Gift Aid your membership today and give £9 to LCC for FREE
Many of you might be aware of the term ‘Gift Aid’, but don’t actually know what it means and, more importantly, how much this simple act is worth to a charity like London Cycling Campaign. For less than a minute of your time you could be adding 25% more value to your membership for free.
Every £1 that you give to London Cycling Campaign through membership or other donations could be worth £1.25; for an individual LCC member that’s the equivalent of an extra £9 and all for the sake of signing a Gift Aid declaration that takes less time to fill out than making a cup of tea, and if you’re anything like us we know you do that more than once a day!
Gift Aid increases the value of money that is given to charities (that’s us!) by allowing them to reclaim basic rate tax on donations. The scheme applies to money received from any UK taxpayer, and what’s more once you have completed the declaration, it applies not only to future membership subscriptions, but those since April 2011, and any other donations made in the past four years too.
Making the Gift Aid declaration really couldn’t be easier, just visit this page if you’re a UK taxpayer, tick the box and input your name and contact details. That really is all we’re asking from you.
£9 (or more) will be awarded to LCC and will go another step towards our campaigns like Space for Cycling.
We appreciate and value your support, and sincerely hope that you’ll join all the other LCC members who have already signed the declaration, helping to raise extra funds and give us an even louder voice on your behalf.
If you’d like to read more about Gift Aid, please visit HM Revenue & Customs website
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Superhighway blue paint is not adequate says coroner’s report into cycling deaths at Aldgate and Bow roundabout
Coroner Mary Hassell has told the Mayor Boris Johnson that “unbordered blue strips” of paint on the Cycle Superhighway 2 are “confusing” and lull cyclists “into a false sense of security”.
Her ‘Prevention of Future Deaths’ report into the fatalities of Brian Dorling and Philippine de Gerin-Ricard also says vehicle lanes that are partly painted blue - which have no legal status - confuse motorists and could encourage them to ignore similar-looking mandatory cycle lanes where they exist.
At the inquest earlier this month, the coroner said Cycle Superhighway 2 was an "accident waiting to happen".
LCC's Mike Cavenett, speaking to BBC reporter Tom Edwards (pictured above) at Aldgate, said: "This report clearly says that blue paint is not enough.
"Londoners cycling on streets where there are thousands of motor vehicles per day, many of them HGVs, need protected space for cycling."
Brian Dorling, 58, died in October 2011 when struck by a left-turning lorry at Bow roundabout as he travelled along one of the Mayor’s flagship Cycle Superhighways.
French student Philippine de Gerin-Ricard, 20, died when she was struck by a lorry on the Superhighway in Aldgate in July 2013.
The coroner recorded a verdict of accidental death in both instances.
Her report also said the Mayor should consider ”innovative solutions” to improve the junction of Whitechapel High Street and Commercial Street (where Ms de Gerin-Ricard was hit), which remains difficult to negotiate, and that more should be done to educate cyclists and motorists about safe riding techniques.
In her conclusion, the coroner said: "In my opinion action should be taken to prevent future deaths and I believe that you and TfL have the power to take such action."
The Mayor has a legal requirement to respond to the coroner’s report within 56 days.
Coroner's three Matters of Concern
The Coroner, Mary Hassell, raised three Matters of Concern
1. Blue paint used where there is no cycle lane so that:-
- Cyclists wrongly assume they have priority and are safer
- Cyclists are led to ride in the wrong part of road
- Motorists wrongly assume cyclists must be on the blue surface
- Motorists are confused about safe driving position in a narrow lane, or
- Motorists drive all over blue lanes ignoring cyclists
"Thus, cyclists riding in cycle lanes elsewhere in London and the rest of the country, are put in greater danger."
2. More could be done to educate cyclists and motorists. Safer riding techniques such as "taking the lane" and not riding on the left but sometimes more towards the middle are sometimes the safest option. That allows motorists to see cyclists and drive appropriately.
The dangers of a cycle overtaking vehicular traffic on the inside in the approach to a junction, cannot be over stressed,
3. Innovative solutions need to be considered to provide a safer route through Aldgate junction. As well as innovation with infrastructure, new technologies need to be considered for lorries allowing the driver to easily detect the presence of cyclists on the road.
Mary Hassell was appointed Senior Coroner for Inner Noth London in May this year. She is first coroner in the UK to be selected by the new chief coroner, Judge Peter Thornton QC, following a rigorous two-week interview process.
