycling and walking are a proven way to reduce obesity, but sadly it's now rare to see families riding their bikes together on London's roads.

"Road danger, both real and perceived, is a major deterrent to adults and children cycling regularly and the Mayor could address this by putting high-quality cycle tracks on the busiest roads, reducing speed limits and blocking rat-runs in residential areas."

Obesity crisis costing 1 billion per year


Make your mark on mapsThe 14 London cycling guides, fi rst published in 2001 by Transport for London in partnership with LCC, were the successors to LCCs own London cycle route maps. More than three million maps have been distributed, making them one of the worlds most popular cycling publications.

TfL is currently considering a number of amendments to what are now known as the Local Cycling Guides, and plan to carry out a small-scale audit of routes this summer.

LCC members have already submitted dozens of corrections and suggestions for improve-ments. There was a unanimous call for the central London map to include arrows showing one-way streets, as in all the editions until the last one. TfL says it will be taking this into account.

Another likely improvement will be the inclusion of all the Cycle Hire docking stations. It has also been suggested that the maps feature icons where cycle

shops are located. The fi rst edition of the maps had bike shop addresses on the reverse side but this was dropped when the maps became double-sided. It is expected that the new edition of the maps will be released in Autumn 2011.

Join LCC for a special summer rideLondon Cycling Campaign is inviting members, friends and family to join them on Sunday 26 June for a leisurely social ride from central London following the path of the Thames to historic Greenwich.

The ride follows a similar route to Colin Wing's Docks and Ducks ride featured in the April-May issue. The free event is suitable for all ages and abilities and will bring together cyclists from all LCC local groups for the mass ride. The ride meets at

11am at Jubilee Gardens (next to the London Eye) before meandering via Southwark and Lewishams places of interest, and fi nishing at the Greenwich Fair. Riders will then have the opportunity to picnic together and enjoy the family-friendly event.

The Greenwich Fair draws inspiration from the fairs described by Charles Dickens in Boz, where travelling menageries, dancing booths and other traditional types of

Victorian entertainment drew in huge crowds. The Greenwich Fair at the Monument Gardens , Old Royal Naval College off ers a wide range of free events for all ages, with life-size Punch and Judy puppets, an outdoor aquarium and a Catalan circus. There is live entertainment along a tropical paradise theme with street theatre perform-cances and live music.

For more details of the ride visit www.lcc.org.uk.

Sign up for Gift Aid and help boost LC fundsLondon Cycling Campaign is now eligible to claim Gift Aid relief on all membership fees, which could raise funds of to 70,000 a year at no cost to members.

This is a vital boost to the organisation when funding for LCC is increasingly under threat. If you are a UK taxpayer, by signing the Gift Aid declaration, the value of your membership fee is increased by 25 percent by the tax man, equivalent to the value in tax that youve paid.

Members are being asked to tick the Gift Aid box when they renew or online at www.londoncyclists.org.uk.


Studio Meda a team of architects based in Camberwell has won the competition run by Better Bankside to design a new bikeshed for Southwark and the South Bank.

LCC's Ashok Sinha, who helped judge the competition, said: "The elegant-yet-economical

design not only provides sheltered cycle parking, but does so with an aesthetic that would hold its own outside any of Banksides statement buildings."

There are plans to install the winning bikeshed designin various locationsin the borough around the South Bank area.

+++ Dunwich Dynamo takes place on 16-17 July details at www.southwarkcyclists.org.uk +++

Agewell cycling courses expanded for 2011LCC celebrates its second year of funding from the Bicycle Association and local councils with another raft of cycling courses for the over-50s.

The Agewell on Wheels courses are aimed at giving people aged 50-plus the confi dence to get around London by bike. The courses were set up as a result of a pilot project in Hammersmith & Fulham in 2008.

Cycling instructor Gwen Cook who led the pilot project said: The courses enabled a number of older people to gain the confi dence to get back on their bikes. These people are still seen cycling around in London and have not only gained confi dence but improved their physical fi tness too.

In 2011 the courses will take place in four locations across London, targeting people from

10 boroughs. These are: Hammersmith & Fulham, Kensington & Chelsea, Camden, Islington, Brent, Southwark, Lambeth, Lewisham, Ealing and Hounslow.

London Cycling Campaign is delighted to be running the courses again, with the Bicycle Associations generous funding they kick off in June and run through until the end of August. There will be three sets of courses throughout the summer in each location and LCC will supply bikes for everyone taking part.

LCC chief executive Ashok Sinha said: Cycling is an excellent choice for over-50s looking for fun and convenient ways to stay healthy and active. The Agewell courses are a friendly and supportive way to get started.

In the future, LCC would also

like to expand the courses into more boroughs. We would like to attract a broader audience of people to use bicycles regularly in London. It is important to off er advice and intensive tuition to

these less supported groups, said Lucy Cooper, LCCs marketing manager. Call LCC on 020 7234 9310 and ask about Agewell On Wheels cycle training.

Camberwell architects win Bankside bikeshed prize


Competition winner gets VIP bike servicingAs LCCs Double Our Voice campaign moves into its summer phase, the winner of a years VIP bike servicing from Cycle Surgery has been drawn Rosemary McKeown (right) from south-east London. This competition was for all members who had recruited other members during the initial phase of the campaign.

LC asked the lucky winner a few quick questions:When did you start cycling in London?I started cycling in London in 2009 with LCCs Cycle Fridays, before then I just used to cycle locally to shops/tennis club. I commuted in three times with the Greenwich group and got hooked. I'm a lot fi tter as a consequence of going up Croombs Hill fi ve times a week and I still enjoy my commute, in fact I can't stand train journeys any more.Who, and why, did you sign up as a new member to London Cycling Campaign?I encouraged my partner to join because she started using the

bike hire scheme from Victoria to get to work in South Kensington. I think the insurance is a really valuable benefi t and I also enjoy the magazine, the riding tips are very useful, plus Zoe Williams makes some funny and astute observations.What's your favourite thing about your commute? Coming up over Blackheath and through Greenwich Park in the morning rain, shine or mist it's delightful. Then back over London Bridge in the evening, it makes me love London.What's your worst thing about your commute?The roundabout at Rotherhithe tunnel is daunting, you can feel invisible and vulnerable on a bike.

BETTER BY DESIGN: artist's impression of how Studio Meda's bikeshed will look


A cycling blogger who reported eight bikes stolen to the police, and highlighted the theft on her website, has had all the bikes recovered and an arrest has been made.

Charlotte Barnes (right), who writes the velopoly.com blog, appealed to readers to look out for the bikes on websites commonly used to sell stolen bikes, in particular Gumtree and eBay. And when a friend spotted one of them on eBay, Charlotte called the Met's Cycle Task Force and they sprang into action.

Charlotte said: "Within not much more than a day, theyd been in touch with eBay and got hold of the sellers details, paid him a visit and discovered a

house full of bikes, many of which were ours.

Whats happened is nothing short of a miracle and were absolutely delighted to have our bikes back. Of course, there are an awful lot of people who have helped make it happen. From the thousands of people whove read this blog, tweeted links or written about it on forums, to all the fabulous police and civilian staff who have worked on this case. I cant thank all of them enough.

