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Actually, even if there is not muc...Me again Mark:<br /><br />Actually, even if there is not much outright resistance to the sort of things I talk about, there isn't much support. The LCC campaigns can't actually achieve that much in ems of directly supporting cyclists. So I think it is an underfunded and improperly supported area. Similarly a lot of it is done badly when it is done at all.<br /><br />The "negative side effects" bit. If reducing motor vehicle capacity on the highway network is required - which I think it is, however the environment is engineered with regard to cycling - would that be what you call a "negative side effect"? My view is that all sorts of things are required which will actually upset a lot of drivers.<br /><br />Finally, with regard to the campaigning effort: in other parts of London without the high concentration of articulate and media-savvy campaigners, sympathetic and high profile organisations, it will be a lot more difficult to get pro-cycling measures through.<br /><br />Dr. Robert Davis, Chair RDRFAnonymousnoreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-87708373448586069482015-06-28T13:12:08.465+01:002015-06-28T13:12:08.465+01:00Thanks for your reply, Mark.
To be fair, I simply...Thanks for your reply, Mark.<br /><br />To be fair, I simply suggested that to some extent, at least, CS2X provided a reasonable guide. The same could likewise be said of Royal College Street (also completed in 2013):<br /><br />2012: 1124<br />2013: 1071<br />2014: 1152<br /><br />All I am trying to establish is that, in terms of "how best [to] go about creating conditions for mass cycling" (to quote from your article), developing isolated cycle paths and hoping one day to join them up is a very weak strategy. As David Hembrow pointed out back in 2008: "Good quality cycle routes are of almost no use if they are not very close together."<br /><br />What do you think of this: "a coordinated and properly managed city-wide core network of cycle routes which reflect the main routes that cyclists want to use and which are designed to a standard of journey quality likely to attract increased use"? Does that sound good? It’s from February 2002, and it was called the LCN+ (<a href="https://www.tfl.gov.uk/cdn/static/cms/documents/agendafeb2002.pdf" rel="nofollow">source</a>). <br /><br />In November 2005, Darren Johnson oversaw a review of the LCN+. It had become apparent by this stage that the LCN+ was floundering, and that "without a change of gear" the whole project might ultimately fail. Amongst the review's several recommendations, it was suggested that TfL should identify a small number of key routes across London, and prioritise their early completion. "These routes should encompass 'difficult' areas such as Parliament Square," the review added, "and be of a standard for other schemes across London to emulate" (<a href="http://www.london.gov.uk/sites/default/files/archives/assembly-reports-transport-cyclenetwork.rtf" rel="nofollow">source</a>).<br /><br />Your article suggests that, having persuaded the LCC about the merits of segregated cycle tracks, "here we are some 5 years later, and construction of high quality, segregated cycling infrastructure is already underway in London". But as you can see, the two new Superhighways were at least ten years in the making. Worse, as Andrea Casalotti reports, because the "fight" — a word both you and he use, incidentally — because the "fight" to install these high profile schemes was <b>much more demanding than anticipated</b>, "insufficient effort" was devoted to the Central London Cycling Grid, "with the consequence that no progress has been made on the core of the Vision".<br /><br />I can't say I am surprised. The Mayor's <i>Vision</i> explicitly states that things will either be done adequately or <b>not at all</b>. What does surprise me, however, is that when it comes to the development of an amenable cycling environment, we seem to think that we know best. <br /><br />"The key note," Steffen Rasmussen said, "is an holistic approach and then a separation of functions." Now, when taking an holistic approach, it is best to <i>begin</i> by making the minimum change for the maximum effect. I am currently working on <a href="https://goo.gl/tJn8rN" rel="nofollow">a map</a> which, though not yet finished, gives you an idea of what I have in mind. Please take a moment to work through the various layers. You said in your reply to Bob Davis that you are a great believer in incremental change. If the network I propose — or something like it — could be made to work during the next mayoralty, then this would obviously provide us with a framework within which to develop more highly-engineered infrastructure.<br /><br />You say in your reply to me that introducing a network first, and then later developing cycle tracks on primary routes is a zero-sum game. I don't understand this. A zero-sum game implies winners and losers. Who would be the losers if we were to pursue this course?<br /><br />SimonSimon Parkernoreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-82235129505904671052015-06-27T05:02:31.537+01:002015-06-27T05:02:31.537+01:00@BikeMapper
