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UK government 1946: “Segregation should be the key-note of modern road design”

designandlayoutofroads1946

Long before Buchanan’s Traffic in Towns of 1963 (which dismissed cycling as a transport mode in decline and therefore unworthy of design considerations) there was an official Government style-guide: Design & Layout of Roads in Built-up Areas. This was issued by the Ministry of War Transport in 1946, and coloured transport thinking for a number of years.

This document recommended segregated provision for the growing number of cyclists, worrying that “conditions obtaining in early post-war years will tend still further to popularize the cycling habit.” The team led by Sir Frederick C. Cook believed there was a strong case for the “necessity of making ample road provision for pedal cyclists.” This ample, segregated road provision for cyclists never got built (and it wasn’t the fault of cycling organisations).

“Objections to cycle tracks have been stimulated by the indifferent surfaces with which some of the early tracks were laid,” admitted Cook’s report, and this didn’t allow for an uninterrupted ride, a design flaw that had to be remedied. “The profile of tracks should be unbroken across intersecting vehicular entrances, and they should approach side roads with an easy ramp,” advised the report, and – predicting the green cycle tracks still far off in the future – the report also suggested that “the surface is best formed by materials of pleasingly distinctive colour.”

The report said that: “Segregation … should be the key-note of modern road design … Police supervision would be necessary to ensure that … cycle ways are not used by other classes of traffic or otherwise abused” and such “segregated tracks for cyclists” should be provided “as a matter of course on arterial, through- and local-through routes …”

berekuil-utrecht-in-1959-beeldbank-rws378254

In 1946 the UK government knew that the Netherlands had been building separated cycleways for half a century, and had even built this giant two-level roundabout in Utrecht from 1941 to 1944, above. The “Berekuil” – or bear pit – junction had been designed in 1936, and is still in use today, although it has been modified over the years. This is the sort of infrastructure that, in the same period, the British government said would be too difficult and too expensive to build for cyclists in England.

caterhamroundabout

However, a grade-separated roundabout to aid motorists, and supposedly protect pedestrians, was built in 1939 on the A22 Caterham by-pass – the Wapses Lodge roundabout was way ahead of its time, and quite the eyesore today so it must have looked incredibly alien in 1939. Pedestrians rarely use the underpasses. (At the beginnings of the 1960s a number of similar grade-separated roundabouts for pedestrians and cyclists were built in Stevenage – they were modelled on the Berekuil.)

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Design & Layout of Roads in Built-up Areas proposed that this arterial to be built in Birmingham should have separated cycleways running alongside it. The arterial got built; the cycleways didn’t. Again, I have to stress it was not the opposition of CTC and the forerunner to the British Cycling Federation which scuppered these cycleway plans. Separation by mode was also the desired wish of all of the UK’s motoring organisations, a number of parliamentary committees and the fifty or so members of the British Road Federation.

1946

Design & Layout of Roads in Built-up Areas also included technical drawings showing how cycleways should be carried around roundabouts, offering protection all the way around. Such roundabouts are only now being installed in the US and the UK, but have been common in the Netherlands for many years.

Why did the Dutch get cycleways but the Brits and Americans didn’t? I discuss the reasons at length in Bike Boom (due out Spring 2017). Sign up for updates in the box on the right, above.

How the Bicycle Helmet Safety Institute was formed from a 1970s-era cycle advocacy organization

skid-lid-1

It is often assumed that the main cycle-helmet information source must have been started by a cabal of money-grubbing helmet manufacturers in cahoots with automobile interests aiming to make cycling look dangerous.[1] In fact, the Bicycle Helmet Safety Institute of America was born from a cycle-advocacy organization that, from its foundation in 1972, lobbied for separated cycleways. Today, those in favor of cycleways are often opposed to cycle helmets, citing that in countries where cycling is common helmets are not.[2]

The BHSI was founded in December 1988, but its roots go back to 1974 when the then two-year old Washington Area Bicyclist Association collected bicycle helmets from nine brands, and set out to test them.[3] Randy Swart, a former State Department economist, approached the Snell Memorial Foundation to arrange a comparative test, but the helmet-testing organization declined (at the time it tested only motorsports helmets).[4] WABA’s helmet committee approached Snell again in 1979, and the outcome was WABA’s Bicycle Helmet Wearability Study which tested and rated eleven helmets. “Without one, you are always in danger,” wrote Swart in the helmet committee’s first communication, “with one, you stand a good chance of surviving even a bad crash.”[5]