You can read the full story at velopoly.com. Register your bike for free at www.immobilise.com. And if your bike is stolen make sure you report it to the police.

+++ Get a full listing of local maintenance classes at http://tinyurl.com/LCCmaintenance +++

NEWS Police raid eBay seller

and arrest bike thieves


A group of Newham youngsters protested outside the Olympic Park on Saturday 19 March to bring attention to the poor cycling facilities in their borough.

Earlier in the week, staff and young people from the Watersmeet Woodcraft Folk club had expected to address Newham Council, but the Mayor of Newham, Sir Robin Wales, refused them permission.

With no adequate cycling routes the young people had to navigate their way through very

congested traffi c. Jasmine Forbes, who joined the protest, said: "We wanted to ask the Mayor why the Cycle Superhighway wasn't allowed into Newham."

Suzannah Walker, chair of Newham Watersmeet Woodcraft Folk club added: The borough now has a multi-million pound velodrome, but no safe way of cycling there. If you want to protest about the lack of support for cyclists in Newham, contact the Mayor at [email protected].

Newham youngsters protest about lack of cycle facilities

Charlotte Barnes

TAKING TO THE STREETS: young people from Watersmeet Woodcraft Folk club

A 'London Marathon on Wheels' could be organised in the capital by 2013, according to the Evening Standard.

The paper says it has seen proposals for four possible routes and that the potential 3 million cost would be covered by entry fees and sponsorship. Based on the popular Cape Town Argus in South Africa, the ride would include 30,000 amateurs as well as well-known professional cyclists.

The event is similar to one proposed by LCC Board member and Argus participant David Love in 2004, which was for a

marathon-type cycle ride on closed streets across London. That proposal was considered by Transport for London under then-Mayor Ken Livingstone, but was transformed into the less costly London Freewheel event, now the Skyride, which last year attracted 80,000 participants.

The proposed cycle marathon could initially use the 2012 Olympic road race route before switching to one that includes more streets in London itself. The race would be organised by the UCI, the inter-national cycling federation, as a London leg of its World Tour.

Argus-style marathon set for London by 2013


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Letters

LCC NAME CHANGEInteresting reading Ashok Sinhas column in the April/May issue. I have personally thought for some time that LCC would benefi t from a name change that sounded more accessible to your average cyclist.

I believe that the single word Campaign in London Cycling Campaign possibly puts off a fair few people who imagine, wrongly, that LCC is purely a campaigning or political group. Yes its a very important aspect of LCCs work and so it should remain but a rebranding to something friendlier can only be a good thing in my eyes. London Cyclists sounds much more inclusive, or even London Cycling (just dropping the one word). Either way I think its a big step forward.James M, Kingston

LCC NAME CHANGE 2Thank you for the April/May 2011 issue of London Cyclist. For me, changing the name to London Cyclists compares with the impression on page 33 that London Bike Hub needs a skip as well as a spanner. Elsewhere in that issue, concentrating on the

fear of lorries invites the rejoinder that each vehicle can carry food of produce for residents of Greater London, while a rear pocket on a jersey can merely contain a Mars bar. John Keane, email

LCC NAME CHANGE 3I fully endorse the prospective name change and freshen up as suggested by LCCs chief executive in the last issue. My only concern is that the entire membership gets a say.

Im sure the overwhelming majority of members would welcome anything that brought new faces in and helped boost the coff ers fi nancially, but a vote or debate without being too protracted as to miss the popular summer cycling season is surely the best course in a democratic organisation?Carol Peters, Brixton

LCC replies: As youll read on page 4, the consultation period regarding the name change to London Cyclists has been extended to allow more members to join the debate. For all the latest info, visit www.lcc.org.uk.

BRIDGE OF SIGHS Recent roadworks at the northern junction of Chelsea Bridge and Grosvenor Road highlights the ongoing problems with poor cycle provision and entrenched indiff erence by local authorities (in this case by the London Borough of Kensington & Chelsea) to the needs of making safe existing LCN+ routes across busy routes and junctions.

The problem exists because people who make decisions about cycle provision do not necessarily cycle and therefore do not understand the conditions or circumstances that cyclists have to put up with. Even when monolithic authorities likeTfLengage with cyclists, it's often through an agent and formalised communication using formulaic feedback forms and surveys which do little to get a real understanding of what it's like commuting in the rush hour in busy places.

This junction at the northern end of the bridge is currently a potential deathtrap due to taxis and cement mixers doing right turns off the northbound

carriageway of Chelsea Bridge intoGrosvenorRoad, or viceversawith trucks speeding up to push through the lights turning left fromGrosvenorRoad into the southbound carriageway of the bridge.

What is really needed here is a Cycle Route Inspection Plan and Cycle Route Inspection Meeting (CRIM) with 'offi cers' actually on bikes doing turns at the junction during rush hour and observing with a video camera. Only then will they really understand what is needed, not a seated comittee of motorists debating behind closed doors in an air-conditioned offi ce at a town hall.

I suppose nothing will be done with any serious consideration until another cyclist is killed or maimed, Blackfriars Bridge being a typical example. Only then will a serious consideration for changes and investment be made at busy junctions in London.Martin Ireland,Battersea

CRAZY SOCKS COVER-UPGreg Hall may wear crazy socks, but in the photo on page 11 of the current issue (Letters, April/May 2011) he is wearing a camoufl age jacket. This is a jacket designed for you NOT to be seen in. Huh?

I wear bright colours, sometimes saturated yellow or orange, so that if someone claims not to have seen me, I respond bylooking at my jacket and asking"which bit of me didn't you see?".

Greg, love the bike, not sure about the socks but a camoufl age jacket?Andy Bebington, Croydon

WOMENS GEARSo six shorts reviewed in the last issue great. But only one pair identifi ed for women not so great. What about the remainder, perhaps unisex? Women's sizes available? No info given. Thanks brothers we hear where you're coming from.Terry, email

CHELSEA BRIDGE: local cyclists consider th e junction with Grosvenor Road a potential 'deathtrap' from lorry dangers

Comment, opinion, rants and raves send yours to [email protected]

LETTERS


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LCC replies: Actually two of the six shown were women's-only versions (Endura and Sugoi), while three of the remaining four are also available in women's options (though not spelt out clearly in the text). We have also featured plenty of other kit that's for women rather than men eg the excellent Helly Hansen and AnaNichoola kit in the last two issues, among others. We strive to review a range of gear in the mag, ensuring no gender bias; in fact we've featured more women's kit in the last two years than in the previous 20!

CAR PARKING PROBLEMMy local council, Hillingdon, gave a positive response after I emailed them about a car parking problem adjacent to the John Ralph cycle crossing, sending supporting photographs too.

The solution of a 'no parking' area is still open to objections in the planning stage, but I think it is the best I could hope for and shows that by highlighting problems to your council you can help improve the local cycling infrastructure.

Dont suff er in silence; make your concerns known.Ron Ryband, Hillingdon

HUB GEARED BIKESIn the review of the Genesis Day 01 Alfi ne (London Cyclist, Feb/Mar 2011), is the statement unclipping the gear cable to remove the wheel is a bit of a faff especially with frozen hands but with practice its straightforward an indirect

reference to the misguided (in my opinion) practice of normally removing the wheel to repair a puncture.

