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

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

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

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

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

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

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

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

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

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

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

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

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

By Selim Korycki

A report from Transport for London's 'Safety and Sustainability Panel' on 'Cycle Safety' was published last week. In the backwards world of road traffic speak, the 'Safety' in the title actually refers to fatal danger from lorries (Heavy Goods Vehicles, also known as Large Goods Vehicle) to people cycling.

I would have missed it, had I not seen a tweet from Boriswatch: “next time Boris tries to pretend [London Assembly Member] Jenny Jones is just being silly about rates of cycling KSIs, that paper suggests TfL believe her.” This is a reference to claims that Jenny Jones made last year that the risk of injury & death whilst cycling in London had gone up under Mayor Boris Johnson's tenure. These claims were disputed by the Mayor at the time.

I would recommend that every London MP is sent a copy, or is emailed link to the report. There isn't a lot in it that is new in terms of numbers collated or trends identified, but the report is an excellent primer for anyone that isn't familiar with the topic. I don't want to reproduce too much here, as the report is relatively short, and can be read in a few minutes, unlike more technical reports.

I tweeted a couple of the salient statistics, HGV making up 6% of traffic during the morning peak, and 5% during the rest of the day, yet were involved in 53% of cycle fatalities between 2008 & 2012. These numbers won't surprise anyone who has even a passing acquaintance with the statistics on cycling fatalities in London. HGVs were identified as the number one danger to London's cyclists nearly 20 years ago, in a British Medical Journal report that I have been linking to for at least 8 years.

Also not new is the identification in the report of lorries working for builders, mainly skip or tipper lorries, being more likely than other lorries to kill cyclists. 7 out of 9 fatalities in 2011, where the collision was between a large goods vehicle and a cyclist, involved a construction lorry. In 2004 the HGV working group set up by the Mayor of London's office identified construction lorries as over-represented in cyclist fatalities.

What is new is language like this:

This research identified a systemic failing in road safety cultures within the construction sector, a lack of ownership of road risk throughout the supply chain and an imbalance between work place safety and road safety.

This is pretty strong language for an official report. There is a list of some things that need to be done, and in what looks very much like a 'to do' list for the Mayor & TfL the report suggests that

urgent attention is given to: greater enforcement of operator, vehicle and driver non-compliance of existing regulations;

I was a little bit disappointed to find that a conditional ban on HGVs was way down the same list at 'g' or 7. At least it's on the list for urgent attention. On the other hand, I take the fact that enforcement is right at the top of the list as an indication that, as I have said before, the construction hauliers do not regard compliance with regulations as anything like as important as they should do. The rules & regulations, after all, are there to keep road haulage operations safe for other road users like children, old people, people cycling, people walking, as well as people driving other motor vehicles.

I understand the pressures that the hauliers are under. I have worked in the transport sector most of my adult life. I know the margins are low, that there is constant pressure from customers to shave time & money, and that everywhere you turn someone is trying to fine you for something or other. However, Operation Mermaid, which is run by the Vehicle Operator Services Agency and police forces all over the U.K. and is virtually a random road-side MOT for HGVs, routinely show contravention rates of over 50%, which shows that there are a lot of illegal lorries out on the road.

I have some sympathy with the drivers. I am sure, as The Lorry Lawyer says, that no driver sets out to kill someone. However, the hauliers keep droning on about how professional they are, and blaming cyclists for not being sufficiently trained, or not wearing helmets etc etc.

(For an example of how the haulage industry thinks about it, have a look at the survey that was commissioned by Commercial Motor from ComRes on 'cycle safety' – do have a look at ComRes' numbers as well. The slant of the questions, offering cycle helmets, training etc as options for clearly indicates to me that the haulage industry thinks it can evade increased regulation & enforcement by blaming cyclist behaviour for the fatalities.)

The evidence from Operation Mermaid, which has been going on for years and years, suggests that hauliers routinely send out onto the roads vehicles which are not compliant with current legislation. Is this pattern of behaviour, of sending out poorly managed heavy machinery to interact with the public, consistent with claims of professionalism? Obviously, I don't think so. I would suggest that, along with greater levels of enforcement, a strategy of making the hauliers employers take responsibility for their contractor's safety record has been shown to be fruitful, taking as an example the Olympic site in east London, during the construction of which the danger from the lorries going to and from the site was taken very seriously by the builders.

