Posts Tagged ‘cycle infrastructure’

The Perfect [Fart in a Thunder]Storm

All Party Parliamentary Cycling Group’s Get Britain Cycling Inquiry

HM Government Response (which may have been tweaked by the Lo Fidelity Bicycle Club)

The Department for Transport is pleased to have the opportunity to respond on behalf of HM Government to the recommendations of the All Party Parliamentary Cycling Group’s ‘Get Britain Cycling’ report. The Department welcomes this report, as it has done everything in its power to suppress cycling over the past few decades and now has a golden opportunity to go for it again.

This response is made on behalf of the Department for Transport, which has the responsibility of trying to disperse as much responsibility for cycling policy as it can in England, outside London. Wales, Scotland and London have their own insipid programmes to support cycling.

The ‘Get Britain Cycling’ report’s 18 recommendations, and the Government’s response to these, are below.

1. Create a cycling budget of £10 per person per year, increasing to £20.

Since February 2012 the Department for Transport has made an additional £159 million available for cycling infrastructure in England. Projects include: some racks at railway stations; painting bicycle symbols on pavements in communities; schemes to improve the layout of road junctions to make them even less cycle friendly; and recently announced piecemeal schemes in cities and National Parks with some photos of smiling people in helmets and hi-viz jackets.

Following the £77 million of Cycle Ambition Grants announced by the Prime Minister for eight cities across England, investment in cycling in these areas is now in excess of £10 per head per year. Along with local contributions, this equates to £18 per head of population across the funding period. [1] [2]

Making you think that figure meant the entire UK population was inspired by
[1] Watching old videos of The Paul Daniels Show
[2] …..and the bit from The David Copperfield Magic Show where he makes a Boeing 747 disappear. We’re thinking of drafting him in as a consultant for our Aviation Strategy.

94 of the 96 projects being funded by the Department for Transport’s £600 million Local Sustainable Transport Fund contain a cycling element. Together with local contributions, this is £1 billion of investment. Yes! We can’t believe we had the balls to write this stuff either! We’re thinking of changing our name from DfT to just LOL!!

Bikeability cycle training grant provides funding of up to £40 per child training place which will get forgotten outside the school gates as the roads are seen as too dangerous in the parent’s eyes.

2. Ensure local and national bodies, such as the Highways Agency, Department for Transport and local government allocate funds to cycling of at least the local proportion of journeys done by bike.

Through the Integrated Transport block, the Department for Transport is giving a significant amount of money to local authorities enabling them to design solutions appropriate to their local transport challenges, which is a bit like giving the Taliban funding to promote ‘International Women’s Day’.

The Highways Agency (HA) works with cycling organisations to provide parallel routes, safe access and crossing points to try and keep cyclists away from ‘The Precious’ (or ‘Strategic Route Network’). These schemes are funded within the HA’s portfolio of Microscopic Improvement Schemes, on which the expenditure is approximately £50 million each year across the portfolio (3% of the HA’s operational programme budget of c.£2 billion or ‘Fuck All’ to use basic transport vernacular).

Furthermore, significant junction upgrades and other improvements will help cyclists at locations on the HA’s trunk road network taking the risk factor from ‘Appallingly Designed & Lethal’ to ‘Appallingly Redesigned & Lethal’. A pittance will be invested in upgrades at 14 locations over the next two years, and a further pittance will be invested in 2015/16, with plans in place for many more similar schemes beyond that diluting the funding further so it has about as much impact as this document.

3. Cycle spending that makes a tangible contribution to other government departments, such as Health, Education, Sport and Business, should be funded from those budgets, not just the DfT.

The Government just worked out that cycling improves health (and have officially stopped using Boris Johnson as a gauge. That just confused matters) but not quite sure how to apply this new knowledge. So we are going to chuck £1 million over the next two years to be shared across at least four of the eight Cycling Ambition Grant cities in a desperate hope that someone rides a bicycle or eats an apple or does something healthy or something.

Across the country as a whole, cycling stands to benefit from the Government’s healthcare reforms where it can be used to deliver against local health priorities. Responsibility and funding (worth £5.45 billion over the next two years) for public health has been devolved to local authorities that haven’t a clue about bicycles or are hostile about bicycles. Oh, and £5.45 billion is about the same amount that the NHS spends each year alone on obesity and obesity related diseases.

This places local authorities in a much stronger position to stuff up the wider determinants of health, including transport, through adopting a more holistic approach to the planning and delivery of local services. Statutory guidance from DH specifically mentions the need for Health and Wellbeing Boards to consider transport as a wider determinant of health when drawing up Joint Strategic Needs Assessments and highlights the opportunity to use Health and Wellbeing Strategies to join up health and transport services…………….No, we don’t have a clue what that paragraph meant either……………………..erm…………………….does jogging to catch a bus count?

The Department for Culture, Media and Sport also fund cycling at elite and community levels through the Mr-Tickle’s-arms-length bodies UK Sport and Sport England who both work with British Cycling which is as relevant to mass cycling in Britain as Bonsai conservation or the origins of the litter bin.

On the plus side, a whip-round of £507.34 will be ring fenced to get Bradley Wiggins and Mark Cavendish to shut the fuck up on the subject of helmet compulsion.

4. A statutory requirement that cyclists’ and pedestrians’ needs are considered at an early stage of all new development schemes, including housing and business developments as well as traffic and transport schemes, including funding through the planning system.

The National Planning Policy Framework introduced in 2011 can be ignored if it means taking space from cars:

https://www.gov.uk/government/uploads/system/uploads/attachment_data/

file/6077/2116950.pdf

The Department’s technical guidance on designing for residential developments, Manual for Streets, can be ignored if it means taking space from cars:

https://www.gov.uk/government/uploads/system/uploads/attachment_data/fil

e/3891/pdfmanforstreets.pdf

The Department’s guidance on providing for cyclists, Local Transport Note 2/08: Cycle Infrastructure Design, can be ignored if it means taking space from cars:

https://www.gov.uk/government/uploads/system/uploads/attachment_data/fil

e/3808/ltn-2-08.pdf

The Government has already helped local authorities to provide for cyclists, for example by making it easier to introduce contraflow cycling using ‘no entry except cyclists’ signing. Contraflow cycling means that cyclists can use one-way streets to avoid the busiest roads and junctions in the absence of anything decent there and will cause a welcome orgasm for Editors of Local Newspapers and the expert commenters that they attract.

Through the revised Traffic Signs Regulations and General Directions, due in 2015, Government will be making further changes to make it easier for councils to install cycle facilities, by removing the requirement for Traffic Orders for mandatory cycle lanes and exemptions for cyclists (such as ‘No Right Turn Except Cycles’). At least until Eric Pickles decides to open his trap as it will be seen as ‘anti-car’.