Formerly she was coroner for Cardiff and the Vale of Glamorgan. She was among the top three coroners in the UK for sending reports, such as the Prevention of Future Deaths report she has just sent to the Mayor.
Everyone at the two recent inquests into cyclists' deaths was impressed with the coroner's handling of the cases.
LCC's Charlie Lloyd commented: "this is the first time I have seen families of victims come away from court feeling that a full investigation had been made, that the right questions had been asked, even if the correct answers are yet to be discovered."
Ms Hassell replaced Dr Andrew Reid who resigned over a year ago after it was revealed that he had appointed his unqualified wife as a deputy coroner.
Lorry crushes cyclist in Camden High Street yesterday
A woman on a bicycle was hit by a left-turning tipper lorry on Camden High Street yesterday.
The lady was conscious when taken to hospital, but is reported to be in a critical condition with severe pelvic injuries.
The collision took place on a one-way street with four lanes of motor traffic with no protected space for cycling.
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AGM motions confirm our commitment to campaigning for streets that make cycling safe and inviting for every Londoner
The London Cycling Campaign annual general meeting on Saturday 19 October 2013 passed a series of motions confirming our commitment to campaign for:
- protected space for cycling or motor traffic reduction when speeds of motor vehicles are over 20mph or volumes of motor traffic are above 2000 passenger car units per day (motion 3);
- our Space for Cycling policy platform at ward level during the 2014 local elections (motion 4);
- cycling facilities that are uniformly attractive enough for everyone to use, including faster commuters and children (motion 5).
There are longer explanations of the three above motions further down this page.
Other motions passed at the AGM include those calling for a membership recruitment drive around our 2014 campaign and wider recognition for local campaigners (see below).
The minutes of the 2013 AGM will be available on this page for download soon.
Motions 1, 2, 6, 7 and 8
The first two motions passed approved formally our annual accounts and approved the appointment of our auditors for 2013/14 (motions 1 and 2).
Other motions included:
- one passed calling for a membership recruitment drive around our 2014 campaign (motion 6);
- one seeking changes to the way the London Cycling Awards are run and how we source product reviews and advertising, which was defeated (motion 7);
- one passed suggesting ways in which local campaigners could be recognised as part of next year’s London Cycling Awards and the AGM (motion 8).
Motion 3: When do we need protected space for cycling?
This motion was proposed by Dr Rachel Aldred on behalf of our elected Policy Forum. It sets out the criteria that trigger the need for us to campaign for separated space for cycling on busy streets, as opposed to accepting that cyclists and motor traffic should share street space even when traffic speeds and/or volumes are too high to safely do so.
This policy is designed to ensure that we campaign for a dense network of streets that have either low-speed motor vehicles in low volumes, or protected space for cycling, including through junctions.
A network with these characteristics is likely to provide safe and inviting streets suitable for everyone to cycle.
Our new policy is to call for protected space for cycling using kerbed cycle lanes, tracks or other forms of physical separation (eg, planters, armadillos or bollards) when motor vehicle speeds are above 20mph or the number of passenger car units (PCUs) on a given street exceeds 2000 per day.
The figure of 2000 PCUs per day is the same as the Dutch standard for separating cyclists from motor traffic, and includes a weighting element whereby larger vehicles that pose greater danger are worth more than smaller vehicles like motorbikes and cars.
There’s a full explanation of PCUs (including how the measures could be improved) in the Policy Forum’s document ‘When do we need protected space for cycling?’, which can be read here (PDF download).
Motion 4: A ward-by-ward campaign across Greater London for the 2014 local elections
This motion endorses our Space for Cycling campaign for the borough elections in 2014, calling for ward-level actions around the following six policy themes:
- Safe routes for schoolchildren
- Streets without through motor traffic
- Dedicated space on main roads
- 20mph speed limits
- Liveable town centres
The motion also commits to our organising one high-profile event in every borough in support of our Space for Cycling campaign.
Motion 5: Uniformity of cycling provision and suitability for all ability groups
This motion commits LCC to campaign for a cycle network with facilities that are suitabile for every type of cyclist who might want to use them, from the fastest commuter to the newest cyclist or child.
We are convinced it would be a mistake for the quality of any elements of the network - for example, the Superhighways or the Quietways - to be designed in a way that makes them less suitable for any type of cyclists.