In June 1980, 22-year-old Washington bicycle messenger Mary Gaffney was killed by a truck.[6] While the BHSI website acknowledges that cycle helmets offer little protection in a crash with a truck, Swart echoed the DC Coroner’s belief that Gaffney’s death “might have been prevented by a safe helmet.”[7] The WABA’s board created the Mary Gaffney Memorial Fund “which would solicit donations to be used to promote helmet use.” The Fund paid for the helmets used in a 1981 helmet comparison carried out by Swart and WABA’s Tom Balderston, a cyclist and motorcyclist. Balderston convinced Snell that the quality of cycle helmets had advanced enough for them to warrant cycle-helmet-specific tests.

Helmet manufacturers were not keen on WABA’s helmet committee efforts. “Some of the manufacturers got worried when they heard what Swart and Balderston were doing, and tried to scare them off,” claims a WABA history.[8] Swart recalls: “Skid Lid sent us a page and a half of obscure references thinking they could bury us. But Tom went to the Library of Congress and looked up everything, while I called a professor in Sweden, and we found out they were just blowing smoke.”[9]

Balderston wrote up the results of the study for Bicycling magazine but, according to the WABA history, the “publication date for the article kept slipping, possibly because some of the manufacturers threatened to sue.” Swart informed Bicycling that WABA’s lawyers wanted to see the communications from the manufacturers. The study was eventually published in 1983, and thanks to a PR push by WABA the Bicycling article “generated a great deal of interest in the media,” said Swart. “It was reviewed in *USA Today* … and on several television and radio programs.”[10]

Snell urged WABA to join the helmets committee of the American National Standards Institute. According to Swart this had “already drafted a bicycle helmet standard, but it was bottled up by members who were manufacturers of helmets that did not meet the standard.” A bicycle helmet standard was adopted in 1984, and Swart started to travel the country telling “bicycle rallies about the importance of bicycle helmets …” He figured that if he “could convince the serious bicyclists who attended these rallies, others would follow their lead.” WABA also paid for the production and dissemination of brochures promoting helmet use.[11]

In 1987, WABA president Bill Silverman embarked on a campaign to compel advertisers who used bicycling themes to show riders wearing helmets. He wrote to advertising associations, syndicated newspaper columnists, national magazines, and Fortune 500 firms such as Chrysler, Stanley Tools, Sears, and MCI.[12]

WABA’s helmet committee became the Bicycle Helmet Safety Institute in 1988. Swart is still the BHSI’s lead volunteer. The BHSI’s much-visited web site – helmets.org – went online in 1995, and despite its antediluvian design is still the main go-to source for cycle-helmet information or, as some opposing advocates would have it, cycle-helmet propaganda. The helmet issue is one that can divide cyclists almost like no other. Pro-helmet campaigners say the wearing of cycle helmets saves lives.[13] Opponents say the promotion of helmets makes cycling – which is statistically safe – look dangerous, and therefore less appealing, especially to would-be cyclists.

The BHSI is still part of the cycleways-lobbying Washington Area Bicyclist Association, although it is not supported by members’ subscriptions (BHSI is run on a shoestring budget funded by consumer donations). In a 2013 blog-posting WABA president Jim Titus appeared to diverge from some of BHSI’s positions.[14] In particular Titus wanted the federal government to withdraw its long-standing claim that bicycle helmets prevent 85 percent of head injuries.[15] This statistic – pointedly called “bad information” by Titus – is from a 1989 Seattle study, and is frequently wheeled out by pro-helmet campaigners.[16] Titus said:

Efforts to replicate … results during the 1990s confirmed that helmets reduce injuries, but not nearly as much as the Seattle study suggested. Yet public health advocates, government web sites, and the news media have continued to repeat the 85% factoid to the point that it has become a mantra. Bad information can cause problems … If people think that helmets stop almost all head injuries, consumers will not demand better helmets, and legislators may think it makes sense to require everyone to wear one.