The chances of having to replace a tyre with frozen hands (when out and about in winter are extremely small). For a puncture a more likely scenario if removing a wheel is a bit of a faff , dont remove it. Lever of the tyre (on the non-chain side) with the wheel in situ, and pull out and patch the tube. To save valuable time, you can start clearing up during the three or so minutes you need to leave the rubber solution to dry.Colin Newman, Barking

HUB GEARED BIKES 2In describing the Genesis Day 01 Alfi ne (London Cyclist, Feb/Mar 2011), your reviewer repeats the common mistake of presuming that wheel removal is obligatory for puncture repairs, whereas a previously published letter [also from Colin, above Ed] negated this misconception.

Moreover, why didnt the reviewer question a bike fi tted with hub gear, but no chain

enclosure? Its a missed opportunity to assess the Hebe Chainglider a clip-on device that requires no fi xtures or attachment points to install.

Then again, why does London Cyclist devote space to featuring this kind of bike at all? Contrary to the articles claims, they are anything but ideal for commuting or touring: no mudguards, luggage rack, lights, chain enclosure, coat/skirt guard etc. And images like that of the scruff pictured on page 42 opposite do nothing to promote city cycling to the general public. The fact that the Barclays Cycle Hire bikes have proved so popular with casual riders would seem to endorse my point.

In 1995, I successfully took a motion to the LCC Annual General Meeting to the eff ect that LCC should press for a wider choice of bikes to be off ered to the UK buying public, to include more fully-equipped user-friendly models. In the ensuing 16 years whats happened? If they are mentioned at all, it is only the old-fashioned examples, which represent a mere fraction of what is available, and no-one from LCC has ever approached me to discuss possible strategies to advance the principle.

Apart from any other considerations, those few enlightened dealers who have taken a punt by stocking modern comprehensively-equipped bikes need to be given all the support and encouragement we can muster.David S Garfi eld, email

LCC replies: As we mentioned before, yes it is possible in some circumstances to fi x a puncture by not removing the rear wheel on hub-geared bikes but its often impossible to apply suffi cient leverage to refi t a tight (usually new) tyre without removing it from the frame. And wed say the growth of these urban crossers in bike company ranges (expanding for 2012) is testament to their popularity too. The fact that most manufacturers dont include what you refer to as commuting extras is so they can keep prices as low as possible and allow people to decide what accessories they actually need; while the bikes themselves come with bosses that make fi tting things like mudguards and racks a possibility if required.

CYCLIST FATALITIESAfter the cyclist fatalities of recent months, I am prompted to write. While I fully support the campaign for better training for lorry drivers it strikes me that cyclists ought to be able to learn from these incidents.

Could not the accident reports be made available so that, after time, familiar bad behaviour from drivers can be identifi ed and communicated. It's all very well saying "watch out for lorries at junctions" but we cyclists need to see details of the collision to learn from it. Is it possible for accident investigators to pass this information on anonymously?Tom Wallace, Brixton

If you can't wait for the next issue of London Cyclist magazine, you can fi nd a large archive of this subversive cartoon strip (based in a Wisconsin cycle repair shop) by visiting www.yehudamoon.com

Read more online


SITE FOR SUCCESS: in Hillingdon

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p12.indd 12p12.indd 12 11/05/2011 16:2911/05/2011 16:29

LCC's chief executive looks forward to the 2012 Mayoral and Assembly elections, asking all members to join in the debate via the new website

Many years ago, as a fresh postdoctoral researcher, I pitched up at a university meteorology department to start some work on climate change. Every Friday the old hands in

the department would run something they termed the weather game. Basically the idea was to eschew computer models and forecast the weekends weather by using only the tools that the founders of meteorology had at their disposal (weather station reports, on-site observations, looking up at the sky and experience). The winner was the person with the highest accuracy over a whole term.

There was an unwritten rule that nobody would routinely take the lazy option of persistence ie that the weather tomorrow will basically be the same as today. Why? Because even in a country with such famously capricious weather as ours, the safest guess for tomorrows conditions is no change. But of course a typical days weather does alter substantially, not least through the cycle of the seasons and the Earths climatic variations. So even if it sometimes seems like persistence is the norm, taking a less myopic view tells us that the opposite is true.

Higher ambition needed from politicians For me at least there is a little bit of a parallel between playing the weather game and assessing the climate for cycling in London. When viewed over the immediate horizon the outlook so often looks like persistence, with seemingly no end in sight for the cramped road space, combative road culture, poor routes etc that are the daily experience of so many of us. Yet (as touched on in previous columns) much has happened over a number of years to suggest that Londons political leadership has gained greater appreciation of the potential cycling off ers to enhance our city in so many ways. Nonetheless a fundamental question remains: do the competing party leaders have the requisite political courage to back the increased scale of action necessary to put us on a longer term pathway to genuinely cyclising London?

More of the same (however good) is not enough. The political priority for cycling must now be taken to much higher levels of ambition, with commensurate levels of delivery. Thats why, as signalled in my last column, we aim to run one of the biggest campaigns we have ever attempted during the lead up to the Mayoral and Assembly Elections in just under a years time. Youll see from the article on page 16 of this edition that we are asking every one of our 11,000 members to vote on the theme for this campaign, from a shortlist of ideas posted on our new online forum. I very much hope that you will cast a vote, and indeed engage in the wider online debates about what needs to be done

across a variety of issues relevant to cyclists, and how we as an organisation can better press for change.

Join the online forum debatesWhich leads on to something else touched on in previous columns: the above poll is part of a general process of revitalisation that is well underway; from our image through to our policies, from membership growth to fundraising, we are striving to improve. This includes the very important question of how we communicate, not just amongst ourselves but with the wider public. The issue of segregation provides a good, if hotly-debated example.

Quite correctly our policy is that segregated cycle tracks are the right solution in select circumstances. But because so much of our work focuses on individual junctions, cycle training for kids, funding levels etc, we rarely mention the S-word in practice. This gives the impression that we are antithetical to segregation. This is of course false, and its perfectly possible to be clearer in expressing ourselves without abjuring our belief that a complex mix of solutions is needed London-wide. So, for example, lets state right now that places like Stratford High Street, the Victoria Embankment, Lambeth Palace Road and several other urban motorways are (at least in part) prime candidates for segregated facilities, as part of a wider package of measures. Saying so doesnt shift us into narrow ideological territory, but instead actually underscores the breadth and coherency of our policy. It also helps us articulate that London can and must move beyond persistence and adopt the full toolkit of measures that Londons diverse cyclists and indeed all its citizens deserve.

Whatever we do at the centre however, amidst all the changes to our work that are underway, we mustnt forget that the most important voice in this organisation is yours. You can help us become an even better advocate for the things you want and need. You can determine the impact we have on the Mayoral election and the infl uence we have on Londons authorities. So do log on, vote and have your say.