For example, For example, the Superhighways must be just as suitable for children, inexperienced cyclists and disabled cyclists as they are for faster commuter cyclists. Equally, the proposed Quietways must be built to a standard that benefits faster cyclists as well as the less able or experienced.
In summary, London’s cycle network should not be designed in such a way as to create a two-tier network, one that trades safety against convenience; rather uniformity of provision should make all areas suitable for everyone.
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Eleven candidates whittled down to five new trustees for London Cycling Campaign board
The first London Cycling Campaign trustee election using STV (Single Transferable Vote) saw 5 trustees elected from a field of 11 candidates, with a total of 873 member votes cast.
The majority of votes were cast electronically, with final voting and the result announced at LCC's 2013 AGM on Saturday 19 October at the London Metropolitan University on Holloway Road.
Chief executive Ashok Sinha said, “Thanks to everyone who stood for election and who voted. We’re sure the new board will continue to drive forward LCC’s successes into our crucial 2014 local election campaign, and we’re delighted to see this year’s board is composed equally of men and women.”
Daniel Barnes is the only entirely new face on this year’s board, and he brings with him an impressive record of individual fundraising, having raised thousands of pounds for the London Cycling Campaign over the past two years.
Daniel was motivated to raise money for LCC after his close friend Dan Cox was run over by a lorry at Dalston Junction in February 2011.
Dan Cox was run over by a left-turning lorry at a major intersection with minimal cycling facilities, and the driver of the HGV was criticised for encroaching into the ASL.
In the two years since that avoidable collision, Dan has fundraised tirelessly and ridden several major European cycling challenges.
Of the other four newly elected trustees, three – Ann Kenrick, Tony Levene and Mustafa Arif – already held senior positions on the board, respectively the Chair of the Board, the Treasurer, and the Chair of the Campaigns and Active Membership committee.
The fifth new board member, Oliver Schick, has also served previously as a trustee, and was formerly chair of the Campaigns Policy committee (now reconstituted as an elected Policy Forum headed by sustainable transport academic Dr Rachel Aldred).
The newly constituted board of trustees met for a brief meeting (see photo above) at the end of our AGM to appoint the new chairs of committee.
Ann Kenrick, Tony Levene and Mustafa Arif retain their positions, while the other board committee chairs for 2013-14 are:
Income-generation committee – David Love
Policy Forum – Dr Rachel Aldred
Finance and administration – Tony Levene
HR - Mel Grech
Local groups forum - Mustafa Arif
2013 trustee election result
1. Ann Kenrick
2. Mustafa Arif
3. Tony Levene
4. Oliver Schick
5. Dan Barnes
Many thanks to the following who also stood: Kieran Drake, Richard Miller, Craig Nicol, Francis Sedgemore, Grant Smith, and Ray Whitehouse.
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London Cycling Campaign recruiting volunteer 'Space for Cycling' campaign organisers for 2014 local elections
We're looking for enthusiastic, dedicated and creative volunteers to help us deliver our biggest and most ambitious campaign yet, as we launch Space for Cycling on the 2014 local elections.
Our Space for Cycling campaign aims to further harness the momentum generated by our very successful Love London, Go Dutch campaign, centred on the 2012 mayoral election. Find out more about our Space for Cycling campaign.
We need ‘Campaign Organisers’ to provide our ‘eyes and ears’ in each of the London boroughs. You will coordinate the borough and ward level campaigning that will aim to put cycling at the top of the local political agenda at the London Council elections in May 2014. In turn this will help to hold the Mayor to account for his election promises on cycling.
You might already be an LCC member, or involved in one of our local groups, maybe you read our e-newsletters, perhaps you’re a cyclist who’s new to London, or maybe you enjoy campaigning on important issues and want to get some experience working on a big campaign.
We don’t mind who you are, as long as you care about making London a healthier, cleaner and happier place to live, where cycling is a choice for any Londoner who wants to ride the streets conveniently and without fear.
You need to be available to work on the campaign from January - May 2014 in your borough and you’ll need to be free on a Friday or Saturday in January (date TBC) to attend a training day where we’ll talk about the campaign in detail and run through some ideas to help you plan. For those new to campaigning, we hope it will be a great way to get you started.
Depending on how big your ideas are, we suggest that you’ll need to be able to commit from 2-3 hours per week. This could be more if you want to get really stuck in, or it could be less if you are working with others to get things done.