In response to WABA’s petition the National Highway Traffic Safety Administration and the Centers for Disease Control dropped the eighty-five percent claim. Swart continues to claim that the 1989 study was a “landmark” one, and despite its many critics, he believes it and another from the same researchers with a lower estimate to be “still valid” and “based on field experience.”[17]

BIKE BOOM WILL BE PUBLISHED IN SPRING 2017 by ISLAND PRESS, WASHINGTON, D.C.

NOTES

[1] The main “anti-helmet” source is the Bicycle Helmet Research Foundation.
[2] The “helmet issue” is a charged one. Many pro-helmet cycle advocates – such as those in WABA – lobby for safer helmets, but argue against compulsion.
[3] The cycle helmet brands were American Safety, MSR, Bell, Cooper, Nestor, Johnson, Protec, Safetec, and Shoei.
[4] Swart went headfirst through a taxi’s front windscreen while cycling in Washington, D.C. He was wearing a helmet at the time, and this crash convinced him that even further than helmets were necessary when cycling.
[5] The WABA Helmet Update, WABA Helmet Committee, Vol. 1, No. 1 – May, 1983.
[6] http://www.ahalenia.com/memorial/mgaffney.html
[7] “While we would all like to believe that a helmet could save a cyclist run over squarely by the wheel of a car, truck or bus, that is not the case.”⁠
[8] WABA History (1972-1992)
[9] From WABA history plus email communication with the author, 28th September 2016.
[10] Bicycling, March 1983.
[11] WABA History (1972-1992)
[12] WABA History (1972-1992)
[13] Nobody advocates for wearing helmets while in bed, not even the sleep-walking woman who fell from a balcony. Instead of pushing for bed-helmets she advocates that people on bikes should wear helmets. “Brain injury mum’s plea over cyclists,” Glasgow Evening Times, 11th August 2014.
[14] http://www.waba.org/blog/2013/06/feds-withdraw-claim-that-bike-helmets-are-85-percent-effective/
[15] Jim Titus provided this statement by email:

“WABA and most cycling organizations in the United States support efforts to improve helmet quality and encourage the voluntary use of helmets, and they oppose laws that require adult cyclists to wear helmets. In 2013, an influential legislator introduced a bill to require cyclists in Maryland to wear helmets, relying in part on a longstanding claim by the federal government that helmets prevent 85 percent of potential head injuries.

“As part of WABA’s efforts to persuade Maryland legislators to not enact a mandatory helmet bill, WABA board member Jim Titus petitioned two federal agencies to stop claiming that helmets prevent 85% of head injuries, under the Information Quality Act, which allows citizens to challenge the publication of bad information by government agencies.”

4th October, 2016.

[16] A case control study of the effectiveness of bicycle safety helmets.” Thompson RS, Rivara FP, Thompson DC, New England Journal of Medicine, 1989.

A debunking of this study and others can be found on cyclehelmets.org.
[17] http://www.helmets.org/negativs.htm and email communication with the author, 28th September 2016.

Pic via Retrogrouch.

Final Bike Boom cover can be revealed

Here’s the final cover:

Bike Boom cover

Four cover designs were submitted to Kickstarter backers of the book, and the above was the runaway winner.

The photograph is from a 1972 fashion shoot in America’s Mademoiselle magazine. The main protester is a model, but I have discovered the San Francisco demo she hijacked – along with another model and the photographer – was a real one. The background story to this tale will be in the book, available in Spring 2017 from Island Press. (Kickstarter backers get earlier copies, of course.)

If you want to be kept informed of the book’s progress, drop your email into the box on the right.

Thanks.

Carlton

Australian city releases cycling masterplan to go fully Dutch

Screenshot 2016-07-29 12.01.44

Perth in Australia has ambitious plans to create a dense cycling network suitable for 8 to 80 year olds.

While many Australian cities and States are now bywords for backwards thinking when it comes to people on bicycles Perth is taking a radically different approach. What amounts to a Dutch-style bicycling masterplan has just been produced by the State government, and it appears to be seriously ambitious.

The “Perth 3.5m (2050) Transport Plan” was launched yesterday by Colin Barnett, the Premier of Western Australia, and his Transport Minister Dean Nalder.