5. Revise existing design guidance, to include more secure cycling parking, continental best practice for cycle-friendly planning and design, and an audit process to help planners, engineers and architects to ‘think bike’ in all their work.

The Department’s guidance for local authorities on providing for cyclists, Local Transport Note 2/08: Cycle Infrastructure Design, was published in 2008. It provides comprehensive advice on designing and installing a wide range of measures which is nearly always ignored with local authorities instead drawing deep draughts of inspiration from the works of Jackson Pollock.

The Department will also consider endorsement and promotion of TfL’s new cycle infrastructure guidance outside London when it is published next year advising red and green paint to be switched to Barclays Blue and junctions worthy of ‘The Krypton Factor’.

DfT will be organising a summit later this year on cycling infrastructure which will focus on training for designers and practitioners. It is intended that input will be sought from professional bodies that haven’t designed a decent cycle facility in their lives.

Many of the measures identified as good practice in other countries are already possible in Britain, for example fully segregated cycle lanes and providing a form of priority for cyclists at side roads. Decisions on how best to provide for cyclists on local roads are just over the North Sea with national government showing a lead but instead we want it handed down to local authorities – not only do they have a duty to put the car first when considering how to design and manage their road networks, but they also tend to despise anything from mainland Europe for some reason.

The Department for Transport also plans to take action to help local authorities to:-

Share a glittering history of appalling practice, lack of knowledge and no experience on the engineering and traffic management solutions sadly all too readily available to address common challenges to making roads more cycle-friendly;

Investigate opportunities for local government collaboration in the preparation and testing of old masquerading as new engineering (think ‘putting lipstick on a pig’ and you get the general idea) and traffic management solutions (to shoehorn badly compromised cycling ‘solutions’ around getting as much motorised traffic through their areas); and

Help local authorities identify how best to involve cyclists themselves in identifying the right solutions to local challenges by consulting with local groups and then building a shared use pavement anyway but now ticking the box that says ‘consulted with cyclists’.

6. The Highways Agency should draw up a programme to remove the barriers to cycle journeys parallel to or across trunk roads and motorway corridors, starting with the places where the potential for increased cycle use is greatest.

In his statement on 12th August 2013, the Prime Minister announced that cycling will be at the heart of future road developments. He committed to ensuring that all new big road developments will incorporate the needs of cyclists into their planning and design (using politically compromised designers, non-existent standards and ignored guidelines) in an ongoing commitment to put infrastructure currently regarded as a joke internationally everywhere.

Work will begin immediately on junction re-hashes and other pointless meddling that will keep cyclists on the trunk road network on their toes. £5 million will be invested in upgrades at 14 locations with design or construction work starting this year and a further £15 million will be invested in 2015 to 2016, with plans in place for many more similar schemes beyond that. Oh, by the way, £28 billion was announced for the Strategic Road Network only last month. I repeat: £28 billion. And I repeat again: £28 billion.

The Highways Agency is working with cycling groups to provide training for highway engineers so that they design cycle friendly road improvements. You might as well have Jeremy Clarkson teaching the works of Socrates through the art of Improvisational Dance.
The Highways Agency liaises with local cycling groups and has recently opened up yet more dialogue with British Cycling. The Highways Agency also hosts the Vulnerable Road Users Committee attended by vulnerable road user groups, including Sustrans and CTC, twice a year. Which is nice. For ‘committee’, read ‘box ticking exercise’ or ‘County Cycle Forum’ for sheer effectiveness.

7. Local authorities should seek to deliver cycle-friendly improvements across their existing roads, including small improvements, segregated routes, and road reallocation.

The Department for Transport expects local authorities to up their game from ‘appalling’ to ‘slightly-appalling-but-we-have-now-been-to-a-conference’ in delivering infrastructure that takes cycling into account from the design stage.

The Department for Transport provides funding to local authorities to implement improvements to their local road infrastructure, but it is for local authorities to prioritise schemes dependent on motorist’s wishes.

Local authorities have a duty to consider the needs of all road users, including cyclists and pedestrians as a last resort, when managing their road networks. In making changes they should consider the needs of all users, including vulnerable pedestrians such as elderly people and those other non-driving leeches with mobility issues or visual impairments. This is usually solved with painting a bicycle symbol on the pavement to keep everyone suitably antagonised and energised. Until a car or tradesman’s van parks on it.

8. The Department for Transport should approve and update necessary new regulations such as allowing separate traffic lights for cyclists and commencing s6 of the Road Traffic Act 2004.

It is intended that new regulations will be brought into force in 2015. As well as new traffic lights to give cyclists a ‘sporting chance’ at junctions, other measures being considered include:

Removing the requirement for a lead-in lane for cyclists at advanced stop lines, making it easier for highway authorities to install advanced stop lines at junctions that are ignored by motorists and putting cyclists in a pole position more tense than the start of the Monaco Grand Prix;

Options for joint crossings for use by both pedestrians and cyclists, filter signals for cyclists, options for bigger cycle boxes (advanced stop lines), removing the requirement for Traffic Orders for mandatory cycle lanes and exemptions for cyclists, such as ‘no right turn except cycles’. This will make it easier for local authorities to implement the same crap they always have, but even more so.

In advance of the revisions to the Traffic Signs Regulations and General Directions the Government has already made it easier to:

Palm off the Introduction of 20mph speed restrictions to Local Authorities that haven’t the money to implement them properly and police them even less. All of the successful Cycling Ambition Grant cities have plans to introduce area-wide 20mph speed limits as part of their programme to make city streets more cycle-friendly; which is not exactly how it’s implemented in mainland Europe but trying to introduce networks for different modes, and cutting off rat runs involves thinking and doing stuff.

Use “Trixi” mirrors at junctions so that lorry and bus drivers can see cyclists more easily before coming into inevitable and occasionally fatal contact. But at least it can be seen from different angles now.

9. Extend 20 mph speed limits in towns, and consider 40mph limits on
many rural lanes.

Local authorities are responsible for setting local speed limits in line with their local conditions and requirements meaning a national lack of consistency.

It is important that local authorities take a balanced account of the full range of impacts of changing speed limits, including economic and environmental effects and the inevitable guff from the letters page of the local newspaper on how it’s ‘Health & Safety gone mad’, not to mention the Association of British Drivers (think of a UKIP that’s spectacularly more ignorant and you start to get the general idea).

10. Improve HGV safety by vehicle design, driver training, and mutual awareness with cyclists; promote rail freight and limit use of HGVs on the busiest urban streets at the busiest times, and use public sector projects to drive fleet improvements.

DfT Ministers are treating this issue (the risk posed to cyclists by HGVs) as a priority, because it’s keeps grabbing the headlines (although it always appears to be ‘cyclist collided with…..’ in the press) and have had a number of discussions with the Mayor of London which was like negotiating a migraine. He even used ‘lassitude’ which made things even less clear.

