Monthly Archives: June 2013

Beanbag photo shoot from Moving Target, 1989

Rob Penn writing in the Observer magazine today about the development of cycle fashion – rearranging the words 1980s Rapha Vulpine lycra lurid MAMIL stylish successful – has the following line: 'the “heroin-chic” cycle messenger sub-culture in the late 80s'.

Not really sure what he means. I thought heroin-chic was invented in 1990s, and that the 1980s was the era of power-dressing and busty super-models. Bicycle couriers or cycle messsengers are generally pretty skinny, although not always. Maybe I'm over-thinking this.

Perhaps he was an assiduous reader of Moving Target back then, and he is referring to occasional fashion shoots that Charlie Bayliss like to put in? Anyway, no further prompting needed – here's a Beanbag shoot from a 1989 issue of Moving Target. Ah, Beanbag.

A more innocent age, dear reader – before anyone had conceived of fakengers, hipsters, before most people had heard of fixies. The usual cliché is 'halcyon days', isn't it?


For a greater understanding of the Tour, and professional male cycle sport in general, I recommend the following books. I apologise for the fact that some of them are out of print. I haven't selected these books to be obtuse, or seem clever, I selected them because I think they are worth reading, and reveal, sometimes consciously, as in the case of Benio Maso's excellent work, sometimes unconsciously, as with Freddy Maertens' autobiography, what lies beneath the surface of professional road-racing.

Jean Alavoine, a rider that Albert Londres came to admire, struggles on the Tourmalet in 1923

1. Les Forçats de la Route, Tour de Souffrance (Slaves of the Road, Tour of Suffering) – Albert Londres

Albert Londres was well known as an investigative reporter, writing on people trafficking, the piteous conditions in France's colonies, and other significant social and economic issues of his times. He was a major public figure, practising what the French call grand reportage, of sufficient importance in French public affairs to have not one, but two annual prizes awarded in his memory.

As far as I know, this has only been published in English once, translated by Graeme Fife, and issued as a gift with Cycle Sport in 1999. There is no current english translation available, which seems incredible, as Londres invented some of the most enduring clichés of cycle sport, not least the title. The interview with the Pelissier brothers, which he conducted whilst they were eating (riders trapped in a restaurant by a journalist – a scenario many modern writer-followers of cycle sport will recognise), after they had abandoned le Tour de France of 1924, has been quoted in part many thousands of times, because of the significance of the section dealing with drugs to the modern era:

You want to know how we keep going? Here…” He pulled out a phial from his bag. “That's cocaine for the eyes. This is chloroform for the gums.”

“And the pills? You want to see the pills? Take a look, here are the pills.” Each one of them pulled out 3 boxes.

“Fact is,” said Francis, “we keep going on dynamite.”


It's a shame that the rest of Albert Londres' reports from the 1924 Tour (unlike the Pelissier brothers, he continued on the Tour) are not more widely known in English. They are worth reading because they are from the beginning of real reporting on road cycle sport. As he is writing for a newspaper, Le Petit Parisien, which was a rival or, at least, not in league with the organisers of the Tour, the owners of l'Auto newspaper, his is a neutral point of view, not inclined to the hyperbole and downright fabrication of chief organiser Henri Desgranges and his employees. One can also sense in his reports, which were filed at the end of each stage, and not re-written later, that, almost against his will, this Tour novice was falling under the spell of the Tour and its heroes.

Sex, Lies and Handlebar Tape by Paul Howard

A biography of the first 5 time winner of the Tour, Jacques Anquetil, I suggest this book because Anquetil was one of the first big stars of the television era. The first live outside broadcast of bicycle racing came from the 1960 Paris – Roubaix, which made a star of Tommy Simpson in France because his (failed) solo breakaway were the first images of live bicycle racing ever broadcast to the watching public, and the 1960 Tour de France was the first to be broadcast live, as opposed to viewed later on newsreels.