Help us become an even better advocate for the things you want and need. Log on and have your say

Ashok Sinha

BEST RIDES INLONDON

OPINION


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How a free hi-vis vest got our regular columnist assessing the AA's involvement in cycling and the latest rule change on dangerous driving

While my beloved, C, was away on business, I got a parcel from the AA, containing one enormous fl uorescent bib and one helmet with one of those built-in lights that fl ashes

red on the back of your head. I cannot tell you how excited I was. Only a couple of days before, a guy in a van had nearly killed me, turning left right on top of my az (as they say in 80s disco), and although I cant say he responded well to my torrent of recrimination I dont think he did it on purpose. I could not, whichever way I sliced it, divine a murderous subtext. So I could only assume that he didnt see me, and Id already decided to dress a bit less like Miss Marple and a bit more like a man doing roadworks, even before the coincidental arrival of my free jerkin. Imagine my delight. Plus, I didnt even know those inbuilt-light helmets existed, I assumed whenever I saw someones head fl ashing that theyd pinned a regular light to their head with some Kirby grips or a Victorian hair comb.

The fi rst thing that happened was that C came home, found the huge vest in the bedroom and immediately accused me of having an aff air with an AA man, though I cannot to this day tell you whether he thought I was having an aff air already with someone who just happened to work for the fourth emergency service; or that Id called the AA, with the specifi c purpose of commencing an aff air. The second thing that happened was that the light stopped working. I think they are a bit tinny and cheap, and if you want my advice on the subject of rear-end lighting, I would just stick a red light on your bike in the time-honoured way

The third thing that happened, unrelated to my AA gift, was that new measures were suggested by the government, whereby dangerous drivers would be issued on-the-spot fi nes, and cyclists were supposed to be pleased. I struggled with this: any policy-making that involves policemen going up and getting cash out of people always strikes me as a bit juvenile. It sounds like a good idea for about two minutes, but then you realise how much it would cost to administer.

Fines for dangerous driving?You will recall, of course, that the police already have this right over cyclists theres a 30 pricetag on cycling on the pavement, jumping a red light, going the wrong way down a one-way street, plus a hefty 1,000 on being drunk or high, but apparently they rarely enforce it. I was threatened with a fi ne for talking on my phone once, but they let me off . I discovered later that theres no real law against that I mean, theres a dangerous road use umbrella, but its never been put to a test case whether a competent cyclist really

needs to use both hands and concentrate on the road. So I probably didnt need to do all that shameful grovelling...

This is why were meant to be pleased that the fi nes might soon apply to motorists: theres an expectation of sour grapes between the two and four-wheeled communities, which is sort of absurd, because so many of us do both. I mean, dont get me wrong, if you had to write in your passport which you were, Id put 'cyclist' before 'motorist' every time and not just because Ive been doing it longer and am much less bad at it. Its part of my identity. Driving is just part of my shame-ridden reality, like karaoke.

But anyway back to this confl ict, which is supposed to motivate and enliven us, like men versus women or Man United v Man City. I thought I was too big for that kind of petty-mindedness and then it suddenly struck me: who does the AA think it is, sending safety equipment out to cyclists? How would they like it if LCC whimsically decided to send a home-breathalyser to motorists, with a jaunty press release saying 97 percent of cyclists agree that the roads would be safer if motorists werent drunk? Who put an automobile association in charge of road safety? It is so outrageously patronising and also slightly nonsensical, like putting a lunatic in charge of an asylum.

Maybe some new fi nes are exactly what they need. Maybe its the fact that we get fi ned and they dont that has made them so holier-than-thou in the fi rst place. In fact, I have an even better idea: forget the police, we could just authorise cyclists to issue an on-the-spot fi ne to any motorist who nearly kills them. Even if we kept the money, it would still work out cheaper than getting a cop to do it.

Huh. All that rage, from a free, colourful waistcoat. And Im still wearing it!

"Who put the AA in charge of road safety? It's like putting a lunatic in charge of an asylum"

Zoe Williams

BEST RIDES INLONDON

OPINION


Zoe Williams is a freelance journalist and columnist who contributes regularly to publications including The Guardian and New Statesman.

OPINION

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"A cyclised city is a civilised city." So said Mayor Boris Johnson in a now-familiar

phrase heralding his grandly-entitled Cycling Revolution. His predecessor Ken Livingstone had previously set the tone (and done a lot of the spadework), if less fl amboyantly: "We want nothing short of transformation in London," he said when announcing the highways concept that Mayor Johnson brought to fruition.

So far, so rhetorically good. We often focus on the past, analysing the delivery of each mayors proclamations. This time lets instead have a mini Socratic Dialogue about the future, seeing as the mayoralty is once again up for grabs in a just under a years time.

First question: is London a cyclised City? With only 2 percent of journeys made by bike (compared to a target of 50 percent in Copenhagen and a rate of 27 percent in the Netherlands as a whole) and with cycling promotion woefully absent in so much of our city planning and development, the answer must inevitably and indisputably be no.

Okay, so has London been put on a one-way street towards becoming a cyclised city? If the determinant of this is whether our leaders and public bodies have declared a durable, long-term commitment to continental-level cycling uptake with a concomitant, credible plan of action and resource allocation to match then the answer is again no.

Now a trickier question: if London is not on a trajectory towards being a cyclised city, then how to remedy the situation? This is where the devil lies.

Yet there is an answer that Im sure the vast majority of us agree with, which is everything. Its not as glib as it sounds.

Everything means (hold your breath) more money for cycle promotion, more road space for cyclists, lower volumes of motor traffi c, slower motorised traffi c speeds, more cycle training, safer lorries, more cycle awareness training for drivers, better wayfi nding, more segregated tracks, more mandatory lanes, no one-way streets for cyclists, ending rat-runs, providing ample and secure cycle parking, integrating cycling targets into planning gain, zero-tolerance cycle theft policing, opening up greenways, car-free routes, places and/or times, integrating cycling into public health, air pollution abatement and climate change mitigation strategies, stricter liability for insurance claims purposes. You get the picture.

Motivate mayoral candidatesBut, how do we get everything? With great diffi culty, of course. However the quintessential prerequisite for enabling everything to become possible is political will. We can have it all over time (or most of it, as other countries have) if our elected leaders consistently will it to be so.

Aha, therein is the nub of the issue I hear you say: how do we catalyse the necessary political will from those who would be Mayor? There is of course, again, no one answer. In an ideal world a charismatic leader of unimpeachable credentials would make the case for a cyclised city that was so clear, unarguable and compelling that the popular mandate for him or her to take the


CAMPAIGN

Ashok Sinha looks ahead to next years Mayoral and Assembly elections and their potential impact on cycling in the capital

London elections

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WHY CAN'T ALL CYCLE PATHS BE LIKE THIS? The popular route through Hyde Park sees thousands of cyclists each day

controversial decisions necessary would follow. But that doesnt look too likely, especially in this time of economic hardship.

In which case what sort of mandate must we inspire to galvanise the mayoral candidates? Another hard one, and it depends what we mean by mandate. A majority of Londoners ardently supporting pro-cycling measures will be diffi cult to build. But it may be possible to generate a groundswell of popular support drawn from across a wide-ranging cross-section of Londons population for the mayoral candidates to feel that taking London to the next level of ambition for cycling will have robust support and bring them plaudits.