The Department for Transport is now updating some guidance which can also be ignored as we’re shoving yet more responsibility out to the provinces without giving a steer or lead or anything.

Government is promoting the further development of the Strategic Rail Freight Network and has ring-fenced a further £230 million in the period 2014-2019 for the rail industry in Great Britain to take forward its own priority projects on freight. This has nothing to do with what would actually work for cycling but it allows us to insert another ‘headline figure’ in there

We are introducing new standards on Mirrors and camera technology because it’s easier and less tiresome than coming up with standards for quality bicycle infrastructure. And don’t get us started on junctions. No, really – don’t get us started.

11. Strengthen the enforcement of road traffic law, including speed limits, and ensuring that driving offences – especially those resulting in death or injury – are treated sufficiently seriously by police, prosecutors and judges.

All road users have a duty to use the road network in a safe and responsible manner and to obey road traffic law. That’s about all we have to say on the subject other than some meetings are going to be held and some blather about stakeholders. Obviously we can’t bring in US style gun laws so we just wanted the car to be the weapon of choice for people that may have a grievance without all the formal enquiries and calls for controls as the victims of collisions with cars in this country are regarded merely as ‘collateral damage’.

12. Provide cycle training at all primary and secondary schools.

The Department for Transport provides funding to local authorities and School Games Organisers for training that’s promptly forgotten as it’s vetoed by the parents who regard it as a lethal activity making it a tragic waste of trainers time and taxpayers money but ‘c’est la vie’ as Nigel Farrage wouldn’t say. It looks as though we are doing something constructive whilst ignoring the stuff that would actually enhance the hard work of cycle trainers like quality infrastructure but that would involve proper investment and not the pathetic figures we’re bandying about here.

13. Offer widespread affordable (or free) cycle training and other programmes to encourage people of all ages and backgrounds to give cycling a try, as evidenced by NICE.

The LSTF invited local authorities to submit bids which may include cycling. All £600 million from the fund has now been committed to deliver 96 packages. Of those 96 packages, 77 contained cycle training which includes 48 adult training packages because they are cheaper than infrastructure and will probably not trouble the minds of the majority of the general public.

Bikeability is not only for children, despite having a revised childish name. There is a range of training available to suit all requirements from the complete beginner wanting to boost their confidence to those wanting to develop more advanced skills such as dualled trunk roads which commenters on some cycle forums think are perfectly reasonable to cycle on.

14. Promote cycling as a safe and normal activity for people of all ages and backgrounds.

Cycle safety is very important, which is why the Department for Transport has given £35m to improve safety at dangerous junctions across England and have helped local councils to design solutions appropriate to their local challenges, including improving their road infrastructure to encourage and is the equivalent of attempting to mop up the River Thames with a ‘J Cloth’ for sheer futility.

The small rise in the number of cyclists seriously injured may be due to the increase in cycling which has been seen in recent years and the Department will continue to progress initiatives to improve cycle safety except the stuff that would actually make a fundamental difference.

Bikeability cycle training provides people of all ages, backgrounds and abilities with the skills and confidence to cycle safely and competently on modern roads if you ride like Mark Cavendish on a combination of MDMA and Lucozade and realise how uncomfortable cycling in this country is, then put the bike away and go inside, mix a nice Gin and Tonic and book a holiday to the Netherlands. Bikeability is appearing an awful lot here isn’t it?

Government is keen to do more to promote leisure and utility cycling along existing rights of way because our stakeholders excel at this, and to reduce the red tape around the creation and maintenance of multi-use cycle routes so that we have more crappily implemented regional and national cycle networks where cyclists, pedestrians, the visually impaired and dog walkers can swear at each other.

The Government is committed to turning Britain into a cycling nation to rival our European neighbours. This means introducing policies that will make it easier for everyone to cycle, regardless of their age or background. We have already invited colleagues from the Netherlands to conferences here to tell them to their bemused faces that their solutions wouldn’t work here and that their 40 years of engineering expertise in developing incredible and constantly evolving infrastructure for bicycles is cute but they’ve always been cyclists and that Hackney is far better. We should therefore strive toward policies in a unique British idiom using a hotch potch of Danish/British/Nigerian/Dutch/Galapagos Islands/Finnish/Martian and call the end product ‘Dutch Style’.

15. The Government should produce a cross-departmental Cycling Action Plan with annual progress reports.

The Department for Transport has been co-ordinating a cross-departmental effort to promote cycling, in particular with Defra and the Department of Health in a further bid to get our responsibility for cycling out of our building.

Realising our ambition for cycling will require sustained leadership, collaboration and innovation at each level of government and between all sectors. To ensure that robust arrangements are in place to realise the ambition, we will work with stakeholders to assemble a comprehensive delivery plan for publication in the autumn. Did you like that bit of middle management bullshit speak? We will also, moving forward, incorporate ‘blue sky thinking’ into all half arsed meetings with no steer or lead.

The Department for Transport has governance arrangements in place to support the development of cycling policy through the Cycling Stakeholder Forum led by Cycling Minister Norman Baker, a cycling High Level Subgroup and a cross-Whitehall officials Subgroup. Close working relationships will continue as the cycling delivery plan is developed in the same time it took to build the Great Wall of China (including the planning application). The Cycling Stakeholder Forum is probably held in the same reverence as a ‘County Cycle Forum’ and has experts promoting their guides to cycle training, experts on cycling as a sport or recreational activity whilst selling the requisite products to go with it and actually believe the ‘Wiggins Effect’ means something or that promoting the cause of getting women to cycle more will be solved by sponsoring a professional women’s cycling team or drawing their vision of a cycle friendly town as something out of ‘Where’s Wally’ as it elegantly sidesteps taking a serious view on what really works. We don’t really know who they are as its all closed shop with no accountability to mere mortals like you. It’s probably about as useful as tits on a bull anyway.

16. The Government should appoint a national Cycling Champion, an expert from outside the Department for Transport.

The Government has no plans to appoint a national Cycling Champion. However, the Cycle Safety Forum Subgroup provides external expert help and advice and are the reason we have the truly incredible cycling conditions we have now.

17. The Government should set national targets to increase cycle use from less than 2% of journeys in 2011, to 10% of all journeys in 2025, and 25% by 2050.

The Government does not believe that to set national targets for cycling will encourage take up at local level. It is for Local Authorities to decide on hilarious/dangerous ambitions for their local areas. A ‘One size fits all’ approach is not effective. Why, to compare Guildford with Watford is to compare Mars with Mercury. Apparently.

For example, the eight successful Cycling Ambition Grant cities have all set targets that are ‘ambitious’ (which is the control word for ‘spectacularly unachievable’ in British Politics), but with their local circumstances and current levels of cycling, they have set their own unique ways of not meeting these targets.