Please read the attached Role Description for full details of what we’re looking for.
If you don’t have the right experience, but have the energy and enthusiasm to make this campaign a success, then we’d love you to still apply. There’ll be plenty of ways to help us with this campaign in your local area, even if it’s not as an official ‘Campaign Organiser’.
How to apply
Deadline: midday 25 November 2013
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City of London shows boroughs the benefits of returning minor one-way streets to two-way cycling
The City of London is making another 30 minor one-way streets two-way for cycling, having already successfully implemented two-way cycling already on around 50 streets in the Square Mile in the last few years.
We presented the City Corporation with a London Cycling Award in June 2013 for its one-way to two-way streets programme, shared with a similar (but smaller programme) in Camden.
It's easy to forget that, once upon a time, every street in the capital was two-way for cycling, but the growth of motor traffic in the 1960s and 70s saw the introduction of citywide traffic-management schemes that we intended to move motor vehicles around more efficiently.
Unfortunately, these car-centric street designs made cycling journeys less direct and convenient, as well as in the long term actually increasing car use and congestion.
Following the example of cities like Brussels, where thousands of one-way streets are two-way for cycling, the City of London and Camden Council have returned many of minor streets to two-way cycling.
Doing this is low cost because two-way cycling can be implemented on streets that are still one-way for motor traffic with only a minor change in road markings and signage.
Since the pilot programme began around four years ago, there have been no significant increases in cycling or pedestrian collisions in the streets affected, according to a City study.
Indeed, risk to cycling is likely to be lessened because cyclists using the new two-way routes can more easily avoid busy streets where they're at greater risk from motor traffic.
Some of the City routes that have been opened up by the two-way schemes, such as Watergate to Shoe Lane, conveniently link quiet routes to popular destinations in surrounding boroughs.
Returning streets to two-way can reduce offending by opening up safer routes for cycling, where previously people on bikes had not been properly considered.
In neighbouring Islington, a five-metre contraflow has unlocked a popular cycle route and reduced offending significantly.
The best street designs, such as those used in the Netherlands, ensure that those using human-powered transport (on bicycle or on foot) benefit from direct routes.
This principle has been neglected across Greater London, and partly explains why walking and cycling have declined.
Overall, while there are other problems of street design in the City of London that need addressing, such as its road-narrowing policy, the two-way cycling programme has gone some way towards making cycling in the City of London easier, and cycling rates there are growing.
Greater London has thousands of minor one-way streets that could easily be made two-way for cycling at very little cost.
Eventually, all one-way motor traffic systems should also be removed in order to make the capital more cycling and walking-friendly, but removing major one-way systems is a much larger and more expensive project.
The problem of one-way cycling minor roads can be addressed now, and we strongly urge the Mayor to promote this policy on relevant streets controlled by Transport for London, and to the boroughs.
The latest batch of City of London streets that are due to be returned to two-way are:
- Abchurch Lane
- Artillery Lane
- Botolph Lane
- Bury Street
- Carlisle Street
- Clement’s Lane
- Coleman Street
- Cooper’s Row
- Crutched Friars
- Cutler Street
- Devonshire Row
- Garlick Hill
- Goring Street
- Great Trinity Lane
- Idol Lane
- Jewry Street
- Little Trinity Lane
- Mincing Lane
- Mitre Street
- Northumberland Alley
- Oat Lane
- Pilgrim Street
- Rood Lane
- Throgmorton St
- Skinners Lane
- Southampton Buildings
- St Dustan’s Lane
- St Mary Axe
- Staining Lane
- Viscount Street
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Metropolitan Police told Transport for London that Aldgate Superhighway route was unsafe for cycling
For the third day in a row Poplar Coroner's Court heard evidence about cyclist fatalities on the Mayor's Cycle Superhighway route 2 from Aldgate to Bow.
Philippine de Gerin-Ricard, a 20-year-old student from France, died on 5 July 2013 at Aldgate after being hit by a lorry while riding a Barclays Cycle Hire bike on the Cycle Superhighway.
Her mother, Ms Anne Boudet de Mouchet, told the inquest about her distress at the poor provision for cycling in London. She said there is nothing clear for cycles at Aldgate: "I went there, I saw it was all confusing".
Coroner Mary Hassell heard representatives from the Metropolitan Police say they had told Transport for London in 2007 that the whole Aldgate junction design was unsafe for cycling due to the narrow lane widths.