Good in theory. But how do we harvest that popular, diverse and positive support for boldness from our next Mayor? Well, LCC believes it will be by running a popular, positive single-issue campaign that elicits energetic support from a large and diverse number of Londoners. If we can target a single totemic issue that, while not a panacea, is big enough to help pave that pathway towards a

cyclised city then we may have traction. Moreover if we can create a simple proposition to which the Mayor can only say yes or no, and which must be achieved within a single mayoralty, then well have something of real substance to which we can hold the winner of the mayoral election to account.

This is the point where I stop asking the questions and ask you to provide the answers. We want you, LCCs members, to decide what that transformative, single issue should be. All you have to do is go to our new website and vote for your favourite from a list of three options. But we dont just want this to be simple poll.

We also encourage all of you to engage in the debates on the particular merits (or challenges) of each of these options on our new online forum or indeed any other possibilities that members post there by way of alternatives. The more of you that vote and off er your views and comments the better. That way we can make a fi nal decision based on both the popular vote among members and the issues that have been thrown up during the debate.

CAMPAIGN


SHORTLIST OF OPTIONSBy the time you read this the fi nal shortlist of options will have been drawn up and posted on our website, each having coalesced from discussions involving active members, particularly drawn from LCCs borough groups. To give you a taster and hopefully to encourage you to log on to the vote as soon as you can heres a quick tour of the front runners at the time of writing.

Getting 100,000 children cycling to school regularlyChildren are our future, as someone once said. When given half a chance most of them love to get on their bikes and we know it does them good too, by promoting healthy lifestyles, increasing confi dence and independence and reducing the risks of obesity. To achieve this target the new mayor will necessarily have to promote a wide range of measures that will in turn help embed a wider cycling culture in Londons urban centres.

Give cyclists spaceDid you know that in some areas of London around 50% of journeys under two miles are made by car? Whilst access to a car is a valued asset for many of us, this is exactly the sort of distance that is well-suited to cycling. Think school run, shopping, attending worship, gym visits, getting a takewayWhat if we could encourage half of those short journeys to be made by bike? The argument here is that for that to happen we would need to make sure cyclists have much more share of the road on an ongoing basis but isnt that just the sort of thing we are after?

Smart ZonesWe often talk of cycling, walking and public transport (even staying put) being 'smarter travel'. Another take on this idea is being smarter about how we organise our local neighbourhoods. What if they were enriched through prioritising walking, cycling, play and social interaction, with car access on the periphery? And if such zoning were integrated into the planning process it could become the norm for Londons development. What better way to set the direction than a large, fl agship Smart Zone in every borough?


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CAMPAIGN

Long considered the Holy Grail of transport campaigning, Anna Semlyen from 20s Plenty for Us explains why lower speed limits can benefit society

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Motor traffi cs impact depends on its speed and volume. Speed is key. Tackling excessive speed

is crucial to reclaiming shared public space. Without lower speeds how likely is traffi c reduction? How moral is it to ask people to walk, cycle or use a bus without improving safety? Fortunately 20mph speed limits help everyone share roads fairly and improve quality of life for all.

In a collision at 20mph, 97 percent of cyclists and pedestrians survive. 20mph has also been proven to be seven times safer than 30mph. Additional 20mph benefi ts include reducing traffi c and pollution.

20s Plenty for Us, LCC and many others want default 20mph limits where people live. Our own research has shown that limits cost 1,100 per kilometre to implement and are seven times more cost eff ective per mile per hour reduced than zones (with traffi c calming).

Total 20 is social engineering rather than highway engineering. It relies on community engagement and driver agreement to signed limits with 'light touch' police enforcement. Some roads will have higher speeds where merited; zones and limits can be mixed.

30mph doesnt workOver half of British road deaths and serious injuries occur on 30mph roads (Environmental Transport Association report, 1997). Britain has the highest percentage of pedestrian road fatalities in Europe at 22.5 percent and one of the lowest levels of children walking or cycling to school.

Parents cite traffi c speed as the main reason why kids are not allowed to walk or cycle. It's not surprising a recent report from the London Assembly laments the still-growing obesity problem, which costs the city around 1 billion each year.

Authorities committed to 20mphOver 5 million people live in places like Islington, Warrington, Oxford, Bristol and Lancashire which have already installed town-wide 20mph limits for residential roads or are doing so.

Motorists benefi tFar from being anti-motorist, 20mph limits make drivers better off , healthier and greener. In fact, according to studies by the National Centre for Social Research (2005), 72 percent of drivers believe 20s plenty on residential streets. At 20mph there are fewer injured car users as there is longer to react to hazards. In Portsmouth there were 23 percent fewer driver casualties and 31 percent fewer injured passengers after two years of wide area 20mph limits. Elderly drivers had 50 percent fewer injuries and 40 percent fewer injured passengers.

Fuel use, CO2 and costs fall. In Germany, 30km/h (18.6 mph) zones led to drivers using 12 percent less fuel. Congestion is reduced and parking is easier. At 20mph more cars occupy the road space due to shorter gaps between each relative to 30mph, smoothing traffi c fl ow a favourite theme of the current London Mayor. Junctions are more effi cient as drivers merge into shorter gaps. Cleaner air quality particularly benefi ts those breathing in-car air, which is three times more polluted than the pavement. Standing traffi c reduces as traffi c smooths. Less fuel is burnt in transit and fewer overall trips are made by car. Car costs drop as insurance premiums fall; vehicles maintain value from less brake and tyre wear and fewer potholes. There are fewer road rage incidents. At 20mph independent child travel is safer, freeing up parents for more productive activities. Fewer work days are lost and there are widow, disability benefi t and care savings.

Unsurprisingly, the NHS fi rmly supports 20mph. The National Institute for Clinical Excellence (NICE) specifi cally recommends 20mph near locations that children frequent eg near schools and playgrounds.

At 20mph health inequalities reduce as fewer poor children die (Prof Danny Dorling, 2010). And it needs to be noted that primary age children cannot accurately gauge traffi c speeds beyond 20 mph.

The NHS in the north-west has even predicted that 140 children could be prevented from being killed

Photos: Mark Churly

SUCCESS STORY PORTSMOUTHPortsmouth fi rst took advantage of changes in transport guidance in 2006 to bring in a 20mph limit on 1,200 residential streets, without traffi c calming. Casualties fell by 22 percent in the fi rst two years. Whats more there has been a 7mph drop in average speeds on roads where previously the average was above 24mph.

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or seriously injured per year in its region if 20mph became widespread. Fewer roadvictimsfrees up facilities for other health needs.

Less risk encourages active travel whichcuts obesity and heart disease. With casualties down people suff er less stress from their liability for crashes and enjoy quieter neighbourhoods, improving mental health and sociability.

Studies have shown that lowering residential speeds to 20mph only increases urban trips by around 40 seconds.

What does it cost?Well Portsmouth spent 475,000 or 333 per street. Oxford spent 300,000. Its the equivalent of a couple of signal-controlled junctions. And payback is quick. Warrington found a fi rst year rate of return on its pilots of 800 percent.

DfT guidance includes roundel signs 60cm wide on posts at entrances and 30cm repeater signs. Most authorities use far fewer signs than in the guidance to cut costs and clutter. Many signs are due to re-entering 30mph roads.