The Government continues to invest money – £159m has been announced since the beginning of 2012 – and implement measures that enable more people to say ‘why can’t this country just design a decent junction. Just for once. Please for fucks sake’ and use the car instead.

18. Central and local government and devolved authorities should each appoint a lead politician responsible for cycling.

The Government encourages local authorities to identify a senior Officer or Member to take cycling development forward in their authorities and to champion cycling in their area, despite them getting rid of all their Cycling Officers in the spending cuts. The ‘Cycle Champion’ is usually an older councillor who has ‘ridden a bit’, but you’ve generally got more chance of spotting Tim Loughton MP supporting a Pride march than this person on a bicycle.

In central government Norman Baker champions cycling, as Minister for Cycling (or ‘Parliamentary Under-Secretary for the Department for Transport’ for the full and more accurately duller title).

 

Ionian Infrastructure and a Sussex Safari

20120719_172544

Right! First things first. I shall be leading a seaside Infrastructure Safari from Worthing to Brighton on Saturday 18th August. We shall be meeting at Worthing Railway Station at 12.30pm to give everyone a fighting chance of making it down to the South Coast. The pace shall be leisurely with frequent stops to discuss, take photos and sometimes just laugh at various cycle infrastructure issues throughout the route.

Here is an earlier blog post about the Safari

I have also prepared a detailed google map of the route with links.

Everyone is welcome to join me and I shall ensure that there is a pub at the end (more details on that nearer the time) with a chance to stop for snacks en route.

These bikes make marvellous hanging ornaments. They are especially handy if you are from Lilliput or you are using British cycle infrastructure

Anyway, apologies for not writing in a while, dear reader, but my wife and I decided to head to Corfu and Paxos for a week. My Mother in Law stupidly volunteered to look after our son for a week so we could get away for a bit. Although we love our son above everything else, opportunities like this do not come readily. This led to a flurry of research and planning from my wife probably not seen since the planning of the Apollo 11 Mission.

We decided to go to Corfu City for an evening. It has a population of around 30,000, it serves as Capital for the region of the Ionian islands and is very, very beautiful feeling Venetian in character. Whilst wandering around a park (next to the only Cricket pitch in Greece – a legacy of British Empire on the Island), I spotted some vague, ethereal lines painted on the wide pathways, barely visible in the simmering Ionian heat. ‘What’s this?’, I thought. It would appear that modern Britain may have left a legacy too in the form of really average cycle lanes. Since I arrived back in Britain, I encountered these rather good blog posts here and here explaining in more detail what cycle infrastructure was installed in the city. I can only comment on what I saw, which was by sheer chance and I have captured for you in the pictures below. I was going to mention to my Wife how I should have brought a tape measure to check the widths of the path but she might have accurately, firmly and, on balance, correctly kicked me in the testicles.

The lack of cyclists may have been due to the 40 degree heat which always fails to prevent British tourists in adventuring mode.

Here we see a junction where one can leave the shade offered by the park. British readers should be quickest to identify what happened next (although our American friends are very familiar)

Yes, a car parked beautifully across the lane! I encountered this at almost every access/egress point making it an equally hilarious experience for wheelchair users, shoppers and parents with buggies.

So, we have seen vague paths which are a bit narrow in places with even more vague signage, cars parked blocking them and pigeons everywhere. Actually, reading that line back, I’ve just described London with the heat turned up.

I strongly recommend you pay the island a visit.The chilled beers also have the Lo Fidelity seal of approval. Infrastructure nerds in particular have a pretext now, if one were needed.

Notes and Queries

A relaxing picture of a meadow

Firstly, apologies to Lo Fidelity readers for the non-posting as of late. The Wife has been plagued since childhood with a condition leading to abscesses in her leg and in particular at the base of her spine. There’s a lot more to it than that but she has just had her eleventh and hopefully final operation which means she might be able to sit down without discomfort for the first time in years. I’ve been tending her and The Boy over the last week and a half as, at nine months old, he is not getting any lighter to carry.

The Wife cycled as a child and her parents were keen cycle tourists. She is always enthusiastic about me cycling and cycle campaigning and does her best to look interested when I ramble on about cycling and cycle campaigning. However, she is adamant that she will never cycle again, partly to the pain and discomfort up until now and the potential to trigger something bad as a result of getting on a bicycle again. She says, quite reasonably, that I should be happy that she’s produced a son to eventually go cycling with. She’s right of course and I’ve accepted that as far as The Wife and cycling is concerned, some things are just not meant to be. In turn, she has accepted that I don’t really like her great love, which is swimming (basically I run like a Dolphin and swim like a Cheetah). The upshot of all this is that she walks everywhere, often with a pushchair for added humour – if you thought facilities for cyclists were bad the UK, I’m getting a taste of my own medicine as she points out the long list of failings for pedestrians with pavement parking, poorly applied work roads and crazy paving. I’ve suggested that she starts a blog called something like ‘Crap Walking in Britain’. She says she’ll think about it.

Anyway, what a week and a half it’s been! Carlton Reid wrote something about the Cycling Embassy of Great Britain. Then I wrote something in reply. All’s well that end’s well I’m pleased to report.

The Embassy is, at this moment in time only three weeks old with Governance and formal policies to be agreed that hasn’t formally launched yet. However, I know the following applies;

It was never, and will never be our intention to relinquish cyclists’ right to the road. There seems to be a fear that as soon as someone calls for better infrastructure in the UK, that this will somehow lead to cyclists being banned from the public highway. Personally I accept those fears to a point in the wake of such a car-sick Transport Secretary. However, crap infrastructure continues to be built by Councils who’s Modus Operandi is not to improve the lot of the cyclist, but to clear them off their ‘Strategic Road Networks’. Maybe a situation will arise that’s even worse than Carlton Reid’s vision; that cyclists get shovelled off the roads to the crap that exists already without reform of the guidelines. Now that’s scary. I would envisage the Embassy working in tandem (pardon the pun) with organisations such as CTC as well as Cycling Embassy of Denmark and Fietsberaad so we push for better infrastructure standards based on Dutch, Danish and German best practice, whilst campaigns that enforce the right to the road led by CTC and ipayroadtax.com, continue to fly their standards. Whatever happens, I personally believe we have to cull the crap to enable mass cycling and those that joined the Embassy just want to try something new.

As far as antagonism goes, when a new campaign group starts up, it’s always going to ruffle a few feathers. I sometimes take the microphone as a Comedy New Act (you can’t call yourself a Stand Up Comedian until you’re regularly playing the Comedy Store or Live at the Apollo and you have a DVD out). Sometimes when you first walk out on stage, the collective tension and excitement in the audience builds to a point that someone will suddenly scream something out – not a heckle or anything nasty, but the excitement (coupled with alcohol) has triggered a sudden outburst. They are probably nice respectable people, holding down nice respectable jobs and for that flashpoint, the situation has run away with them. When the cycling public turned up at the Embassy start up meeting, there was a lot of pent up excitement, frustration and anger at what has passed before which also appeared on people’s blogs. However, Embassy policy is not going to be born of frustration and anger either, from blog posts or otherwise (just the excitement at trying something new). Anger is best left to the experts!