At the end of the report there is a section on the Construction Logistics and Cycle Safety Project. The principle aim appears to be to get the construction industry to accept that the high cab tipper lorry is not fit to be driven around London, and to buy a design of tipper lorry which doesn't have any blind-spots at the front, rather like a conventional bus or a modern design of refuse lorry. Yes, we know it will be expensive to replace the current fleet of tipper lorries. It will be very, very expensive.

But how much does it cost when someone is killed or seriously injured by a lorry whilst cycling? I don't know, I'd be interested to see some estimates, but I bet it's a lot more than the cost of a new tipper lorry.

In closing, I don't want to overplay the dangers of riding a bike in London. If you cycle regularly, even in London, all the evidence that you will live longer than someone who does not cycle, even if you don't wear a helmet, hi-visibility clothing, and you sport high-heels and use a set of noise-cancelling head-phones playing Public Enemy's back catalogue. Cycling in London can be unpleasant, very occasionally wet & cold, but fatal & serious injuries are rare.

 

British Cycling have been annoying me for the last couple of months. First, they invented a new version of the empty phrase cycle-friendly or (apologies to the guys at the Times, who have done great work) cycle-safe. The BC approved version is 'cycle-proofing'. It's supposed to mean making roads safe for cyclists to use.

Using a non-specific suffix such as -friendly or -proofing generally doesn't signify anything apart from good intentions. Sometimes, as in the case of Google Maps beta bicycle thing, it can be seriously misleading, as Gmaps appear to be using the prescence of a marked bike or bus lane as an indication that the road in question is suitable for cyclists, meaning that Upper and Lower Thames Street were designated cycle-friendly. Likewise, I think cycle-proofing sounds like bike-wash, the cycle advocacy equivalent of green-wash. You see? It's so easy to make up meaningless but interesting-sounding labels.

I don't understand why British Cycling doesn't call a spade a spade and say exactly what it means. If BC is in favour of protected bicycle lanes, 2 phase traffic lights at junctions and so forth why not say exactly that? Surely BC doesn't think that Advanced Stop Lines and other painted surfaces are anything except an awkward and unsafe halfway house? Why not use a widely accepted shorthand that encapsulates the whole protected lane, re-engineered junction package like 'Go Dutch' or 'Space For Cycling'? Why reinvent the wheel, thus muddying the advocacy waters? Suspicious and cynical cyclists like myself might be tempted to see this as a turf grab by BC, keen to expand into new areas now that the Olympic tap is no longer spouting money with the same force as before.

Then I read BC's 2 year old report on the cycling economy: 'Gross Cycling Product', trumpeted by BC as the first attempt to quantify the contribution of cycling to the wealth of the nation. Guess what? Deliveries by bicycle (or tricycle) feature absolutely nowhere. It's as if the writers of the report have never been to central London, or, indeed, any major city anywhere in the world. I'm not going to suggest that couriers and other bicycle delivery people are a huge source of income for the national purse, but I would suggest that they are far from insignificant. I shouldn't take this oversight personally, but hey, I used to be a bicycle courier, so I do.

And there's helmets. Here's what British Cycling has to say (taken from the page 'Safety Points' on the BC website):

British Cycling asserts that the wearing of a correctly fitted hard shell helmet conforming to a recognised safety standard is recommended for all of its non-competitive events. British Cycling also strongly recommends the use of such a helmet whilst cycling at all other times, whilst recognising the right of each individual to choose whether or not to accept this recommendation.

Helmets are the subject of much debate, most of which is anecdotal (i.e. highly subjective and virtually impossible to verify – “my helmet saved my life”), and lot of which is emotional (e.g. the recent appeal by the father of Ryan Smith, a teenager left in a coma after a collision). I don't want to get into it too much. I said more or less what I think about helmets over here, and as a recent edition of More Or Less pointed out, not enough research has been done. However, there is good evidence that in jurisdictions where helmet use is compulsory that cycling rates have fallen after compulsion. It is also the case that use or non-use of a helmet is increasingly becoming a modifier used in legal proceedings to determine 'contributory negligence' by the cyclist, even in cases where the cyclist bore no responsibility for the collision that caused the injuries suffered by the cyclists.

We have all enjoyed the interventions of Bradley Wiggins & Laura Trott in this area, but it's worth pointing out that both Wiggins & Trott are very much the creations of British Cycling, have been nurtured and developed by structures put into place by British Cycling and the downside of enjoying the glorification reflected from their respective medals is having to accept responsibility for the stupid things that they say, especially when what they said was only a paraphrase of British Cycling policy.