In 2011, the Mayor's Cycle Superhighway 2 directed thousands of cyclists through this junction using blue paint, resembling cycle lanes but offering no protection or extra safety.
The design, which is still in place, provides no safe space for cycling on these roads.
The inquest was shown CCTV from the side of the lorry in the moments before the crash. The video showed that Ms Gerin-Ricard had cycled on the pavement as there was not space on the road to follow the Superhighway route marked around a bus stop.
She rejoined the road in a clear area marked with Superhighway blue paint, just as the traffic was moving off.
She appeared to be unaware that two lanes merge into one at this point, and as she passed a 44-tonne articulated lorry, it moved over to the nearside.
The driver had no chance of seeing her as he acclerated away, and the lorry hit her bike from behind, pushing her and the bike against the hoarding of the adjacent building site.
CCTV shows Ms Gerin-Ricard and the bicycle bouncing back towards the lorry and being caught by the trailer wheels.
The trailer on this articulated lorry had no side guards due to UK exemption from EU rules.
Ms Gerin-Ricard had not been visible at all in the CCTV taken from the in cab 'driver's view' camera. Drivers of very large lorries have no sight the first 2 or 3 metres of road space in front of them.
As this situation was described to the inquest, Philippine's mother called out,"This situation where a cyclist cannot be seen in front of a lorry must be addressed."
The road layout with lanes only 3.1 metres wide was again a major focus of the Coroner's Inquiry.
The whole Aldgate East road system was revised in 2007, removing the one-way traffic system. One of the claimed benefits was increased safety for cycling and walking.
PC Simon Wickenden of the Metropolitan Police Traffic Management Unit gave evidence that he wrote to Transport for London in 2007 raising 21 concerns over the planned changes. His first concern was the plan to use 3 metre traffic lanes through most of the junction.
There are huge volumes of traffic throught this part of London's Inner Ring Road and lane widths of 3 metres cannot be safety shared by cycles and heavy motor traffic.
The Transport for London design team noted and discussed PC Wickenden's concerns. They planned to increase the lane width to 3.25 metres where Philippine was killed. Actually it was only increased to 3.1 metres.
Ms Gerin-Ricard's mother described this response to the police letter as "rather light".
An opportunity to provide a high-quality east-west cycling link through this area was lost when all the road space freed by removing the one-way system was given over to property development.
The Mayor's Cycle Superhighway was installed through this junction in May 2011 without changing the layout.
A 'false lane' area of blue paint leads up to the bus stop; then blue patches with cycle logos continue around the bus stop and into the lane where motor traffic is squeezed into the nearside.
London Cycling Campaign advised Transport for London to provide safe space for cycling along the whole CS2 route when we first saw the plans.
We wrote to Transport for London in 2011 suggesting that this cycle facility should not be built as planned, but the money should be spent on improving the existing Superhighways.
Jenny Jones, Green Party member of the London Assembly and the House of Lords, criticised the conflicting policies of encouraging cycling on the same routes and maximising motor traffic throughput, including the Mayor's 'smoothing the flow', which was publicised widely at this time.
The coroner reached her conclusion that Ms Gerin-Ricard died of "multiple injuries by way of an accident". She went on to make a full statement pointing out that she did not think Ms Gerin-Ricard "was cycling recklessly, in spite of the fact that what she did was dangerous".
The coroner also said, "What we would like, of course, is to have cyclists in a separate cycle lane. It would be safer for cyclists, and motorists wouldn’t have the potential in the same way for this appalling experience of perhaps colliding with a cyclist. But we are in a city with too many people, too many vehicles, too little space.
"I’m going to write to TfL to encourage an innovative response to the problems of this junction. When I say innovative, I mean: ‘Try to think of something that hasn’t been thought before.’ This isn’t a situation where I can see an easy answer.
"The other matter about which I’m going to make a report is the education of cyclists. I think we could change our culture. I appreciate that change has already begun. But I want to support that change, so that cyclists know instinctively how dangerous some of these manoeuvres are. I think a great deal more can be done.
"There will be more and more cyclists, and that is what we want. We have to find new ways of trying to keep them safe."
A full report of the verdict is on Ross Lydall's blog.
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Bouquets by Bicycle
There’s nothing quite like the surprise of receiving a lovely bunch of flowers, and what would make that even better? Well, it being hand-delivered to you on a bicycle, of course! Petalon does just that.