When the Manifesto and Policy Documents are agreed, clarity should follow and then people can praise and criticise. Agreed governance will also bring accountability. On one cycle forum, people have already speculated that the Embassy is a shadowy part of the road lobby and that I’ve got my head up my arse. The first point certainly isn’t true and the second point would put my back out and we have had quite enough back problems for one family, thank you.

Finally, and particularly if you live in and around Brighton & Hove, one of the only pieces of decent cycle infrastructure costing £550,000 looks set to be removed at double the installation cost. Funnily enough, this is to ‘improve traffic flow’. Details are here along with a petition, which I urge you to sign.

London Calling

'....yes, we ride fixies. It's pimp'

Today’s post has a bit of London-centric feel to it (if you hadn’t already guessed by the title and picture with rib-tickling caption). This feels a bit strange as I’m typing this in my home in Worthing to the melodic sound of nesting seagulls and an 8 month old boy who has reached the stage of Picking up Bright Object and Banging It Against Another Bright Object.

Firstly, the start up meeting of the Cycling Embassy of Great Britain is nearly upon us which will be held here. It turns out that Saturday 29th January is also the birthday of Mikael Colville-Andersen, creator of all things Copenhagenize and Cycle Chic. If he would like to attend, I may stretch to buying him a couple of drinks. Oh, alright, a couple of drinks AND a cupcake with a candle in it.

The Agenda is available here and our draft Manifesto and Mission Statement are also available for download from the Cycling Embassy website, so you may peruse and comment. The meeting will be followed by an informal chat and then an ‘Infrastructure Safari’ where we shall be taking in the delights of cycle facilities Transport for London style. The route is going to be the creation of Mark from ibikelondon (many thanks). On a related note, I am going to organise an Embassy field trip to the Netherlands later this year where we can go to Groningen and bemuse the locals as they watch a group of British tourists openly weeping.

Also, I would also like to remind Lo Fidelity Readers that have any connection with the City of London to write to the City before February 21 and object to the City’s local implementation (transport strategy) plan. According to Danny, scribe of the Cyclists in the City blog,

The reason is that the last LIP in 2005 resulted in only three submissions from cyclists with the result that, well, not much happened. So far, we’ve generated over 50 this year and want to encourage several hundred responses.

The City has the money to make a massive difference to cycling in London. But it’s transport plan is full of worrying compromise. For example, it undertakes

1) To ensure no increase in average journey times for car drivers (i.e. cars and taxis will continue to dominate the City’s streets)

and

2) That cycle infrastructure will be built with the needs of all road users in mind (i.e. forget improvements for bikes)

To my mind, this is a manifesto for car drivers, not for sustainable travel or safer roads.

Contrast the City LIP with Southwark, which explicitly states that car speeds will be subject to improvements for cyclists and pedestrians.

I’ve drafted a template which people can edit down and send to the contact names on this page here http://cyclelondoncity.blogspot.com/2011/01/go-for-it-register-your-concerns-now.html

A summary of the City’s transport spending plans here http://cyclelondoncity.blogspot.com/2011/01/spending-breakdown-of-city-of-london.html

And a comparison of the City vs Southwark here http://cyclelondoncity.blogspot.com/2011/01/southwark-vs-city-of-london-transport.html

Whatever your connection with the Square Mile, please send an email from your work (or play) address before 12 February and cc to cyclistsinthecity@gmail.com. Your input will be greatly appreciated.

For further writing on the subject, here is an article from the always sparkling ibikelondon

Get writing, and I look forward to meeting like minded souls from wherever you are on the 29th.

Riding a First World Bike through the Third World [of Cycling]

As you are probably aware, I recently decided to put my money where my mouth is and purchased a Dutch bike (Batavus Old Dutch) for my daily commute between Worthing & Brighton. Here are some initial thoughts from my notepad into riding a utility bike for utility purposes;

  • One of the first things a Briton will notice about a Dutch bike is the weight. Some Americans like to wax lyrical about old Cadillac’s and T-Birds – this is the bicycle equivalent. However, you will be comparing it to every other bike you’ve owned when you were a ‘serious’ commuter and that’s when you realise that you will never be followed by a team car or presented with a bunch of flowers and kissed by a beautiful woman on a podium because you made it to your office in a ‘Personal Best’ time. The rules change utterly as soon as you pedal away on a Dutch bike or roadster.
  • The riding position is far more upright with nice wide handlebars. I found myself discovering new and interesting leg muscles I never knew existed.
  • If you are making the switch from a road bike to a Dutch bike or roadster, a major problem will be training oneself to slow down. These bikes are built for utility with gentle speeds. I found for the first few outings I was still getting quite sweaty before I realised that I was subconsciously matching my previous pace which is lunacy. Cycling in heavy traffic makes me pedal faster for some reason, as though I’m being goaded back into the rat race. To escape the hoi polloi, I’ve started using more sections of the National Cycle Route 2 between Brighton & Worthing (most notably, the Shoreham to Worthing stretch). Free from traffic, one can relax, slow down and enjoy the view. For the commute home in the dark, the integral front light is never going to compete with Shoreham Lighthouse but I’ve found that it creates strangely romantic ‘mood lighting’ when cycling along the traffic free route with no street lights. Just the lights of Worthing Pier in the distance and the crashing of waves below an inky sky.
  • You will become familiar with an occasional quiet jangling sound when you’re cycling a Dutch Bike. That’s because the vast majority have an integral lock which means you put your keys in to release the lock and take them out when you reach your end destination. This will be quite hard for many Britons to grapple with –in our Culture of Fear, we like keys trussed up in the inside pockets of a courier bag or another secure place. Bear with it though as this is one of the first steps to relaxing and enjoying your cycling. I had to smile when I got to my front door and had that frantic 20 seconds of checking my pockets to locate my keys before I realised that I had to lock the bike to release the keys to unlock the door to unlock the bike to get it through the house. Less haste, more speed.
  • The other area that would put British cyclists’ teeth on edge is if you elect to ditch carrying luggage on yourself and purchase some panniers instead. You will need to purchase Dutch panniers if you, like me, end up with a bike with a heavy-duty rack – these can carry a massive load (in my case, up to 16 stone, or a smaller sized British motorist that campaigns against speed cameras if you like). This is because they won’t take standard pannier clasps. However, Dutch panniers are robust and generally cheaper but they remain fitted to the bike at all times…..see, the Culture of Fear has kicked in again, hasn’t it? The idea is that you can go shopping with your bag for life and then just slip it in the panniers and pedal away. The bike really is your beast of burden.
  • I’ve been using my Dutch bike for far more chores around town. Because it has an integral lock, mudguards, integral lights (often powered by hub dynamo) and a big shiny bell, all you need to do is hop on and go about your day.
  • The other factor that allows you to go about your day is that you must ONLY wear normal clothes. You wouldn’t wear lycra to drive a car (unless you’re driving to the gym or you are a superhero from the dreams of Philip Hammond MP). You become a person on a bike as opposed to a cyclist.
  • Not only have I put the lycra away for a leisure cycling day, I’ve also decided to ditch the helmet. This combined with being on a large, upright graceful bicycle in normal clothing with wide load panniers has resulted in being given a surprising amount of  space and courtesy by passing motorists. A complete overhaul of British Cycle Infrastructure to bring it in line with the Netherlands, Denmark and parts of the USA wouldn’t go amiss however, just so everyone gets a decent choice in how they travel as opposed to just the few.
  • Oh, and lots of elderly people will walk up and talk to you about your bike which is pleasing but Worthing has a lot of elderly people.