Lastly, there's Eastway. It's long enough since the Eastway Cycle Circuit was bulldozed that a lot of Londoners will associate Eastway with a miserable road running across Hackney Marshes, through one of the most hostile and confusing road junctions in all of London, scene of the death of a cyclist during the Olympics, run over by an Olympic bus. But for older sporting London cyclists Eastway means a green oasis of cycle sport, built in the 1970s, and used pretty much 7 days a week through the summer for road-racing, mountain-biking (Eastway was the original venue for the Beastway races), time-trialling, BMX and cyclo-cross.

Eastway Cycle Circuit was sacrificed by British Cycling on the Olympic altar, depriving London cycling of its best equipped venue for nearly 10 years. The organisation of the replacement facility, Hog Hill, was less than stream-lined, but hey, it was all worth it because we (London's sporting cyclists) are getting back a world-class sporting facility blah blah blah. I won't be the first to point out that cycling is getting back a lot less land than was taken away. Ok, there's a velodrome there as well, ok, ok. But the size of the site is much, much smaller.

But how are we going to get to the Velopark, or whatever it's called? This is something that doesn't seem to have been considered very much, or at all, by British Cycling. Maybe they just assumed that people would do what they do when going to bike races elsewhere in the country, that is put their bikes and their kit in or on their car and drive.

We have heard so much about the attention to detail of British Cycling, the 'marginal gains'. BC was apparently consulted about the velodrome at every step of the design and construction. To give one well-reported instance, there had been modifications to the design of the entrances to the velodrome to keep the ambient air temperature inside the building as warm as possible to facilitate quick times. Chris Hoy purred when the velodrome was presented to the public.

I first started using Eastway Cycle Circuit before the M11 link road was built. I rode from Hackney. At that time, Eastway, the road that I used to access the cycle circuit, was pretty busy, and the right turn across 3 lanes of traffic was… well, it was a right turn across 3 lanes of fast moving traffic, albeit at a signalled junction. Not something to look forward to, but not something I couldn't handle, what with being able to ride reasonably quick and also a 'professional' road-user.

Since then, the link road has been built, which has added a motorway intersection into the mix. This ramped up the speeds, and made the westbound turn off Eastway towards Hackney even more fun than it had been before. The Olympic Park has added an extra dimension of confusion to the road layout, which undoubtedly contributed to the death of Dan Harris. If I, an experienced cyclist who has been riding in London since the age of 2, gets confused by the road layout around the Velopark (or whatever it is called), what must it be like for less experienced cyclists?

I don't use the A13 for anything really, so I can't really comment on how dangerous, relatively, the Eastway / A12 (M) / Olympic Park / Westfield interchange is compared to the notorious Barking interchange, or what the KSI numbers are. But I will say that it was pretty inappropriate for cycling before the M11 was built, and has only got worse and worse since. It has always been a road that I rode along as quickly as possible to minimise my exposure to the conditions.

I asked British Cycling if they had any input at all into the roads around the Velopark. This is their reply:

As far as I know, we didn't have any input into the route but we have heard the criticisms. My colleague in the Campaigns team has suggested that you contact the London Cycling Campaign on this. Hope this is helpful.

In other words, they didn't raise the issue of whether people would cycle to the Velodrome, and how safe it might be for them to do that. This doesn't surprise me, as I have always found cycle sport to be a pastime for people with cars.

I don't want to labour the point, but BC is trying to get more kids into cycling. The Velopark is virtually in Hackney. Hackney has very, very low rates of car ownership. It therefore follows that Hackney kids, if they aren't going to get the bus or walk, aren't going to get driven, so are likely to cycle to the Velopark. Honestly, I wouldn't want anyone's kids to have to negotiate the roads around the Velopark.

At the Hackney Cycling Conference Andrew Gilligan said, in reference to the Mayor's (and TfL's) support of sporting cycling events, something like: I view the relationship of events like the Tour de France to everyday cycling as similar to the relationship of the Bluebell Railway to Eurostar. (Apologies to Mr Gilligan if I have mangled his metaphor). British Cycling's flagship facility in London is the Velopark. As it is, the Velopark could not be more isolated from the attempts of other interested parties (councils, TfL, the Mayor's Office, London Cycling Campaign etc etc) to build mass cycling in London. The Velopark is therefore the perfect illustration of the truth of Mr Gilligan's aphorism.

If British Cycling wants a suggestion from a former member, former user of Eastway, London cyclist, I would shut up about 'cycle-proofing', get a grip on your athletes and stop them from blurting out nonsense, and do something to sort out safe routes for cyclists around the Velopark.

 

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.