Presenting 20mph to key decision-makersTotal 20 is winnable when presented well. Infl uential people are executive members for Transport (councillors in borough councils), directors of public health and the police. Inclusion of all road users and establishing it as a universal aspiration will gain

democratic change. We dont think it can be 'won' just

by cycle or pedestrian campaigners. If you are serious about achieving Total 20 then join with cycling, walking, disability, child, elderly and residents organisations as a 20s Plenty group to create a collective community commitment. Use tangible evidence eg petitions to empower councillors. Most councillors do not understand the diff erences between 20mph zones (with humps) and signed limits.

Campaigners must inform decision-makers of the benefi ts, costs and methodology of Total 20 as social engineering. 20s Plenty for Us has a huge array of quality research, advice, factsheets, facebook, blog and video clips to help. For instance, we will mail-merge press releases to local media/decision-makers if you provide their emails.

70 UK places have local 20s Plenty campaigns and London urgently needs more. Search online for www. 20splentyforus.org.uk to see if a local group exists near you, or why not start your own. Were free to join.

Ask for a starter campaigner pack and sign up to our newsgroup. You'll also get a free local website and [email protected] email forwarding; stickers, posters, leafl ets and Powerpoint presentations are available. Make use of our information and staff to win 20mph where you live. Our aim is simple to maximise the number of UK Total 20 implementations.

MORE INFOContact Anna Semlyen on 07572 120439 or via [email protected]. Or for more info on local groups inyour area, go to www.20splentyforus.org.uk, or join the Facebook group at http://tinyurl.com/ 20splentyonfacebook

CAMPAIGN

THE MESSAGE IS SIMPLE: 20mph limits not only save lives, but off er signifi cant social benefi ts

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The last word on Gerhard Weiss assesses the impact of the LIPs across London's boroughs, particularly regarding HGV issues how does yours shape up?


CAMPAIGN

Local Authorities in London have fi nalised their Local Implementation Plans (LIPs) setting out how transport

money will be spent over the next three years.

On the one hand cycling in London has never been so prominent in the public arena, in the media or even at City Hall. On the other, a new funding regime has done away with ring-fencing cycling money in favour of a more holistic approach, leaving local authorities to decide how much to spend on cycling. Has your borough seen this as an opportunity for cycling or not? Here's our take on whats in store for your area.

What are the Mayoral targets? 400% increase in cycling by 2026 5% cycling mode share across

London by 2026 Contribute to 66,000 new cycle

parking spaces by 2012 Reduce transport contribution to

carbon emissions Support Cycle Superhighways Support Cycle Hire Scheme

How is your borough doing?The ultimate test for your local LIP is, of course, the feedback from your local LCC group who will have analysed and responded to the plan. Here the general view is that most are nice in words but weak on action.

The phrase improve conditions for cyclists wherever feasible is far too common. Hackney Cyclists is the only local group that has fully endorsed its councils LIP asking for just a few minor corrections.

LCC has criticised the 5 percent mode share for cycling to be rather unambitious. Some of the 33 local authorities have already passed it or have potential to do so without extra eff orts. Plus 13 outer London Biking Boroughs have committed to pioneer cycling. Surely they cannot shy away from the modest targets set by the Mayor. Or can they?

We have a detailed analysis of LIP criteria on the website (www.lcc.org.uk).

A particular worry is cycle parking: TfL has acknowledged that the London Plan (on which standards are based) is outdated, resulting in under-provision at new developments. Whats more, implementation of even these poor standards relies on rigorous planning control, rarely enforced and easily ignored by developers. There is real concern that growth in cycling may be held back and we're urging TfL and councils to go beyond London Plan standards.

Our map shows how the boroughs are doing on HGV safety. London Cyclists is demanding cycling awareness training for all council lorry drivers and subcontractors. Ideally this would be delivered with on-road cycle training. At the very least a local authority should be registered with FORS (Freight Operator Recognition Scheme), a quality mark that ensures use of well-equipped and maintained vehicles and a good system of drivers professional development.

Our simple traffi c light system

therefore allocates green to those boroughs that already provide cycling awareness training following London Cyclists lobbying. Amber are those who are FORS registered; they could do better. Boroughs in red have neither.

It should be noted that some do face special circumstances. For example Barking & Dagenham has to deal with large amounts of HGV traffi c from operators based in the borough. So a focus just on the councils own HGV traffi c would only reach a fraction of the lorry traffi c in this borough. Barking &

Dagenham does work with those operators on cycle safety, but we believe FORS registration should be the least the borough could do as well.

You will notice there are several Biking Boroughs which have no plans for either becoming FORS members or providing cyling awareness training. For these there is really no excuse. They have made a commitment to improve cycling and they are receiving extra funding from which the budget for cycle awareness training would only be a fraction.

What LIPs reveal for HGV safety

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LIPs Borough (Biking Borough) HGV SAFETYBARKING & DAGENHAM (BB)BARNET

BEXLEY (BB)

BRENT (BB)

BROMLEY (BB)

CAMDEN

CITY

CROYDON (BB)

EALING (BB)

ENFIELD

GREENWICH

HACKNEY

HAMMERSMITH & FULHAM

HARINGEY

HARROW

HAVERING (BB)

HILLINGDON

HOUNSLOW (BB)

ISLINGTON

KENSINGTON & CHELSEA

KINGSTON

LAMBETH

LEWISHAM

MERTON (BB)

NEWHAM

REDBRIDGE (BB)

RICHMOND

SOUTHWARK

SUTTON (BB)

TOWER HAMLETS

WALTHAM FOREST

WANDSWORTH

WESTMINSTER

MAP KEY

Provides cycle awareness training for HGV drivers

FORS registered, but could do better

Not FORS registered, no cycle awareness training

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Everyone in Greater London can understand that some streets feel safer to cyclists than others. Indeed, some

routes are so appealing that they actually create cyclists by the dozen: traffi c-free routes such as Regents Canal and the cycle path through Hyde Park are two examples.

On the other hand, some roads are so unappealing that they deter the vast majority from cycling; people either choose a diff erent route or use another mode of transport entirely. Multi-lane trunk roads such as Cromwell Road or Streatham High Road spring to mind. In between


CAMPAIGNCampaigning for better cycle routes needs solid research, but it's easier than you

How to assess our these extremes, there are routes that are variously less or more attractive to cyclists, and many of us especially more experienced cyclists are able to make sophisticated judgements about route quality.

Its nice to imagine that a typical project plan would work like this: (i) planners measure how cycle-friendly the route is now; (ii) they decide how best to spend the budget; (iii) then they measure how cycle-friendly the route is when theyve fi nished, and publish the results.

Unfortunately, city planning isnt always as organised or as transparent as this, which is why cycle

campaigners benefi t from having their own effi cient and low-cost method of assessing routes, with which they can enter a meaningful dialogue with council and Transport for London offi cers. As part of the Cycle Superhighways project, London Cyclists has been submitting detailed critiques of those routes, pointing out which roads and junctions are suitable for attracting new cyclists, and which plainly arent unless changes are implemented.

Showing how it's doneLCC member Rik Andrew, has developed, and already road-tested,

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think, as Mike Cavenett & Rik Andrew explain

streetsa route-assessment system that was used to send comments on routes to TfL.