Anquetil was the culmination of natural progression in road cycle sport. At first the heroes were noble sons of the soil (or so the journalists would have had it), but after WWII, the improvement of road surfaces, allowed the development of cycling stars with the allure and presentation of popular stars of stage and screen. There would have been no point Hugo Koblet, the pédaleur de charme, keeping a comb in his jersey pocket in the 20s & 30s, as his hair would have been matted with dust, mud and other less appetising substances, but in the 50s, as more and more roads were tarmaced, and more and more pictures, both still & moving, were taken of the riders, it made sense to look as presentable as possible. Jean Robic, winner of the 1947 Tour, was contemptuous of Louison Bobet and his brother because, according to Jean Bobet, the brothers didn't blow their noses on their fingers, but the power in cycle sport was passing from the stone age giants such as Robic and Gino Bartali to the silver and small screen idols such as Coppi, Riviére & Anquetil. My mother, who was a French teenager in the 1950s, had a crush on Anquetil.

Anquetil dominated the Tour not just physically, but tactically and psychologically. An illustration of this is that he was credited with winning the 1966 edition for his team-mate Lucien Aimar, despite the fact he abandoned the race. This domination earned him the whistles of the public, who preferred the honest, but unsubtle methods of Raymond Poulidor. Or at least, they preferred the image Poulidor that was presented by the media to that of Anquetil.

Anquetil's era is significant because it was towards the end of his reign as the undisputed master of European cycle sport that the riders, teams, sponsors and race administrators developed the attitudes towards doping that led directly to Liestrong. Anquetil was an unrepentant doper, maintaining his stance that the riders should retain the right to do whatever what was necessary for them to practise their craft even after the amphetamine and alcohol assisted death of Tom Simpson on the scorched upper slopes of Mont Ventoux in 1967.

Anquetil blamed Simpson's team for not looking after him properly and was absolutely steadfast in his refusal to accept dope testing, and as one of the most important figures in the sport, there is no question that he was instrumental in the development of the informal structures of doping, both in its artisanal & systematic phases, by which I mean that doping was effectively tolerated by everyone in the sport, including the media, because those that weren't participating, whether riders, team helpers, race organiser, and, crucially, the journalists, kept very quiet in public about what they knew of doping in private. This silence extended to Anquetil's domestic arrangements, which, whilst not actually criminal, were certainly scandalous.

Cover of 'The Sweat of the Gods'

The other books I have suggested are very much of their times. This book covers the development of professional road cycle sport from the very first 'official' road race run in France, 1868 or 1869 (as Maso points out, the myth-making – or fabrication – of male cycle sport obscures what really happened, but we can be reasonably sure that James Moore won) to the present day. Not so much a record of who won which race, as an explanation of why a given race came to be founded, who & what the sponsors and organisers were, and by what means stories, rather than news, because one of Maso's themes is that of myth and myth-making, of the race were spread.

He explains magnificently why the exploits of Coppi, who routinely humiliated his fellow competitors in the 40s & 50s, were celebrated and lauded by the media and public, whereas the feats of Merckx were often denigrated and, towards the end of his reign, occasioned actual hostility. (Briefly, it was the effect of live television – hours of pictures of a solitary man riding a bike up a road emptied of competitors not make for a great televisual spectacle, whereas a literary description of the same feat can be made much more exciting). This book is in print, and every serious student of male professional road-racing should have a copy, in my opinion.

4. Fall From Grace – Freddy Maertens

Fall From Grace, Freddy Maertens

There is no point in pretending that this book is an easy read. The narrative is jumbled, and one senses that Maertens' ghost-writer struggled to impose himself on the fallen champion. Freddy Maertens insights into his relationship with his wife made me grind my teeth, and there were other sections of anecdotes of 'pranks' which were equally distasteful.


Don't read this book if you wish to view male road-racing of the 1970s through rose-tinted spectacles; Freddy will grab them off your face, spit on them and then grind them into the pavement. However, Freddy Maertens' memoir has one overwhelming virtue – it is very honest.