Thanks for your comment, but I think ...@BikeMapper<br /><br />Thanks for your comment, but I think you've chosen a poor example in the CS2Ex. As you know, it currently sits between the Bow roundabout and the Stratford gyratory. Once past either of these points, cyclists are left to fend for themselves. As a demonstration project, I stand by my original comment and believe it has shown to London that it can be done and the system does work. And it does indeed enable a much broader spectrum of cyclists to ride down the murderousd Stratford High Street than before. But as part of a network you and I both know that it is not yet finished. When the CS2upgrade along Whitechapel Rd is complete, you'll be able to ride traffic free from Aldgate all the way to Stratford, connecting with reasonably high quality traffic-free cycle routes along the way such as the Lea river canal at Bow, the Olympic Park network, the Greenway to Barking and Ilford and others (there's your fine grid of routes). It's also going to be fairly easy to get from CS2 to CS3 on low-traffic roads which will allow you to connect in to a route that will take you all the way to west London in a considerably more pleasant environment than currently exists.<br /><br />I think you misrepresent David Hembrow's comments. Whilst I agree with him that finely-grained low-traffic routes are not only necessary but indeed quite desirable, he would not agree that these should be developed to the exclusion of cycle tracks on primary routes. Pursuing one over the other is a zero numbers game as they compliment and feed in to one another. We need both. ibikelondonhttps://www.blogger.com/profile/06978714126105951294noreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-80249142377658846662015-06-27T04:46:55.409+01:002015-06-27T04:46:55.409+01:00Thanks everyone for your insightful comments on th...Thanks everyone for your insightful comments on this piece, and my apologies for the delay in responding to you.<br /><br />@Robert Davis - I don't disagree with you, I think projects which encourage all of these things are a good thing that should be done. I'm a great believer in incremental change, and when you add up all the changes which would happen if your suggestions were implemented then it would add up to a great deal. Things like the Stay Back stickers, law enforcement and community cycling projects will always be championed by the likes of the LCC (and rightly so) and, thankfully, there is little wider resistance to this sort of work. What was interesting about the Cycle Superhighway in central London is that it was so much more of a battle of wills and a public debate, which is why I think so much effort was invested in winning that battle. Hopefully, if the project is seen to be a success and negative side effects are few, then we no longer have to that debate to quite the same extent again. (Though I noted E deRothschild having a good whinge about it all in the FT yesterday - of the entitlement!)ibikelondonhttps://www.blogger.com/profile/06978714126105951294noreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-89869074743310675672015-06-22T21:36:33.161+01:002015-06-22T21:36:33.161+01:00I think you have missed out quite a lot.
* There ...I think you have missed out quite a lot.<br /><br />* There is lot of campaigning to do with pushing TfL on law enforcement (see the campaign around Michael Mason's death);such as making sure that "Operation Safeway" type efforts are not discriminatory against cycling and letting off careless/dangerous driving in the way I think they have been.<br /><br />* Dealing with the abuse that cyclists get in the media and elsewhere.<br /><br />* I do wish people would understand that it is NOT all about the way the highway is laid out. I made a stab in my local authority career at getting support for cyclists re-accessible (i.e. affordable for people on low incomes) equipment, maintenance, refurbishment and roadworthy bicycles, as well as provision of residential parking and confidence training - which many want whatever the highway layout is. (Still available to have that cup of coffee to discuss this Mark, we didn't actually meet when we last discussed this).<br /><br />* Talking about transport policy. However you want the highway laid out, ultimately we have to confront the question of how much capacity there should be for private motor vehicles - whether in amount of carriageway, phasing at signals or car parking. TfL are not just dealing with buses and trains when they are not addressing cycling issues - they are effectively supporting massive car dependence.<br /><br />* Specifying targets for safety NOT as TfL do at the moment , which are compatible with NOT having a lot more cycling (i.e. we need at least exposure based targets)<br /><br />* Getting TfL/FORS to deal with its failures over the "Cyclists stay back" stickers - a small point in itself, but indicative of commitment.<br /><br />That all needs to happen.<br /><br />Dr Robert Davis, Chair Road Danger Reduction ForumAnonymousnoreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-91771440906559027672015-06-22T13:16:41.351+01:002015-06-22T13:16:41.351+01:00Mark, you write: "Imagine what the effect is ...Mark, you write: "Imagine what the effect is going to be with safe new routes, separated from traffic and useable by all abilities."<br /><br />To some extent, at least, the CS2 Extension provides a reasonable guide in this matter. Before we look at the numbers, however, let's remind ourselves of some of the things that were said at the time:<br /><br />"Overall I would like to commend TfL on having produced an innovative and exciting scheme that moves cycling provision in London (and the UK) forward. It's a clear attempt by TfL to design for mass cycling" (Rachel Aldred).<br /><br />"This is a really fantastic step change in approach from Transport for London; reallocating road space, and creating safe, comfortable tracks that people can cycle in, away from motor traffic" (Mark Treasure).<br /><br />"Let's look at the positives. Two metre wide bike track with priority over side roads, treated as an extension of the carriageway and not treated like a footpath where you have to give way to every driveway and side road. Fantastic.