The plan is “probably the strongest political support we have ever seen from a State Government state about the desirability of long term planning for bikes,” said Stephen Hodge, director of Australia’s industry-funded Cycling Promotion Fund.

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Such masterplans can inform thinking for many years. The famous Dutch Bicycle Master Plan of 1999 was used to consolidate and boost the growing cycling infrastructure and promotions in the Netherlands.

The Perth plan might have an unDutch cover – a photograph of Lycra-clad MAMILs cycling to work – but inside there are some key messages, some of which I include below. Interestingly, the plan talks about “fine-grained cycle networks” as well as featuring visualisations of what could be a world-class cycling bridge. Will the plan be implemented? That remains to be seen – the plan is strong on details, but does not reveal where the money to pay for it all is coming from.

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“With its warm Mediterranean climate, flat topography and outstanding natural beauty, the Perth metropolitan region certainly has the right ingredients to become one of the world’s great cycling cities. Cities with high levels of cycling enjoy various economic, environmental and social benefits. Not only can cycling play a pivotal role in reducing road congestion and improving air quality, it can also help facilitate new forms of industry (such as cycle-tourism) and encourage people to live more healthy and active lifestyles. Key to increasing cycling’s mode share is providing routes that are not only safe and direct, but also offer an advantage over private vehicle usage in terms of convenience and travel times.”

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“A series of interconnected local routes, strategic routes, Principal Shared Paths (PSPs) and Recreational Shared Paths (RSPs) have been identified with the aim of providing high quality, ubiquitous links between Perth’s various universities, schools, train stations, activity centres and tourist destinations. It is critical that such infrastructure provides a level of safety that makes it attractive to cyclists of all ages and experience levels, not just Lycra-clad fitness enthusiasts and CBD-commuters.”

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“A key objective of the Western Australian Planning Commission’s Perth and Peel @ 3.5 Million planning framework is to increase Perth’s sub-regional employment self-sufficiency … It is expected that better integrating land use and transport around activity centres will minimise the need for people to commute long distances to school or work – ultimately relieving pressure on the transport network … Planning and development has resulted in five PSP routes that lead to the outskirts of the CBD but few dedicated cycle paths through or within the city. DoT and respondents to our survey identified the CBD as a significant safety risk for cyclists as they must cycle on the road. The minimal infrastructure and high vehicle and pedestrian traffic make the environment unsafe and inconvenient for cycling … Local cycling routes to connect with the PSP network, community facilities and employment centres have historically not been well planned, and vary in design and construction. The result is an inconsistent and unconnected local cycle network which lacks integration into the broader transport system.”

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“The GPS mapping tool, Strava Labs, was employed to better understand which parts of Perth’s cycling network are most heavily utilised. The following trends/generalisations were noted: Separated and/or protected cycling facilities receive significantly higher patronage compared to unprotected cycle lanes or sealed shoulders.”

Screenshot 2016-07-29 10.57.30

“Up until recently, cycling has relied solely on human power. This has limited the distance and type of terrain most people are happy to make on bicycle. The emergence of electric bicycles (e-bikes) and the harmonisation of e-bike power ratios across Australia in 2015 is a game changer that will result in significant increases in cycling for transport and recreation in the future years. The average person would view the achievable maximum cycling distance for a standard bike being in the region of 10km to 15km. With e-bikes an average power assisted speed of 25km/h is easily achievable, which extends the maximum achievable riding distance to around 25km. With this distance in mind, an e-bike priced at $2,000 to $4,000 becomes a real option to replace the second car for many people, with the bike essentially paying for itself within one year when taking in the car purchase and running costs … Highlighting the potential for e-bikes in Perth are the results of a trial run by the RAC in late 2015. The trial involved 40 employees from 4 workplaces being provided with an e-bike for a 10 week period. Before the trial, 83% of the participants owned a bike, but less than half used it at least once a week. Before the trial, 61% of participants travelled to work by car, but during the trial this was reduced to 32%, with 55% of commuting trips being made solely by e-bike.”