If Anquetil was the king of the French in an era when the French still dominated le Tour, Maertens was the pretender to the throne of the king of the Belgians in an era when the Belgians dominated not just le Tour but all professional cycle racing. Not just Merckx and Maertens, a double world champion, winner of the Tour of Spain as well as countless other races, large and small, but de Vlaeminck, a good enough all-rounder to take the points jersey at il Giro, as well as multiple Classics, Van Impe, 6 time winner of the King of the Mountains competition, and winner of the Tour itself in 1976. A gilded era, which still overshadows everything that has come since. Maertens' Flandria team, managed by, amongst others, Lomme Driessens, a man whose character could charitably called 'colourful', counted Walter Goodefroot (manager of the Telekom team during the polluted 90s and early 2000s), Marc Demeyer (died suddenly, whilst in his prime), Michel Pollentier (thrown off the Tour in 1978 whilst leading in what was the biggest doping story since the death of Tom Simpson) and Sean Kelly, who rode in Maertens' sprint train at the beginning of his career.

Maertens career and palmares are, in my opinion, the finest of any Belgian except perhaps Merckx himself, which makes Freddy's fall all the more sad, but makes his memoir all the better. I considered including Bernard Hinault's Memories of the Peloton in this list, but discarded it not least because although it is well worth reading for his account of the 1986 Tour alone, there is very little in the memoir to endear Hinault to the reader, whereas Maertens', despite the evident sexism and general boorishness, is far more entertaining and engaging, despite its faults. Inexplicably out of print in English.

Wide-eyed and Legless, Jeff Connor5. Wide-eyed and Legless – Jeff Connor

The Tour of Maertens' era was in the doldrums. The fields were 160 or less. The ambiance was stiflingly parochial, according to Robert Millar, even in 1983. By the late 80s this had all started to change, and quite rapidly. The field in 1987 was over 200. An American had already won the race, a Colombian and a Scot had taken the Grand Prix de Montagne – this was the result of the policy of mondialisation pursued by the organisers. This policy brought a British team to the Tour for the first time in decades. In its midst came a tabloid journalist, a Tour novice like Albert Londres was in 1924.

There are other echoes of Forçats de la Route, not least because Connor gets to see riders abandoning up close. There are some similarities between Tony Capper, the boss of the ANC-Halfords team that Jeff Connors was travelling with, and Lomme Driessens, Maertens' mentor – both are substantial characters, but ultimately turn out to be unreliable friends, even if Capper is not a villain of the same order as Driessens.

If you find all the British triumphalism surrounding Sky tiresome, or wonder why British cyclists of a certain age are willing to forgive Cav and Wiggo all sorts of transgressions, you need to read this book. This book shows just how pathetically amateurish British professional cycling was before Peter Keen came along, and might help to explain why guys like me are moved to tears when Cav wins in Paris, or any Brit takes any jersey, i.e. we have been used to inglorious failure for so long that the current success finds us utterly unprepared psychologically.

Wide-eyed and Legless is also absolutely gripping, and well-loved enough by British cycling fans to have prompted Connor to write a follow-up called Field of Fire.


Why is the Chancellor’s announcement that he is planning to spend more on new roads (for motor vehicles) than at any time since the 1970s such a bad idea? Uncle Bob Davis explains why.

Road Danger Reduction Forum

Yes, the Chancellor’s much awaited Comprehensive Spending Review has indeed been disastrous for sustainable transport. The possibilities for alternatives to increased dependency on cars and road freight recede. It has indeed been as dreadful as commentators like Campaign Better Transport   say it is, with an excellent summary by Carlton Reid here . Let’s see why:

View original post 724 more words

London Courier Emergency Fund

Where do couriers like to go on holiday? courier events of course…with other couriers, riding their bikes and doing courier things.

These coming months are packed with messenger races and championships that will take us in all corner of Europe,well Switzerland mainly.