A more technical review will follow if or when the smile wears off. To summarise however, it is the sheer joy of discovering a different type of cycling that harks back to a more civilised age that I have to doff my hat to (in lieu of a helmet). This is not to discredit other types of bicycle or cyclist – each style has its merits from fixed wheel to racing to touring to mountain bike and it’s just part of one big family. However I firmly believe that utility bikes in their various forms have the greatest potential to make our family very big indeed.

I leave you with yet another video of the Rush Hour in the Netherlands. This one is simply entitled ‘Bicycle rush hour in the dark, ‘s-Hertogenbosch’ by Mark Wagenbuur. His other stuff on YouTube is well worth a look if you are British and can stand looking at happiness for a few minutes.  Click here and Enjoy.

 

Make Hammond History

Big Business People Doing Important Big Businessy Things. They need Big Business Infrastructure. Like that Big Business Flipchart. For Big Business People

Transport Secretary, Philip Hammond MP announced big plans for transport infrastructure spending.

Along with the eight schemes announced by the Chancellor last week, work will therefore begin on a total of 24 schemes as a result of the Department for Transport’s spending review settlement.

The schemes given the green light today, subject to statutory processes, will deliver major upgrades to relieve congestion at the following locations either through widening or managed motorways schemes:

- M60 Junctions 8 – 12
- M1 Junctions 32 – 35a
- M60 Junctions 12 – 15
- M1 Junctions 39 – 42
- M62 Junctions 18 – 20
- M25 Junctions 5 – 6/7
- M25 Junctions 23 – 27
- M6 Junctions 5 – 8
- A556 Knutsford – Bowdon

The following key local infrastructure projects were also confirmed, subject to a best and final offer from local authorities:

- A new single carriageway bypass which will ease congestion in Sefton and improve access to the region’s motorway network;

- An integrated package of sustainable transport improvements in Ipswich including improved bus facilities and walking and cycling routes;

- Improvements to M5 J29, east of Exeter, providing access to new housing and employment areas;

- A bypass to the north of Lancaster, connecting the port of Heysham to the M6;

- Improvements on the A57 east of M1 J31, near Todwick;

- A new road in Taunton to provide additional cross-town capacity and access to areas of brownfield land; and

- A new bus station and associated transport improvements in Mansfield.

In addition, the Transport Secretary announced a pot of over £600m of funding for further local authority projects. Local authorities will be invited to bid for this funding over the next few months. Councils will be challenged to consider the cost, scope and possibility of local funding when bidding.

The Government believes this competitive process will ensure that the greatest possible number of schemes, with the best value for money, will be able to proceed, facilitating economic growth and providing jobs across the country.

Philip Hammond said:
“Whilst we have had to make some tough choices, I am pleased that spending on transport was treated as a priority for the Government in the Spending Review.

“This Government sees transport as a key driver of growth nationally and in the regions. So I am delighted to be able to give the green light to 24 new transport projects and a fund worth over £600m for many more schemes to bid for.

“Taken together, this investment will not only bring benefits in terms of reduced congestion, shorter journey times and more efficient public transport, but also provide a vital economic boost. For every pound we spend on Highways Agency schemes, on average we will get back £6 of benefits and in many cases there are even higher returns for local authority schemes.

“Transport is vital to securing the UK’s long term prosperity. That is why these schemes are so important and why I will continue to argue for investment which delivers long term benefits for both the travelling public and the economy as a whole.”

The Government also announced that the Highways Agency will continue work on developing a further 14 schemes in preparation for them to start in future spending review periods, as funding becomes available, and will review the design of a further four with the aim of finding a best value solution.’

I like the way in the detailed motorway plans, the hard Shoulder being used to increase traffic flow becomes a DYNAMIC Hard Shoulder! At least until someone breaks down. One shudders to think what cycling improvements have been planned for Ipswich.

History has shown us beyond doubt that building more roads and increasing capacity of existing roads just creates more traffic with the resultant knock on effects to surrounding areas. This has been common knowledge since the A40 Westway via the M3 Twyford Down to the A34 Newbury Bypass. However, Mr Hammond is oblivious to all this, just as the public enquiries were for many road schemes and ‘improvements’ through the years.

Bikehub reported on Sustrans response

‘… Sustrans has reacted strongly to Hammond’s announcement.

Jason Torrance, Sustrans’ Policy Manager, said:

“Sustrans is dismayed that the Government is missing a golden opportunity to put right a broken transport system, despite its green promises.

“The Secretary of State for Transport proudly boasts that his lengthy list of road transport schemes bring benefits of £6 for every £1 spent. But sustainable transport schemes that encourage active travel offer much better value, at £8 for every £1 spent. And they directly address the congestion issues that today’s announcement claims to solve.

“And there are other benefits.  Given that 1 in 20 UK people are now being treated for type 2 diabetes and 1 in 10 for obesity – both illnesses that are exacerbated by physical inactivity – improving the health of the nation, and tackling the costs attached to that, has to be seen as critical.  With this in mind not prioritising walking and cycling should be unthinkable.”’

The Lo Fidelity Bicycle Club does not regard this as reacting strongly. In fact it’s barely reacting. Personally, I’ve written stronger letters to the Worthing Herald. The CTC website is showing no reaction at all. Anyway, that’s another debate.

The DfT has also just launched its THINK! ‘Be bright, be seen’ campaign.

Not content with building more dangerous roads, they seem to have entered the spirit of Halloween with a bit too much vigour on a site that is bound to scare children (and more importantly their parents) making cycling look like a dangerous activity and putting them off.

Here is an example ‘gory story';

‘The girl who didn’t dress bright in the dark

She always liked to look her best

So didn’t wear a nice bright vest

Or any clothing that was bright

When she was out at nearly night


But traffic couldn’t see her see

And now she isn’t so trendy

A car drove right into her guts

And covered her with bruisy cuts’

I’ve checked and I still can’t find anything informing parents that when they drive, they are in control of a heavy vehicle that can maim and kill if not driven correctly, and that they have a duty of care to the children of others, not just their own.