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“Although the proposed network will officially consist of Principal Shared Paths (PSPs), Recreational Shared Paths (RSPs), strategic routes and local routes, it is recognised that all roads (excluding controlled access highways) will continue to play a critical role in Perth and Peel’s cycling network.”

Screenshot 2016-07-29 12.02.50

“The “8 to 80 rule” should be applied when identifying the alignment and built form of local routes (i.e. the route should be safe enough for use by an 8 year old or an 80 year old) … The evolution of Perth’s cycling network has generally followed a “lowest hanging fruit” philosophy. Separated bike paths of considerable length have been constructed parallel to many of Perth’s freeways and railway lines, as well as at a range of river and beachfront locations. Although this has been useful for people commuting to and from the CBD, or for the recreational purposes, many trips that people make on a daily basis remain difficult by bike. As Perth’s population grows, it is imperative that activity centres such as shopping centres, universities and industrial areas become serviced by safe, direct and legible cycling facilities.”

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“In order for Perth to realise its potential as great cycling city, significant investment is required to make the CBD’s streets both safe and attractive for cyclists. Despite having a number of excellent shared paths leading to and from the city’s fringes, the Perth CBD’s roads are not considered safe by most cyclists as they are typically shared with relatively high volumes of motorised vehicles … Over time, the inner core of the Perth CBD will evolve to one that is less reliant on car-based transport. With a reduced number of high volume private and public car parks, and business changing to ones that are more reliant on walking and cycling, customers will assist in facilitating more cycle-friendly streets and a more vibrant city centre.”

Cyclists created the European Union, sort of

British cycle tourists in Norway, c. 1887.
British cycle tourists in Norway, c. 1887.

Who was the first to lobby for – and get – a European agreement for the cross-border free movement of people? Winston Churchill in 1946? The European Coal and Steel Community of 1951? The European Economic Community of 1957? Nope, a bunch of middle-class cyclists in 1897.

Just as cyclists have been written out of motoring’s history (when, in fact, it was cyclists who created and popularised automobiling) so the efforts of fin de siècle cyclists to create a more equitable Europe have also been largely ignored.

While Britain and Germany were steadily preparing to go to war at the end of the 19th Century cycling organisations across Europe were forging friendships, agreeing international treaties and creating a system of international governance.

Well-organised national cycling clubs across Europe – aided and abetted by the League of American Wheelmen – formed bonds to ease the travelling woes of touring cyclists. These clubs included Britain’s Cyclists’ Touring Club, founded in 1878, as well as the Union Vélocipédique de France (1881), the Dansk Cyklisk Forbund (1881), Royale Ligue Vélocipédique de Belge (1882), and the two German clubs, the Dutch Algemene Nederlandse Wielrijders Bond (1883), and the Deutsche Radfahrer Bund (1884). There were also influential national clubs in Italy, Switzerland, Austria, and Russia.

These clubs issued border permits and permits de circulation for bicycle touring but hated such bureaucratic restrictions on travel. Cycling clubs from Britain, Belgium, France, Luxembourg, Germany, Austria, Switzerland, Italy and Russia met in Amsterdam in July 1897 at the invitation of the ANWB, the Dutch cycling organisation. (Today the ANWB is the main motoring and road rescue organisation in the Netherlands but was established in 1883 as a cycling club, the Algemene Nederlandse Wielrijders-bond, or the General Dutch Cyclist Union.) Later the same year the national cycling clubs met in Brussels, and agreed to start an international tourism organisation. This would go on to lobby for the removal of Europe’s borders.

AITThe Ligue Internationale des Associations Touristes, or LIAT, was formally created at the Casino Bourgeois in Luxembourg City in August 1898. This was very much a cycling organisation to begin with but was later swamped by motoring interests. LIAT changed its name to the Alliance Internationale de Tourisme (AIT) in 1919, and is now an international federation of motoring organisations created to “represent the interests of national automobile associations and touring clubs.”

The AIT’s website makes no mention of its cycling beginnings.

One of the key campaign goals of the early Ligue Internationale des Associations Touristes was the removal of border tariffs on bicycles. Cycle tourists had to pay customs duties to “import” their machines into each European country they travelled through. This was both expensive and bothersome.