The summer kicks off with the Bern ECMC 2013 pre-event in Milano. I’ll be heading off to sunny Italy next week to help out my good friend  Matteo and catch up with fellow messengers.

  More info here:

Check the teaser:


The pre-event will be followed by a ride to Bern, Switzerland, where the  18th European Cycle Messenger Championships will be taking place.

Everything you need to know is here:


Few weeks to recover and it will be time to ride off again. The whole messenger community is eagerly waiting for the 21st edition of the Cycle Messenger World Championships in Lausanne, Switzerland. It…

View original post 234 more words

Forgive me for using a title that is actually a tweet, but this post is a tweet that turned out to be too long to be a tweet, so it is a mini-blog instead of a micro-blog, but not a sub-tweet.

Having recently rejoined the London Cycling Campaign, I now get their e-newsletter thing.  This week’s is a bit depressing, with the news that only 66 000 people have signed the Get Britain Cycling petition, which was started in April of this year, with support from the Times as part of its Cycle Safe   campaign.  The petition is also supported by all the major cycling organisations in the U.K..

I know I have signed, I’m pretty sure Anna has signed, and I had hoped that everyone I know that cycles in the U.K. has signed it, and everyone else that cycles in the U.K. regularly surely ought to have signed it too.  In which case, why so few signatures?  Is that really the level of support that cycling has amongst in its own constituency?  What chance do we have of making major changes to Britain’s transport policy if we can’t even get 100 000 signatures on this petition?

The text of petition follows:

We the undersigned call on the Prime Minister to pledge that the Government will implement the recommendations in the ‘Get Britain Cycling’ parliamentary report. The inquiry, chaired by a cross-party panel of MPs and peers, heard that promoting cycling as a healthy and affordable way to travel can tackle Britain’s obesity crisis, save millions from NHS budgets, boost the economy and reduce congestion on our roads and trains.  The inquiry’s 18 recommendations focus on reallocating investment, safer road design, lower speed limits, better training and strong political leadership. 

This will require cross-departmental consensus led from the Cabinet Office and Downing Street, not just from the Department for Transport.  In the Commons on February 22, 2012, the Prime Minister said of The Times’s ‘Cities Fit for Cycling’ campaign: “If we want to encourage the growth in cycling we’ve seen in recent years, we need to get behind campaigns like this.” 
Now is the time to act on those words.

Sign it.

When I mentioned that I had been to the 2nd Hackney Cycling Conference, people asked me if I had enjoyed it.  Enjoy isn’t the word.  There was too much information packed into the event for me to enjoy.

A couple of the speakers were way above my head.  Dr. Adrian Davis on Bristol’s ‘Public Health & Transport collaboration’ was too dense for me (Bruce Mcvean of Liveable London was kind enough to point me at Lucy Saunders’ presentation on the website, which is a lot more digestible).  I got the principle, outlined in Professor Harry Rutter‘s illuminating presentation, that the public health benefits of cycling far, far outweigh the risks, I just didn’t really grasp what Dr. Davis was saying.  I guess because I am neither a transport planner nor a public health professional it doesn’t really matter.

I also struggled with Keith Firth‘s presentation of the nuts and bolts of redesigning junctions for increased cycling.  He took us through the process of modelling movements within the junction. During his presentation Mark Treasure tweeted that he was amazed ‘that 5 bicycles are “equivalent” to 1 car in assessing capacity, regardless of number of people in that car’ for the purposes of modelling traffic flows, which shows that I wasn’t the only one who got confused.

A lot of people responded negatively to that tweet, but Keith was merely saying that a bike occupies a fifth of the space of a car, for modelling purposes, in the same way that a bus occupies 4 times the space of a car, no matter how many passengers are carried on the bus.  The much more interesting point that I took from Keith’s presentation was that pedestrian movements are not modelled at all.

I spoke to Keith afterwards, and he mentioned that microsimulations of traffic at junctions are incredibly computationally complex, and require a huge amount of calculating power, which is probably why they don’t model pedestrian movements as well.  As an aside, Keith said that Advanced Stop Lines should be 4 or 5 metres long.  I’m pretty sure I got this down right, as I had only had one or two beers by this time, and I wrote the number down.