The Lo Fidelity Bicycle Club would like to start a campaign of its own;

Make Hammond History Reshuffle the Kerfuffle!

Obviously The Lo Fidelity Bicycle Club wishes Mr Hammond no harm (although we would like to drive really close to him at speed if he ever gets on a bicycle). We feel that there must be wholesale reform of a Department for Transport that’s not entering the spirit of the twenty first century with their belief that ‘sustainable’ means ‘bigger roads’ or ‘electric cars charged by fossil fuels’.

We suggest getting brown wristbands made up to represent the utter dung cyclists have had to put up with and will have to endure now that many speed cameras have been switched off and Cycling England disbanded with no viable alternative and cycle infrastructure thrown to the provinces that couldn’t design a cycle facility if their lives depended on it.

A bit like this, but brown. And 'Hammond' instead of 'Poverty'.

Who would have thought that something as simple as cycling could be made to look so dangerous, complicated and strangely irrelevant in the wake of ‘progress’? Oh well, if ‘Make Hammond History’ doesn’t work there’s always ‘Make Baker Better’. The Lo Fidelity Bicycle Club is open to ideas.

Cycle Campaigning Simplified No 1 – ‘Section 106 Money’

 

Please Sir, I want more crappy cycle infrastructure.

 

Yesterday evening I attended a local cycle campaign meeting where we were lucky enough to have the County Cycling Officer present. She kept quoting ‘Section 106 monies’ for cycling schemes as there clearly isn’t a direct budget for cycling at the moment.

In case you may have attended cycle forums or meetings yourself and heard this phrase without fully understanding what it means, or you’re curious to find out how cycling budgets really work, I’ll try and define it below.

Wikipedia Definition

‘Section 106 (S106) of the Town and Country Planning Act 1990 allows a local planning authority (LPA) to enter into a legally-binding agreement or planning obligation with a landowner in association with the granting of planning permission. The obligation is termed a ‘Section 106 Agreement’.

These agreements are a way of delivering or addressing matters that are necessary to make a development acceptable in planning terms. They are increasingly used to support the provision of services and infrastructure, such as highways, recreational facilities, education, health and affordable housing.

..Matters agreed as part of a S106 must be:

  • relevant to planning
  • necessary to make the proposed development acceptable in planning terms
  • directly related to the proposed development
  • fairly and reasonably related in scale and kind to the proposed development 
  • reasonable in all other respects.

A council’s approach to securing benefits through the S106 process should be grounded in evidence-based policy. ‘

Lo Fidelity Bicycle Club Definition

It allows a Council to shift its already meagre cycling budget to other more ‘pressing’ things (like pothole repair) with the promise of lots of Section 106 money for new facilities. Thus cycling infrastructure in many Local Authorities is at the mercy of pockets of cash dotted around the area, linked to where new developments are. If you’re lucky, they will try and build facilities that tie in with their ‘Cycling Strategy’, which might be an overly long, verbose document that’s woefully out of date  as they couldn’t commit funding or resource to update it.

When you start asking the Local Authority as to why you are just relying on Section 106 money they may launch into Middle Management spiel about cuts and times being hard. When you point out that cycling budgets were miniscule when times were good, there usually follows a bit of an awkward silence. If you are in a campaign group, the term ‘Section 106’ may have been used a lot recently, particularly when the recession first kicked in and the Local Authorities realised that they had a lot of capital tied up in Icelandic banks.

This type of funding is piecemeal at best and is just one of the wonderful reasons why we have the poorly designed, sketchy and dangerous infrastructure that exists currently.

Dunkirk Spirit

‘Dunkirk Spirit’ dates back to the Dunkirk Evacuation in 1940. It’s a phrase used to describe the British public’s ability to pull together and overcome times of adversity. It’s a dogged, backs-to-the-wall phrase requiring Elgar’s ‘Nimrod’ to be played whenever it is invoked. It is a phrase that I believe accurately describes British cycle campaigning over the last 30 years. 

There seems to be an alarming increase in the amount of discussion regarding the compulsion of cycle helmets. Earlier on this year, Jersey voted to make cycle helmets compulsory for under 18’s. The same idea is being mulled over for Northern Ireland. As I have written before on this blog I am not anti helmet but definitely pro-choice. I wear a helmet on my 24 mile a day commute, partly to put my wife’s mind at ease and partly because of the real problem which is that driving standards are sometimes shocking. There is compelling scientific data to promote both sides of the helmet argument. It’s a massive debate that always throws up a lot of emotion, so for now I strongly recommend the website of the Bicycle Helmet Research Foundation.

However, my view is as follows; if we honestly believe that putting protective clothing such as helmets or high-viz tabards on people should be considered as the best way forward for something as simple as riding a bicycle then we have collectively failed. The Government has consistently failed to deliver on sustainable transport policy, Local Councils have consistently failed by installing infrastructure that is often a poorly designed, dangerous insult to cycling, Highways Authorities have consistently failed by upgrading main roads to the point that they become effectively unusable for cyclists and pedestrians whilst providing no decent alternative, Road Safety groups have consistently failed to address what the real issue is regarding road safety, motorists have failed with their scant regard for other road users in the self-important belief that they own the roads, cycle campaigners and campaign groups have all consistently failed by entering a protracted dog fight that is ultimately doomed to failure. The ‘War on the Motorist’ is already over without a meaningful shot being fired and yet still produces thousands of dead and injured. As I look at an AA road atlas, I still note that one can drive to all points of the British Isles without let or hindrance. Cycling to all points is a different matter.

When I worked for CTC as an Information Officer, I realised that we were very good at speaking to the already converted (as you would hope with a membership organisation for cyclists) but the wheels fell off when appealing to non-cyclists to consider it. There is a systematic failure to appreciate that we have lost maybe two generations to the pull of a more sedentary lifestyle with all it’s paranoia about everything Outdoors, computer games and snacks. They now perceive cycling as a dangerous activity and expect to be carted everywhere in a metal box, increasing their chance of ending up in a wooden one early. Cycle training and pushing for the right to the road is all very well but when the public sees cyclists in helmets and high-viz clothing, it’s not going to make them rush to the bike shop.

The point of today’s post is that I believe it’s time to let go. It’s time to stop doggedly hanging on in there in the vain hope of achieving parity with the motor car. We look to countries such as Denmark and the Netherlands where the benefits of cycling are not only fully understood but taken very seriously.  And then we settle for a cheap, pale, despicable imitation that fizzles out when it requires thought from the designer, such as a junction or roundabout. We have websites and books laughing at these efforts, yet no-one is being brought to account.