The ANWB pushed for LIAT to embrace two key principles, the “most favoured nation”, an economic trade agreement, and the “principle of reciprocity”, the concept that any favours granted by one state should be also granted to others, the bedrock of international treaties.

In pushing for such pan-European principles the ANWB and the other national cycling organisations were years ahead of nation states. Naturally, there were points of difference between the cycling organisations. The Austrian club used its veto to prevent the Czech cycling organisation from joining LIAT (the Austro-Hungarian Empire was fractured, the “sick man of Europe”), and the Union Vélocipédique de France didn’t want to end the tariff system because, as France was Europe’s most popular destination for cycle tourists, the UVF made a pretty penny from memberships sold to foreign cycle tourists.

Despite these differences, at a LIAT meeting in London in 1899, twelve national clubs (apart from the French one) signed a “principle of reciprocity” agreement.

This agreement isn’t an exact precursor to the European Union but cosmopolitan cyclists were certainly discussing the free international exchange of goods, people, and ideas long before the concepts solidified during the Cold War. At the height of the First World War, the president of the Italian Touring Club remembered the “fruitful international collaboration” between pre-war cycle and motor tourists, and wrote that “touring is a powerful expression of national unity and of solid social concord.”

And it was cyclists who were among the earliest to push for change in Europe because, according to German writer Eduard Bertz in his Philosophy of Bicycles of 1900, cyclists were members of a “great, world-encompassing party of reform.” Cyclists, in short, were agitators. They pushed to change the world – women’s emancipation was partly pedal-powered, for instance – but such agitation is now largely forgotten.

Cycleways will have “adverse effect on a charity which supports endangered wildlife”

Actor Tom Conti isn’t a happy bunny. He’s also about as knowledgeable as a cute and furry woodland creature on who and what actually pays for roads but let’s hop over that and take a look at his other claims. He believes – like many others on this new petition to stop a Super Cyclehighway in London – that cycleways cause pollution. Getting people on bikes and out of cars will somehow lead to more noxious fumes? OK, he and they mean because of idling engines but that rather ignores the fact that London, like many cities, has long had roads filled with motor vehicles going nowhere fast.

This plan is imbecilic! It will cause frustration and a massive increase in pollution. Cyclists will not stay in the lanes; they never do. They also all travel at different speeds so trying to contain them in lanes will cause huge danger to them … This is a plan to be paid for with money largely from drivers of motor vehicles for the use of those who contribute nothing. The increase of cyclists, because they slow down traffic, causes greater pollution and danger to their own lives … Has the financial loss in parking and congestion charges been calculated, not to mention Londoners abandoning cars altogether thus depriving the chancellor of road tax, insurance tax and huge fuel taxes?
Tom Conti

The petition throws up (in perhaps more ways than one) a whole load of other common “bikelash” themes, although the comment from Roberta Perlman is a new one on me – she said it’s best not to have cycling infrastructure because cycleways upset motorists: “Happy motorists mean safer cycling”, she claimed.

But what’s especially interesting about this particular and perhaps peculiar petition is the fact people seem to be using their real names. These aren’t anonymous rants by online trolls – even the high and mighty are putting their names to the thing. Sir Maurice and Lady Irene Hatter certainly love their exclamation marks.

It is just too ridiculous for words!!!! And nobody thought this through!!!!!!
Sir Maurice & Lady Irene Hatter, London

“I am fed up with these nonsensical proposals; where does Andrew Gilligan live? Why don’t these interfering people leave well alone and consider the needs of the elderly, the infirm and, in general, the population who are not interested in being part of some bicycle ‘utopia’.”
Maxine Libson, London

“This entire scheme is a disgrace environmentely and will be a terrible hazard, health wise, to both young and old. – gas fumes, gas fumes and more gas fumes. I would also like to remind Boris Johnson that we live in London and not Amsterdam and that we have roads, broken down ones but still roads and not canals.”
Wendy Lipton, London.