If this is true, then there are a lot, a huge number, of sub-standard ASLs in London, which need to be widened or lengthened.  Islington Council or TfL, whoever is the responsible authority, can start with the ASLs on the junction of Goswell Road / Clerkenwell Road / Old Street.  I see that they are trialling the ‘trixi’ mirrors at this junction, finally, but it might be more useful to repaint the lines so that cyclists can get that little bit further forward, away from the lorries.  This would possibly take them out of the blind-spot.

Another thing I took from the conference, and this won’t be welcomed by some, is that whatever infrastructure is going to be put in to support cycling in London, it will not be allowed to inconvenience bus passengers or pedestrians.  This almost certainly means no diversion of bus routes to permit the installation of segregated tracks.  Andrew Gilligan made this clear, as did Peter Wright, who is the Senior Delivery Planning Manager at TfL.  As I have said before, the bus is king of the London roads.

This explains why Councillor Vincent Stops is so anti-tracks.  He made a remark to me which reveals how seriously he takes the prioritisation of the bus.  He talked to me of the bus network having lost 6% of capacity since Boris Johnson became Mayor, in terms that made it clear what a bad thing he thought it was, and that the bus network needs to be protected from increased depredation.  I’m not suggesting that Councillor Stops has a major say in Boris’ transport policies, far from it, but I am saying that whatever changes are proposed to the infrastructure, those representing the interests of pedestrians and bus passengers will need to be reassured that they will not be delayed, diverted or otherwise pushed to the margins.

There is a problem with the way that some people on bikes are using the canal.

I participated in a workshop on pedestrian / bicycle conflicts on Regent’s Canal, led by Dick Vincent (a.k.a. Towpath Ranger on Twitter) and Rosie Tharp of the Canal & River Trust.  They presented a shocking number about the speed that people cycle on the towpath.  Although the data was collected in Kensington & Chelsea, there is no reason to believe that speeds in Camden, Islington & Hackney are  substantially lower.  The 85th percentile speed is 13.8 mph. The equivalent number for London Fields bike path is 13.4 mph.  In other words, people are riding along the canal towpath, which is narrower by roughly half for large stretches, has pinch-points under the bridges, isn’t segregated, and has a body of water on one side, faster than they do in London Fields which is straight, smooth and segregated.  This is obvious completely wrong, and needs to stop.  I personally do not understand why anyone would want to cycle that fast in a space which so inappropriate for any kind of speed.

Dick Vincent said that it’s an inditement indictment of the state of the roads that people prefer to use the canal, but I think the resurfacing work, which has made the tow-path safer, has probably encouraged higher speeds as well.  The CRT have no intention of banning bikes, but clearly people are riding too fast along the towpath.  Developing a parallel network which is as convenient and safe as the towpath is clearly one answer, but the big problem is intersections with main roads.  If you use the canal, you don’t have to stop at the main roads, whereas I imagine that any parallel route would not be given priority at Kingsland Road or Queensbridge Road, to give examples in Hackney.

In the short term, behaviour has to change, though, as the speeds recorded are far too fast.  If you want to ride at more than 10 mph, you should really be using the road, not a narrow shared space that has a body of water running along side it.

Probably the presentation that I enjoyed the most was entitled ‘Principles of Permeability’, presented by Tyler Linton.  It was designed to show what Hackney has done, and should have been retitled ‘Bollard Porn’.  It was just one shiny bollard after another, which was somehow strangely calming and relaxing.  Maybe that was just me, though.