<br /><br />"If TfL built something to this standard down to Tooting or out to Wandsworth, I think you'd see a MASSIVE increase in the number of people using bikes. What makes me say that? It's pretty simple, really. Make it feel safe, make it convenient and people will use it" (Danny Williams).<br /><br />"For me, what is most exciting about these cycle tracks is that they will help to animate Stratford High Street with actual <i>people</i>. <br /><br />"These facilities will allow older riders, children, more women and even less abled cyclists the opportunity to ride here" (Mark Ames).<br /><br />The numbers, however, rather suggest that, in terms of increasing cycling's modal share, "isolated cycle paths are almost useless" (to quote Ricardo Marques Sillero from Seville).<br /><br />2012: 1771<br />2013: 1688<br />2014: 1816<br /><br />As the <a href="https://departmentfortransport.wordpress.com/2015/06/02/berlins-cycling-rate-versus-reality/" rel="nofollow">Alternative DfT</a> pointed out recently: "I’m sure you could find some streets or bridges in Berlin where people travelling by bike make up a huge proportion of rush hour traffic, as you can in London, but that’s not what modal share is." Even if cycle traffic on these new Superhighways increases threefold, as TfL predict, the cycling modal share will be roughly unchanged. <br /><br />The simple fact is, as <a href="http://www.aviewfromthecyclepath.com/2015/05/the-grid-most-important-enabler-of-mass.html" rel="nofollow">David Hembrow</a> blogged recently, "the most important enabler of mass cycling" is a very fine grid of efficient cycling routes. "For a grid of routes to enable cycling," he explained, "it must be high density and go everywhere."<br /><br />We could "introduce" such a high density network over the next mayoralty or, with a lot of luck, we could develop a couple more high profile cycle routes. Both would cost about the same. For the life of me, I can't think of a single reason to pursue the second option.<br />bikemapperhttps://www.blogger.com/profile/16902775699101288384noreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-20469878980299764482015-06-22T10:48:04.352+01:002015-06-22T10:48:04.352+01:00@ibikelondon - yes, I agree that relentlessly nega...@ibikelondon - yes, I agree that relentlessly negative campaigning probably isn't that effective. However in the case of air pollution, you see comments like "oh, we shouldn't slow down cars as that will increase congestion and air pollution" so some clarity regarding effective ways of addressing pollution would be useful.<br /><br />I was mentioning air pollution as an example of an issue where there could be support across a number of groups rather than campaigns that are perceived as just a cycling issue.<br /><br />Also blanket 20mph limits are gaining momentum across the London boroughs but all too often a sign doesn't do anything to actually reduce speeds and volumes as it is never enforced and the road doesn't look like a 20mph road, irrespective of signage. 20mph limits are progress, I think, but the next step will be how to get "real" 20mph roads with commensurate reduction in speeds and volumes.Anonymousnoreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-7309865132386905132015-06-22T10:18:32.546+01:002015-06-22T10:18:32.546+01:00It's a very minor point, but maybe you could c...It's a very minor point, but maybe you could change "where traffic volumes and speeds are sufficiently high" to "where traffic volumes OR speeds are sufficiently high"?<br /><br />At least here in Oxford, there's still an assumption by many (including county transport planners) that segregation isn't needed on 20mph routes, even if they carry 15,000+ motor vehicles a day.Unknownhttps://www.blogger.com/profile/06404058672200313347noreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-39300929836179431872015-06-22T10:06:25.230+01:002015-06-22T10:06:25.230+01:00@Anonymous I think you're right that the perso...@Anonymous I think you're right that the person who fills Boris' shoes will either be on board on just paying lip service. Perhaps, as part of the recent growth, cycling has now become an issue that all candidates will now have to address, like tube fares, housing, crime etc.<br /><br />Having a democratic mandate certainly helped. It was also a good barrel to put Boris over if he got a bit weak-kneed in the face of such opposition.<br /><br />I think air pollution in London is terrible, though I wonder if campaigns about what people would like London to be (like Love London Go Dutch) as oppose to campaigns about what they're against (bad air pollution) are more effective?ibikelondonhttps://www.blogger.com/profile/06978714126105951294noreply@blogger.comtag:blogger.com,1999:blog-7129037502516609710.post-74960124071880690572015-06-22T08:59:51.346+01:002015-06-22T08:59:51.346+01:00I think a lot will depend on who the next mayor is...I think a lot will depend on who the next mayor is, if they have a genuine commitment to cycling or just pay lip service and back down when things get a bit too tough.<br /><br />Putting party politics to one side, the superhighways were an electoral commitment by Boris and having a democratic mandate must count for something in the battles with OMILs.<br /><br />I wonder if concerns over air pollution could be a major campaigning point as well as this has the potential to be of much broader interest than cycling campaigns which still only really impact a fairly narrow section of the population. The trouble with air pollution is it appears somewhat abstract, creating problems in the future rather than stirring people to do something here and now.Anonymousnoreply@blogger.com