Its a shame Transport for London doesnt always accept our advice, but it did come to the conclusion, in agreement with an LCC assessment, that the A40 was a poor choice of route for a Cycle Superhighway. Rik argues that the system is particularly suitable for planners when theyre choosing an upgrade path from two or more alternative (perhaps parallel) routes. It provides a quick and low-cost method of assessment, which they might not otherwise have.

As you can see, using a workable assessment framework lets you do all kinds of things; not least work out whether youre getting value for money, and whether youre actually creating routes likely to encourage more cycling.

So how exactly does one go about rating a route for its cycle-friendliness in order to lobby for improvements, or to argue with a council about investing money in it?

Unsurprsingly there are a number of diff erent ways, according to circumstances, but the route assessment method is so simple that pretty much any cyclist with a pen

and a notepad can use it to assess the route of their choice, and heres how:

First, break down the route into its constituent parts, which are sections of route between junctions, and the junctions themselves. Second, ride or walk the route, scoring each section of the route and each junction according to the criteria set out below. At the end of the process, the information can be recorded either as a spreadsheet, with a name for each section alongside its score, or the information can be transferred on to a map, and represented visually, with diff erent colours indicated the quality of route.

TYPE OF ROUTE

CHARACTERISTICS RATING

Park, towpath, greenway VRS

Wide path; good sight lines; good surface; good access, including evenings; well signposted

A1

Good attractive path, but poor access; daylight only

A2

Width adequate & surface okay; blind corners; poor access

A3

Narrow; overgrown; poor ambience; poor surface; not legal

A4

Minor roads Through-traffi c excluded; safe junctions & crossings; well-signed; well lit

B1

Traffi c calmed, but not excluded, or lightly used; 20mph; safe junctions & crossings; well-lit

B2

Indirect; narrow; over-parked; poor ambience; unsafe junctions; no main road crossings

B3

One-way street; used as rat-run; signed only (untreated)

B4

Distributor roads

Physically segregated track; protected lane; few breaks in continuity and safe junctions

C1

Wide mandatory lane; available 24hr; good continuity across (treated) junctions; no parking or loading

C2

Advisory lane; fragmented; obstructed; narrow/part-time/no junction treatments

C3

No facilities; signed only (untreated); serious hazards

C4

QUALITY-ASSESSMENT CRITERIA FOR CYCLE ROUTES

A CYCLIST'S WORST NIGHTMARE: buses, cabs, lorries and limos, combined with parked cars and narrow streets. Unsurprisingly not a single bike in sight...

Herbie Boehm


CAMPAIGN


ASSESSMENT IN ACTION For the inner section of Cycle Superhighway 11, and on its extension to Grosvenor Square, Rik Andrew used the route assessment method (see below). For alternative routes or sections of route, some of which can then be proposed on the basis that they would provide a better overall solution. All assessments are accompanied by qualitative notes, highlighting the importance of dealing with major barriers to cycling such as Swiss Cottage gyratory.

The second table (right) shows the percentages of the route that are at each level of quality ie, what proportion of the length of the route is very good (1), good (2), poor (3) or very poor (4) before and after intervention. As you can see, the percentage thats very good or good would increase from 2% to 68%.

NAME OF ROUTE SECTION

SECTION DISTANCE

(KM)

CURRENT DESCRIPTION OF SECTION

CURRENT SECTION RATING

POTENTIAL IMPROVEMENT POTENTIAL RATING

Grosvenor Square 0.1 Key east-west route but one-way; logical start point for this Superhighway C4Change to two-way operation (all sides of square) and calm B2

North Audley Street 0.2 Rat-run for taxis etc; one-way B4 Make 2-way with closure/fi lter; divert A41 traffi c via Park Lane B1

Junction: Oxford St 0.1 One-way southbound C4 Make two-way for cyclists C2

Orchard Street 0.2 One-way southbound C4 Make two-way for all traffi c; or install segregated two-way cycle track B2 / C2

Junction: Wigmore Street 0.1 One-way; left-hook risk C4 Make two-way for cyclists C3

Portman Square 0.2 One-way southbound C4 Make 2-way: all sides of square C2

Baker Street (Sth) 0.6 One-way southbound C4 Make 2-way for all traffi c; or install segregated two-way cycle track B2 / C2

(Gloucester Place) One-way northbound C4 Make two-way for all traffi c and sign as A41 (not Baker St)Junction: Marylebone Road 0.1 One-way southbound C4 Make two-way for cyclists B2

Baker Street (N) 0.2 One-way; severe bus congestion blocks cyclists C4Make two-way for bus/bike only; other traffi c to use Gloucester Pl B2

Junction: Baker Street /Park Rd 0.1 Useful bus lane but not obvious C3 Blue lane would clarify route C2

Park Road 0.6 Wide fast road; no cycle facilities C3 2m cycle lanes throughout C2Junction: Rossmore Road 0.1

No right turn southbound; important link to Harewood, etc B4 Add toucan with jug-handle B2

Junction: Prince Albert / St Johns Wood Road

0.2 Fast roundabout with awkward tight approach; railings hazard C4Redesign vital: signalise and make two-way; remove railings C3

Wellington Road 0.4 Single wide lane; no cycle facilities C3 Add mandatory cycle lanes C2Junction: Circus Road 0.1 Important east-west link to Harrow Rd B3

Upgrade all ASL lead-in lanes to queue length B2

Finchley Road (S) or Wellington Road (N) 0.2

Two narrow traffi c lanes, no cycle facilities C3

2m cycle lanes both north and southbound; no need for two traffi c lanes

C2

Junction: Marlboro/Queens 0.1 Pinch point caused by traffi c island B3

Upgrade to single phase toucan crossing B2

Finchley Road (S) 0.4 Two narrow traffi c lanes, but not high traffi c-fl ows; no cycle facilities C32m cycle lanes both north and southbound; no need for two traffi c lanes

C2

Junction: Boundary Road 0.1 Good permeability B1 Already satisfactory B1

St Johns Wood Park 0.2 Calmed by fi lter but inaccessible to A41 cyclists B3TfL proposal unclear; must work both north and southbound

Swiss Cottage gyratory 0.2

Fast multi-lane traffi c; buses changing lanes; railings; very poor for walkers & cyclists

C4 Two-way operation best option, otherwise very diffi cult to make safe C3

Finchley Road (N) 0.7 Narrow lanes; railings; bus lane used for off -peak parking C4Frequent HGVs; requires radical redesign and less parking C3

5.2 Total distance (km) 5.2

QUALITY OF ROUTE (RATING)

DISTANCE (KM)

% OF ROUTE AT THAT RATING

DISTANCE (KM

% OF ROUTE AT

THAT RATING

Very Good (1) 0.3 2% 0.1 6%

Good (2) 3.2 0% 0.0 62%

Poor (3) 1.6 40% 2.1 31%

Very Poor (4) 0.1 58% 3.0 2%

However, the percentage of the route thats still poor or very poor is 33%, which is why other routes were suggested that could provide less of a barrier to creating new cyclists on the Superhighway.