At the top of the show was Jules Pipe, Mayor of Hackney.  Hackney Council deserves praise for its approach, which, even if it is not pro-cycling as some would like, is unquestionably pro-people, particularly those people that do not have access to a private motor vehicle.  Jules Pipe’s speech, in my opinion, was not Hackney Council’s finest hour for one reason only.  The target, published elsewhere as well, given for cycling modal share in 2030/31 is 15%, or just over double the 2013/14 target, which is 7%.  Call me impatient, call me unreasonable but I think that is PUNY.  This target is easily achievable, but surely Hackney should be a lot more ambitious, and going for 25% at least?

And I’m going to end there.  There was a lot of great stuff at the conference, and these events are inspiring, but there still remains a lot to be done, if a place like Hackney believes that it needs 16 years to double cycling rates in the borough.


Funny to be back at a bike race after a couple of years.  Sights that used to be common, and entirely normal, such as a man in skin-tight lycra, click-clopping across the pavement in cleated cycling shoes, carrying a pint of beer, now seem bizarre to me.  Pleased to see that there were no podium girls, only Paul Smith, to congratulate the riders.

Thanks very much to Volvo for hosting me!

This was forwarded to all the attendees by Jenny Jones’ office.

Findings from ‘Cyclists and the Law’ seminar, 22nd May 2013


Andrew Gilligan’s opening comments

  • It is not just cars but also motorcycles that often fail to stay out of ASLs. He would be in favour of signage warning of £50 fines for vehicles that encroach on ASLs.
  • Cyclists currently are prohibited from entering ASLs via any means other than the feeder lanes and can be prosecuted for doing so. This needs to be changed.
  • Red bicycles on crossings are not allowed whereas red pedestrians and red horses (in Hyde Park Corner junction) are permitted. Why not red bikes?
  • Mayor’s sentencing unit recently set up – monitoring sentences for those convicted of causing death to a cyclist by dangerous or careless driving is a ‘priority’
  • Cycle Task Force to be expanded by 25% – there will be an average of approx. 2 officers per borough
  • Commercial vehicle unit (8 officers) to monitor commercial vehicle safety

Kevin O’Sullivan’s opening comments

  • A big step forward would be for the injury caused to be mentioned in a criminal charge. This would communicate the seriousness of the collision and make the process not just a judgement on the driver’s driving but also on the injury they caused another person (and the impact on that person’s life).

Andrew Gilligan – main comments

  • Suggests we could learn from the Olympics re: restrictions on HGV movements during peak hours – the Games were delivered on time and with restrictions enforced well
  • Stricter liability makes sense especially if we look at the cyclist as the ‘vulnerable road user’ – motorists cannot be classified as vulnerable
  • Bad road design produces bad cyclist behaviour e.g. pavement cycling

Kevin O’Sullivan – main comments

  • Police officers are often reluctant to share CCTV footage after a collision, citing ‘insufficient resources’ as the reason. DCS Wilson agreed with this reasoning
  • ‘Death by careless driving’ is the routine charge in the event of a cyclist fatality
  • After a collision, police should as a matter of course check drivers’ ‘phones to see if they have been used shortly before the incident

Scott Wilson – main comments

  • Re: HGV driver who caused a cyclist’s death not being immediately arrested – this was because the police did not want to use up allowed questioning time before knowing the details of the incident

Darren Johnson AM – main comments

  • Current shift in engineering thinking is not being accompanied by shift in law
  • TfL should insist that boroughs sign up to HGV safety training code of procurement before money is made available to them

Ideas from the floor

  • Stricter penalties should exist for drivers (including police officers) who park their vehicles in cycle lanes. At the moment no penalties
  • Charges of ‘careless’ (introduced in 2008) instead of ‘dangerous’ driving are lessening burden of blame on drivers who have caused injury or death Since 2008, prosecutions for dangerous driving have nosedived. CPS need to look again at this distinction
  • Proximity used to feature in previous incarnations of the highway code but has been dropped. This remains in place on the continent
  • Restrict HGV movements during peak hours (it worked during Olympics)
  • A legally binding inspectorate is lacking (unlike rail or aviation accidents) – if one existed it could prosecute councils for bad junction design Gilligan pointed out this could discourage innovative thinking from junction engineers
  • Poor performance of cycle safety working group. Police do not enforce road traffic laws properly
  • ASLs to be treated the same as yellow box junctions. Kevin O’Sullivan pointed out that this would be best enforced using CCTV, as yellow boxes are enforced
  • Re: the police saying ‘we are not going to enforce 20mph limits’ – elected representatives make these decisions, not the police.
  • More one-way systems which are two-way for cyclists only
  • Junction outside Victoria Station (Palace Street and Victoria Street) lacks safety features such as ASLs. Police cars are often seen inside ASLs all over London. Accidents should be visible on a map like crimes are on the crime map. Signalling in the city also seems to be optional – why can’t this be enforced with CCTV?