Based in London, this company have made it easier, more accessbile and greener to send flowers in the capital. Every week they create just two beautiful arrangements, selected based on season or what is the most eye-catching at the local flower market, and each bunch always costs just £20 including delivery. It’s a simple formula and the idea of sending flowers differently means it’s less about extravagance, and more about the gesture, and they often see flowers just sent to say a little thank you.
They’ve also made the whole process as green as possible; they don’t have to use petrol, there’s no delivery vans and impact on the environment, the small selection of bouquets reduces waste and all of these things mean that they can afford to make a charitable donation of £2 from each bunch to support Capital Bee.
Petalon was born out of a love for bicycles and flowers and they say, “We want Londoners to send more flowers to more people across the capital”, and in a bid to fulfil their ambition they’ve offered London Cycling Campaign members a 10% discount on their bountiful blooms. To access your exclusive online discount code, visit the member’s page on our website (link and QR code available on the back of LCC membership card).
For more information on Petalon and details of their weekly flowers visit their website.
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Coroner says Cycle Superhighway 2 design was "an accident waiting to happen"
The coroner Mary Hassell into the inquest of cyclist Brian Dorling has called Superhighway 2 "an accident waiting to happen".
She's taken a strong interest in the layout and design process of this, one of the Mayor Boris Johnson's flagship cycling schemes.
It's unfortunate that Debbie Dorling, whose husband Brian was killed at Bow roundabout while cycling to work in October 2011, has had to wait two years for an inquest into the reasons for his death.
This week, Poplar Coroner's Court has been packed with family, witnesses and barristers who've come to present the facts to the coroner.
Road danger expert Charlie Lloyd from the London Cycling Campaign has been there each day to hear evidence.
Also present have been those who designed the junction where Mr Dorling died, including senior management from Transport for London and the Jacobs consultancy.
The lorry driver who ran over Mr Dorling, David Cox, has already pleaded guilty to causing death by careless driving.
In most cases of this type there would not be a full inquest after a successful prosecution, but in this instance Brian was killed at Bow roundabout on a highly controversial section of Cycle Superhighway 2, which had been criticised by the London Cycling Campaign and others.
The original design of the Superhighway at Bow junction has become the central issue of this Coroner's Inquest.
There have been calls for Transport for London to be prosecuted under the Corporate Manslaughter Act for failing to provide for the safety of all road users.
A full police investigation was carried out, and the Crown Prosecution Service decided not to prosecute Transport for London.
At the inquest, a tweet by Evening Standard journalist @RossLydall said:
"Never seen Poplar coroner's court so full of lawyers. Two-day inquest into cyclist's death will probe TfL about safety of Bow roundabout"
The Evening Standard report is here.
On the first day of the inquest, the court heard that both Brian Dorling and the lorry driven by Mr Cox crossed the stop line just after the lights had changed to red.
Mr Dorling was on the left side of the lane following the blue painted 'ghost' lane which continues around the outside of the roundabout across the mouth of the exit to the A12 going north.
The lorry, which had moved in from the outside lane was heading to make a left turn at the roundabout.
The driver could not seen Brian directly and might only have had a very short time to see him in his mirrors.
The driver failed to give way to the cyclist, turning across his path, hitting him and the bike with the front-left wheels of his lorry, causing grave injuries that led to his death.
Blue paint, 'false lanes'
The court has heard evidence about the design of the Superhighway to see if Mr Dorling might have been led to cycle on a path that put him in mortal danger.
The extensive use of areas of blue paint which looks like a cycle lane but isn't a cycle lane was criticised by Barrister Martin Porter acting for the Dorling family. These 'false lanes' had also been queried by PC Simon Wickenden of the Met Police Traffic Management Unit.
Not only do these lanes give cyclists the impression that they offer some protection, they can direct cyclists away from the safest position on the road.
The Cycle Superhighways Infrastructure Design Guidance explains that in narrow traffic lines cyclists should ride in the 'primary position' close to the centre of the lane. On the approach to Bow roundabout these 'false lanes' were on the left side of the left vehicle lane.
There was no space for cars or lorries to share this lane with cyclists. The cyclists were expected to somehow know this and 'take the lane' despite the position of the blue paint.
Particular criticism was made of the annular lane on the roundabout, across the mouth of the roundabout. This is where Brian was struck down by the 32 ton tipper lorry.