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START/FINISH

1 REGENTS PARK

Regents Park

London Zoo

Hyde Park

Judd Street

Evershalt Street

Russel Square

Guildfo

Gower Street

Bloomsbury Street

B loom

sbury

Oxford Stree

tNew O

xford Sreet

Tottenham Court Road

High Ho

lborn

Euston R

o ad

Great Portland Street

Portland Place

Oxford Stree

t

Regent Street

Baker Street

Picca

dilly

Green Park

Marylebon

e Road

Paddington S t

reet

Edgware Road

Bayswater Road

Park Lane

George Stre

et

KiAdelaide

Road

Elswo r th

y Roa

d

York

Way

MARYLEBONE

4 MARBLE ARCH

5 HYDE PARK

6 BRITISH M

BAR ITALIA

ROYAL ACADEMY

SOTHERBYSAMERICAN EMBASSY

Lisson Grove

Park Road

Suss

ex Ga

rdensP

raed S

treet

Shaf

tesb

ury

Aven

ue

Long

Acr

e

GreBLOOMSBURY

TottenhamCourt Road

Oxford Circus

Russell Square

UniversityCollege London

GoodgeStreet

EustonSquare

Euston

SOMERSKings Cross St Pancras

Kings Cross International

Albany Street

Mornington Crescent

BondStreet

Marble Arch

Baker Street

Edgware Road

MaryleboneRegents Park

GreatPortlandStreet

WarrenStreet

PaddingtonStreetGardens

BEST RIDES INLONDON Camden and Soho

1REGENTS PARK.The grand terraces around the park are the work of John Nash, the town planner, developer and architect who shaped the London of the 18th century. The park, formerly the kings hunting ground and still the property of the Crown Estate was to be fi lled with villas but Nash ran out of funds, and only three of the eight that were built survive. Camden Cycling Campaign and LC have lobbied for cycling to be permitted in the park. The Broad Walk was opened up to cycling in

2010 following a trial period; in the winter it off ers a great view of Nashs Cumberland Terrace. The park includes the American ambassadors residence and the London Central Mosque. The garden in the centre of the inner circle has a caf and bike stands.

2CAMDEN LOCK MARKET Set by the Regents Canal, the Lock market was once a relatively small weekend art and crafts market and popular alternative music venue. It expanded rapidly in the 90s to encompass much of Camden High Street and is now a must-see destination for any tourist under 30. The range of new and old goods on off er is enormous and the food off erings include the unique nitrogen-

frozen ice cream at Chin-Chin Laboratorists. Cycle parking is limited; the little-known stands outside number 3 Jamestown Road can be useful.

Tom Bogdanowicz takes us on a tour of two of Londons most colourful districts, including buildings designed by architect John Nash

BEST RIDES

FACTFILESTART Euston stationLENGTH 16km (10 miles)TIME 2.5 hoursTERRAIN fl at and easy; mostly quiet streets and paths through

parks; some cycle lanes on busier roads.NEARBY STATIONS Camden Road, Euston, Kings Cross and Victoria.

Its hard to imagine more colourful and energetic parts of London than Camden and Soho. Camdens

centre throbs with a young clubbing and drinking crowd while nearby streets house some of the wealthiest of Londons residents, and Soho has a history as a red-light district despite bordering the most expensive streets on the Monopoly board. Sights on the route are dominated by the architecture of John Nash, planner and architect.

This unusual ride takes you through the heart of both districts along little-traffi cked roads and through Londons best known parks, but its essential to follow the route precisely or you may get caught up in complex one-way systems. Any bike is fi ne for this fl at route.

The ride is extracted from Tom Bogdanowiczs London Cycling Guide by permission of New Holland Publishers. It costs 10.99 from most bookstores.


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Primrose Hill Park

e

Grays Inn Road

Kings Cross Road

Clerkenwell Road

Rose

berr

y Av

enue

Skin ner Str

Guildford

Street

Theoba

lds Roa

d Hatton Garden

Farringdon Road

CoramsFields

omsbu

ry Wa

y

olborn

Kingsway

Chalk Farm Road

Regents Park Road

King Henry s Road

ad

Prince Albert Road

CHALK FARM

CAMDEN

HOLBORN

CLERKENWELL

Cale

doni

an Ro

ad

York

Way

2CAMDEN LOCK MARKET

3 PRIMROSE HILL

TISH MUSEUM

Long

Acr

e

High Holborn

Fleet Street

Grays Inn ROad

Great O

rmand S

treet

Chancery Lane

Chancery Lane

Holborn

ll e

oss as

ss nal

Farringdon

moved to its present location, allegedly because the royal carriage wouldnt fi t through it. It was used as a police station until 1950.

4MARBLE ARCH was created in 1828 John Nash originally planned a Royal route down Portland Place and Regent Street to Buckingham Palace, where he erected the Marble Arch in front of the original front faade of the palace (now hidden by a dull, but iconic, front extension by Sir Aston Webb).

In 1855 the Marble Arch was

5HYDE PARK Like Regents Park, Hyde Park was once a royal hunting ground, acquired originally by Henry VIII, and it remains one of the Royal Parks. London Cyclists lobbied in past years for the cycle crossings into the park and more recently for the cycle access to two key paths in Kensington Gardens. The most

recent addition is cycle access in front of Kensington Palace.

In 2007 the park formed part of the London stage of the Tour de France to which local LC groups led thousands of cyclists of all ages and abilities. At the destination was probably the largest cycle parking facility ever erected in London (for 12,000 bikes).

3 PRIMROSE HILL Despite the eff orts of local playwright Alan Bennett, cycling in Primrose Hill Park is still not permitted. But this route takes you up a secret path from which its a short walk to the top. The view is perhaps the best in

London. On Midsummers Night, cyclists gather there at 4am to see the sunrise (watch website for details). Down below, in Primrose Hill village, there is a selection of pubs and eateries where you might run into the Millibands who live in the area.

6BRITISH MUSEUM Designed in grand neo-classical style by Sir Robert Smirke, the BM houses an unrivalled collection of antiquities. Within the museum is the largest covered square in Europe, the Queen Elizabeth II Court, designed by the Norman Foster practice (architects of the Gherkin). Within the square

Foster retained the museum librarys original circular reading room, once frequented by Karl Marx.

The museums library has been moved from what is now the QEII Court to a new building in Euston. Conveniently, the museum has strange but plentiful bike racks outside. The QEII court has a pleasant caf.

POINTS OF INTEREST

The American Embassy in Grosvenor Square was designed by the Finnish Architect Eero Saarinen; its in the process of being moved to Battersea. Further along Brook Street, number 67 bears a plaque marking the residence of the Bee Gees in the 80s. Sothebys auction house, in-between the elegant shops in New Bond Street, at number 31, often has interesting collections of paintings and antiques on display. Slightly off route, the Royal Academy is a convenient stop with cycle parking and an outdoor caf in the summer. The exhibitions are ticket only. Bar Italia features regularly in bike rides (like the Southwark Cyclists Midsummer Madness ride), and has a high reputation for its coff ee; the original Patisserie Valerie is in Old Compton Street. Also inventor Logie Baird used to live there.


FOOD STOPSLoads of cafs and pubs on or near the route, like Bar Italia (see right). Worth trying are the cakes at Berteaux

London Cyclist June-July 2011

Documents

Transcript of London Cyclist June-July 2011