“This scheme will force motorists onto alternative routes creating snarl-ups in areas poorly equipped to deal with them. Cyclists need to SHARE the road not steal it from motorists.”
Cynthia Kapelus, London

I am livid that these plans do not take into consideration the realities for local people who cannot use cycle routes and rely on automobile transport.
Debra Blair, London

“The plans are total nonsense … The area concerned is a community – this will break it up. Air pollution will worsen as cars ait in tradfic queues and this will badly affect walkers, cyclists and particularly babies in children in buggies, where they sit or lie low down, close to the vehicles as they sit in long queues.”
Vivien Lewis, London

Whoever is authorising and rubber stamping these schemes sure,y has no idea, or has their head in the clouds, to the total carnage they are causing to our roads.
Brad Taylor, South Ockendon

“The air on Prince Albert road is already polluted above legal limit and we cannot open our windows. This scheme would grid-lock the traffic and create a toxic environment.”
Giulia Filippelli, London

My children live in north London – my husband has a disabled badge and I feel that far too much of London is being given over to cyclists. The idea that an ageing population is going to take to their Bikes is ludicrous. Many cycle lanes are quite sparsely used. There are other groups of people who’s needs are being bulldozed by these crazy schemes. The face of London has been much changed in the last 10 years by cycle lanes. The traffic is Far, Far Worse.
Lorraine Esdaile

“This is a punishment for children and old people who live in the area and brithe this very polluted air.”
Victor Loewy, London

London is an amazing city – why try to ruin it with thoughtless, wasteful, selfish schemes that punish the many and benefit very few. I hope that, for once, common sense prevails.
Georgina Isaacs, London

“Too many cyclists already causing congestion on the roads.”
Grace Frankel, London

Who is paying vehicle excise duty to go on a road – drivers or cyclists ? If cyclists wish to use the same roads then they should pay duty as well.
Julian Jakobi, London

“… Cyclists should not be treated preferentially but fairly with other road users.This is not fair as cyclists do not pay vehicle excise tax and so car drivers pay to drive but are banned from driving on roads which cyclists who have paid nothing can ride on for free.That is inequitable.”
Julian Jakobi, London (again!)

I believe that cyclists, who have a right to safe and pleasurable cycling, will not benefit from a scheme that causes motorists to be frustrated and delayed. On the contrary: they could be at greater risk. Happy motorists mean safer cycling.
Roberta Perlman, London

“I think the congestion caused … will be detrimental to my children’s health.”
Tamara Craig, London

It is totally ridiculous … I will be unable to get any where … we will become prisoners in our own homes
Tracy Grabiner, London

“This would appear completely unfit for purpose causing harm to residents, tourists, visitors, elderly & young witout any thought whatsoever.”
John Libson, London

why do cyclists seem to have a divine right what about the tax paying motorist which clever local councillor/politician thought this one up.
John Lawson, London

“My sons school is around there and it’s a lovely leafy part of London and should not be changed.”
Paula Morris, London

I am totally opposed to this proposal
Zilda Collins, Boca Raton, FL. Yes, Florida!

“The transformation of the Outer Circle into a ‘cycle superhighway’ is an appalling idea which will forever change the benign and bucolic atmosphere of Regents Park. In recent years, there has been a marked increase in the numbers of faux-Chris Hoys and faux-Bradley Wiggins using that stretch of roadway as a race track, some reaching speeds of 30mph and beyond, overtaking cars, while giving no leeway to pedestrians and dog walkers attempting to cross the road. Many shoot the traffic lights on red. There is absolutely no doubt that if the Outer Circle is designated as a cycle superhighway, it will be a magnet for aggressive, speeding cyclists and the pedestrian will be at far greater risk than from motorists, who generally appear to be law abiding and keeping within the speed limit. The ‘cycle superhighway’ will, as TFL knows, create huge traffic congestion in the heart of the West End of London — already virtually at a standstill — and is indicative of a politically-driven agenda by TFL, the Mayor of London and the London Assembly, to rid London of the car and force its citizens onto public transport and the bicycle.”
Miles Tim, London

cyclists can be dangerous to car drivers
Zara Ruth Glatman, London

“… The proposal will make it impossible for people to visit London Zoo with families as it is awkward to get to by public transport anyway. This will have an adverse effect on an excellent charity which supports endangered wildlife throughout the world … I urge you to reconsider the proposal which is an unreasonable preference for cycle users who make no contribution to road maintenance as they pay no road tax and do not purchase petrol.”
Tamara Rabin, London

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