Helmet wearing must be regarded as the benchmark of absolute last resort for the Government and highways engineers. We have to be effectively campaigning for a decent, segregated cycle network to Dutch and Danish standards that renders all protective clothing an irrelevance, and normal, stylish (in my own opinion) clothing a necessity. This of course, also means segregation from pedestrians (why can’t they have some quality too?). Let’s make cycling enjoyable again as opposed to a dogfight.  

In conclusion, we have to Copenhagenize if we are to see any meaningful increase in cycling levels in this country, and to make our living areas more liveable. It can be done, contrary to popular myth and to find out how I recommend the blogs and websites below for bedtime reading on best/worst practice.

Anything by Crap Walking & Cycling in Waltham Forest

Copenhagenize and Copenhagen Cycle Chic, both by Mikael Colville-Andersen

David Hembrow’s brilliant blog, particularly here and here

I Have A Dream…

25 years ago, some friends and I, aged between 13 & 15 decided to go for a bike ride. We packed sandwiches and flasks of squash into bags and cycled from our home village of Elstead, Surrey to Bury Hill, West Sussex. We had intended to cycle further to Arundel or the sea but we decided to quit while we were ahead. We had cycled 40 odd miles (including the stout climb up the South Downs) and had another 40 to get home. The freedom was exhilarating.

The majority of our route was on A roads and it was still a pleasure. We were cycling outside of rush hour on a week day; drivers were courteous, when a lorry slowed down behind us we pulled over to let the driver pass safely and he thanked us with a wave and a toot of the horn. We did all this with no helmets, no high-viz and without fear. Little did we know that Mrs Thatcher and the road building lobby had other ideas.

25 years later, cyclists can still use A Roads (they have a right to) but they aren’t exactly filled with pleasure, unless you’re the Marquis de Sade. Many have been ‘improved’ and ‘engineered’ to the extent that they have become dual carriageways – motorways in all but name that now bypass the very communities the original roads were meant to serve.  They have become incredibly hostile environments for anything that doesn’t have a motor attached to it. It’s strange to think that you can’t cycle in or out of a seaside town such as Worthing due to the A24 being a fast dual carriageway unless you’re Mark Cavendish on amphetamines. There isn’t even a consistant path at the side for pedestrians or horse riders either.

Cycling as a result has become a very schizophrenic activity; on the one hand experienced cyclists claim that we must assert our right to the road and that if enough people do it we will reach some sort of tipping point or critical mass. Others believe that this will never happen all the while that cycling is increasingly perceived as a dangerous activity and that cycle lanes or shared use facilities are the way forward. 

All very engaging stuff, but I would like to propose another way in the same vein as the Conservative road building policy of the 1980s and 1990s. I don’t mean London Cycle Superhighways or the National Cycle Network. No way. That’s for wimps!!

I want Town Planners and Highways engineers cowering in my wake as I pursue with extreme prejudice Cycle Mega Highways across the land as much as 5 metres wide!! I want them to be fast (or slow. It’s not a race), direct, with priority at junctions. Yes! Priority at junctions! I want ruthless planting of hedgerows and trees to act as windbreaks and encourage wildlife (that won’t get run over). I want to see people of all creeds, colours and ages riding to work and school with stupid grins plastered across their faces. I want to see the mass burning of High-viz tabards and helmets when people realise that cycling isn’t a dangerous activity and that they had been lied to by the motoring lobby and ‘road safety’ groups. I want the designers of ‘Shared Use Facilities’ and other crap cycle infrastructure put in large wooden stocks placed at the side of the Cycle Mega Highways to remind them constantly how it should be done. I want all ‘Cyclists Dismount’ and ‘End of Route’ signs melted down and turned into statues of Tommy ‘Angel of the North’ Simpson, Beryl ‘Angel of the North’ Burton, Sir Chris ‘Angel of the Track’ Hoy and Victoria ‘Angel of Angels’ Pendleton.  I want people’s house prices to spiral upwards out of control when a Cycling Mega Highway stampedes nearby with its deafening levels of peace and quiet and obscene levels of fresh air. I want residents to attempt claiming compensation from the RSPB when the sound of birdsong starts becoming too much. I want pedestrians to worry about whether they’re wearing any deodorant due to no cyclists brushing past them on the pavements. I want towns and cities to become liveable and civilized again! I want local businesses, cafes and farm shops to enjoy rampant good trade due to happy people cycling past and local money staying local. I want the Chancellor to say at a budget ‘we don’t need to raise spending on the NHS because you’re all so fit and stress free. We’re diverting money instead to the treatment of the Top Gear fan base as they’re not getting any younger either.’

Like this. But a bit smaller.

Above all, I want a proper legacy for my son and his children to enjoy. Not a sloppily converted pavement. Nor a strip of paint that fizzles out at the precise moment a cyclist would need it most. I mean a proper sustainable transport network. And I bet it would cost less than the proposed High Speed Rail Link too.

Some people say I’m a dreamer. But I’m not the only one. Please look at this brilliant blog entry from David Hembrow comparing British & Dutch streets.

Consultation

Concept Drawing by Craft:Pegg

The barriers have gone up along a section of Worthing seafront. Splash Point is being redeveloped to a design by Craft:Pegg Landscape Architects. It could have been a bone of contention for cyclists and pedestrians as it links the point where the Brighton – Worthing stretch of National Cycle Route 2 meets the promenade where the Borough Council recently voted to reinstate cycling.

However, the scheme that’s going ahead has a greater chance of succeeding than most for a simple reason.

The Landscape Architects directly consulted cyclists!

If that doesn’t make you reach for a paper bag to ease the hyperventilating then read on…

They listened and adjusted their design accordingly!

Craft:Pegg gave a presentation at a Worthing Cycle Forum (which is open to the cycling public) which was impressive enough and then they listened, in particular to the fact that a marked narrow cycle path would be undesirable as it would encourage people to cycle more quickly thereby increasing the scope for conflict.

I think one of the representatives said she was from Denmark, she cycled extensively around London where she now lives and works and wanted to make this scheme work for cyclists. I think it was that level of excitement that triggered my nosebleed.

This was of course just part of a range of consultation exercises being carried out but it just goes to show what happens when a bit of effort is made. In this instance, the end users feel as though they are part of the process, we learn what the designers aims and ambitions are and the designers pick up advice for free to guide their design. In this case [and in my humble opinion] it was already a great design that we merely helped make more robust.

Which begs the question as to why County Councils seem incapable in actively engaging cyclists in the same way, leading to this, or this, or this or all these. They do try in all fairness but there has to be a more clearly defined consultation route so cycling facilities can have proper input from cyclists as well as others that may come into contact with a piece of infrastructure such as pedestrian and disability groups.

 A lot of architects I know are cyclists, and it shows. Highways Departments aren’t cyclists, and it shows, often dangerously.