Two of the London Cycle Superhighways opened at the beginning of the week to a guarded response. Obviously a scheme like this (which cost £23million in total) is going to invoke a broad spectrum of emotions.
For the purposes of this blog post, any reference to these new routes will focus on CS7 which runs from Merton to the City. This is because when I lived in London for a while I used to cycle from Morden to Camden Town every day which would have taken in much of this new cycle route. I had no trouble on this route with motorists, partly because most of the time I was passing stationary traffic. It is, as you can imagine, a very busy route and therefore will feel intimidating to the novice cyclist.
It is all too easy for the experienced cyclist [in the UK] to feel sceptical about the scheme and even easier to pick apart TfL’s Utopian vision of a carpet of blue filled with relaxed, happy cyclists. We know all too well the diabolical levels of infrastructure that exist already (and for which Local Authorities must hang their heads in shame). However, I would like to tentatively offer the following observations;
Some have criticised the fact that CS7 uses the A24, a main thoroughfare into Central London. I would imagine TfL did this for the following reasons:
- If one of the aims was to create a modal shift from car to bicycle, putting this revised cycle lane on a major thoroughfare with cyclists perceived to be making better progress would assist in this shift.
- If the ‘Superhighway’ was projected on a route taking in quieter residential roads, for example to the east of the A24, then all those people living to the west would have to make their way across the A24 to get to it. It is better for residential streets to feed into a cycle route. Also, if it is on a major road, it will pass more shops, schools, transport interchanges etc.
I’m pretty sure the cycle paths are blue to match those used in Copenhagen (obviously the colour. Not the design and engineering standard). It’s pleasing that TfL have used their branding to keep it recognisable and simple for novice cyclists and although it’s flattering that Barclays saw the colour and thought that big banking could be associated with the humble, egalitarian bicycle, I sincerely hope this is not the beginning of some form of PFI initiative.
Although Transport for London (TfL) would have consulted extensively with the Boroughs, they must have consulted with cyclists at some point regarding the design and layout. I would like to know at what design stage this consultation with the end users took place. From experience, cycling groups generally see the plans when the construction work has already been programmed giving little or no scope for change. Although I’m sure TfL consulted form the start, it would be interesting to read what feedback they received purely for other councils and cycling groups to take note. (If you want to read about a consultation excerise that went well to cheer you up, please read here)
If it gets more people experiencing the pleasure and freedom that cycling brings than that’s wonderful as if they really are just tarted up ‘Crap Cycle Lanes’ then they should get loads more feedback on how to make them work. This would be fantastic as normally it is experienced cyclists that get consulted and even then only rarely. There needs to be a broader range of people giving feedback from all levels of cycling experience, all ages and ethnic origins.
Although there have been attempts at a London Cycle Network before with differing levels of success, I’d like to think of this latest venture as Cycling Infrastructure Version 1.0. Maybe there will be an upgraded version in the future that not only gives a fresh coat of blue paint but also a raised curb separating cyclists from traffic and pedestrians. Maybe the future version will tackle the issue of cars and vans parking in them (often lawfully, it must be said). Crucially, maybe a future version will give greater clarity at junctions with, dare I say it, PRIORITY (although that will probably come with Cycling Infrastructure Version 90.0).
In conclusion, I tentatively applaud Transport for London for at least giving it a shot and trying to be progressive. As long as they actively encourage and are transparent with feedback, learn how to listen and look to examples set in Copenhagen and Amsterdam we may see that cycling utopia yet. London and indeed the rest of the UK, has everything to gain from making this work and making it an exemplar.
For views from the front line, I recommend Real Cycling, London Cyclist, Crap Cycling & Walking in Waltham Forest or Andrew Gilligan in the Telegraph.