Initial vote – 15 initiatives

Initiative Ranking
Stricter liability – the assumption that injured cyclists deserve compensation unless it can be proved otherwise, or the Dutch scheme where at least 50% of responsibility for all cycle-related collisions lies with drivers 1st (82 votes)
The courts should make greater use of driving bans in sentencing and should be much firmer in resisting pleas of ‘hardship’ 2nd (79 votes)
Enforcement of 20mph limits by police 3rd (53 votes)
Implement 20 mph limits on main roads, unless a case for exemption has been made and approved 4th (41 votes)
Advanced Stop Lines to be treated the same as yellow box junctions 5th (40 votes)
All KSIs to be properly investigated and the police should adhere to the Road Death Investigation Manual 6th (35 votes)
All major new developments should include Crossrail-type clauses on HGV safety training and joining the Fleet Operator Recognition Scheme (FORS) 7th (26 votes)
Road crash victims of speeding, drunk and careless drivers should be included in the Government’s Code for Victims 8th (22 votes)
‘Stop at red’ campaign 9th (21 votes)
Cycle lanes should continue across side roads 9th (21 votes)
Continental standards on vehicle design and fitting safety equipment, especially HGVs 10th (20 votes)
Coroners should make greater use of their powers to make “Section 43” reports to highlight solutions that might prevent deaths, and particularly the recurrent causes of deaths 10th (20 votes)
Combat pavement cycling 11th (11 votes)
Legal priority for ‘straight across’ movements at junctions 11th (11 votes)
Close proximity collisions should be prosecuted using plain clothes police officers with cameras 12th (6 votes)

Follow-up Vote  (Audience ideas in red)


Initiative Ranking
Stricter liability – the assumption that injured cyclists deserve compensation unless it can be proved otherwise, or the Dutch scheme where at least 50% of responsibility for all cycle-related collisions lies with drivers 1st (34 votes)
The courts should make greater use of driving bans in sentencing and should be much firmer in resisting pleas of ‘hardship’ 2nd (9 votes)
Enforcement of 20mph limits by police 3rd (8 votes)
Advanced Stop Lines to be treated the same as yellow box junctions 4th (6 votes)
Decriminalise ASLs and mandatory cycle lanes 5th (5 votes)
Implement 20 mph limits on main roads, unless a case for exemption has been made and approved 6th (4 votes)
Tie cycle education to parking permits/DVLA 7th (3 votes)
‘Careless’ driving should not be default CPS choice 7th (3 votes)
French rules on close proximity 7th (3 votes)
Continental standards on vehicle design and fitting safety equipment, especially HGVs 8th (2 votes)
All drivers automatically arrested in the event of a death or serious injury 8th (2 votes)
Mayor should refuse to fund boroughs until they sign up to HGV training contracts 8th (2 votes)
No more road building in London 8th (2 votes)
Legal priority for ‘straight across’ movements at junctions 9th (1 vote)
Police to automatically look at CCTV and check mobile ‘phone records after collisions 9th (1 vote)
Focus on reducing number of potholes 9th (1 vote)
All KSIs to be properly investigated and the police should adhere to the Road Death Investigation Manual 9th (1 vote)
Larger road traffic unit 9th (1 vote)
Create a legal inspectorate similar to that which operates on the railways 9th (1 vote)
Police report form ‘accidents’ does not mention cyclists and should be changed 9th (1 vote)
Tougher rules on dirty vehicles – air pollution 9th (1 vote)
Speed limiters in London 9th (1 vote)
Bigger, clearer cycle signage 9th (1 Vote)
Trial covering repeater traffic lights (should result in better adherence to signals) 9th (1 vote)
Ban on HGVs during peak hours (Games model) 9th (1 vote)
Close proximity collisions should be prosecuted using plain clothes police officers with cameras 9th (1 vote)
Ban taxis from bus lanes 9th (1 vote)
‘Stop at red’ campaign 9th (1 vote)
Cycle lanes should continue across side roads 9th (1 vote)
Coroners should make greater use of their powers to make “Section 43” reports to highlight solutions that might prevent deaths, and particularly the recurrent causes of deaths 9th (1 vote)
Combat pavement cycling 0 votes
All major new developments should include Crossrail-type clauses on HGV safety training and joining the Fleet Operator Recognition Scheme (FORS) 0 votes
Road crash victims of speeding, drunk and careless drivers should be included in the Government’s Code for Victims 0 votes

Ideas for ‘legislative wants shopping list’

  • ·         TfL should insist that boroughs sign up to HGV safety training code of procurement before money is made available to them
  • ·         Minimum proximity between drivers and cyclists – Gilligan commented that this was ‘interesting’
  • ·          All KSIs need to be more thoroughly investigated and that the police should be obliged to adhere to the Road Death Investigation Manual – over a year has passed since Roadpeace, LCC and CTC got TfL and the Met to agree to their demands to publish an annual report on the legal outcomes of KSIs in London. Road death investigation unit overall do a good job but the same cannot be said for borough police
  • ·         What can be done to deter motorists from using mobiles whilst driving? Urgent action also needed to get drivers with 12 points off the roads. 8,000 drivers in the UK are still driving with 12 points on their licence
  • ·         TfL have control over the taxi fleet. Why not use this leverage to influence taxi drivers’ behaviour and oblige them to fit sensors? Or limit parking permits to those who have undergone appropriate training? Power over taxi drivers lies in taxation, duties to be paid or licensing arrangements. Behaviour can be changed in these ways, leaving criminal action as a last resort


Jenny Jones’ office sent out the following emali:

We’ve realised that the ‘Cyclists and the Law – Summary of Findings’ report which you recently received contains a factual error.

 Specifically, the comment ‘Stricter liability makes sense especially if we look at the cyclist as the ‘vulnerable road user’ – motorists cannot be classified as vulnerable’ was incorrectly attributed to Cycling Commissioner Andrew Gilligan. This comment was in fact made by a member of the audience and not Mr. Gilligan who has emphasised that he does not have any position on stricter liability.

Nhatt is a big miss, in lots of ways.  Emily Chappell draws around the hole that she is leaving.

I’d heard of Nhatt long before I actually met her. Back in the summer of 2008, when I was procrastinating my MA thesis and wishing I was a cycle courier, I listened to her effervescent contribution to BBC Radio 4’s City Messengers, where she managed to distil her job’s peculiar mix of romance, suffering and humour, and started daydreaming even more frantically. A couple of months later I was on the road myself.

It still took me a long time to run into Nhatt in person, and by then I’d built up a formidable picture of her as the de facto princess of the courier scene, organizer of highly creative alleycats, up-and-coming cartoonist, contributor of witty articles to Moving Target, sought-after bike mechanic, and subject of the admiration and adulation of countless couriers, wannabes and civilians. I wasn’t even sure I wanted to meet her. She seemed a little intimidating.

Nevertheless, whenever I spotted a female courier, I wondered whether it might be her. Finally, after several months, I passed an unusually pretty girl on a cargo bike on Goodge Street, and she gave me a massive grin and said hello, and that was Nhatt, and that was that. She was nothing like the standoffish and superior queen bee I’d imagined.