The use of paint without lane markings used to be called 'ghost lanes'. The first version of the Superhighway design guidance refered to 'virtual cycle lanes'. This was then amended to say only 'blue surface treatment'.
TfL give evidence
Ben Plowden, the Director for Planning in the Surface Transport Division of Transport for London gave evidence about how the Superhighway design changed away from providing dedicated crossing points for cyclists and pedestrians on all arms of the roundabout.
The inquest had already heard from Marius LeRoux head designer on the scheme for Jacobs engineers. There were already plans from other consultants planning to improve pedestrian and cyclist safety. The design that included a series of toucan, shared use, crossings was developed by Jacobs to match the Superhighway requirements.
Mr Plowden told the inquest that a decision was made in November 2010 to replace the toucan design with on carriageway surface treatment and lanes. This was as a result of traffic modelling which showed motor traffic tailbacks and congestion would spread over a wide area. This congestion would have safety implications at those other areas.
Mr Porter, acting for the Dowling family, questioned the validity of such modelling as it did not allow for change in travel behaviour or people switching away from cars to other modes. Mr Plowden said that was a highly contentious view which TfL did not accept.
London Cycling Campaign has highlighted the toucan crossing solution as a better option for Bow junction. We have noted that predictions of traffic chaos arising from reducing motor traffic capacity in favour of cycling rarely, if ever, come true.
Prevention of Future Deaths
The Coroner concluded with a narative verdict explaining the circumstances of how Brian died. She also said that she would be preparing a Prevention of Future Deaths report to be sent to all the relevant authorities pointing out problems with the design and layout of the Cycle Superhighway as implemented at Bow in 2011.
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Bike theft crackdown must be sustained
Bike theft crackdown must be sustained
The Metropolitan Police say that reported cycle thefts are down by 10.5% from the three year average. LCC says the fall in theft is welcome but that level of reduction must be sustained and increased if Londoners are not to be discouraged from cycling.
As recently as 2007/2008 the number of reported thefts was down to 17,182 before the numbers surged to more than 23,000. The police task force crackdown in 2012/2013 has led to 600 arrests and a fall in reported thefts from 23,804 in 2012 (12 months to Sept 2012) to 19,052 (12 months to Sept 2013) but the police believe that the number of actual thefts, as opposed to reported ones, could be four times higher. A report for TfL found that 25% of people who had their bikes stolen stopped cycling and an LCC survey found that two thirds of respondents rode their bikes less because of fear of theft.
In recent years on-line sales of bikes have been used by thieves to get rid of stolen property with sites like Gumtree, where it is easy to hide your identity, a prime target. As of this week, Gumtree are including a pop-up message advising bike buyers not to risk buying stolen property and directing them to tips on how not to encounter a thief http://help.gumtree.com/articles/General_Information/Buying-a-Bike-on-Gumtree . The police and LCC have lobbied Gumtree to provide such messaging and would like to see further steps to require sellers to post bike frame numbers, which can be checked against stolen bike lists, and to introduce ratings of sellers based on identity information provided to Gumtree as well as on previous transactions. LCC recommends that cycle buyers use only websites where they can check the identity of the seller.
You can find useful advice on buying online in our advice section http://lcc.org.uk/articles/how-to-avoid-buying-a-stolen-bike as well as a guide on how to get your bike security marked and registered http://lcc.org.uk/articles/security-marking-for-your-bicycle
The police provide free security marking at various locations in London
Security marking means you can prove ownership should your bike get stolen and also enables the police to return your bike if recovered (they currently hold more than 2000 unidentified bikes) – many insurance bike require security marking .
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CCFL grants to support community cycling awarded last Friday
Twenty one £5,000 grants were awarded last Friday to a variety of organisations that aim to support communities to enjoy the many benefits that cycling brings. The standard of this year’s Community Cycling Fund for London funding round was set very high by the sixty two organisations that applied for a grant. The twenty one awarded projects will use their grant to make cycling an inclusive activity for all, including harder to reach groups, such as young people, women, refugees and all ability cyclists.
Wheely Tots (picture above, taken by Wheely Tots) were one of the organisations awarded with a grant. Wheely Tots, based in Hackney, works to support parents with small children and babies to cycle more regularly around London by hiring cargo bikes at affordable prices. They will use the grant to buy a second cargo bike and to offer cycle training tailored to those riding cargo bikes. WheelyTots offers parents an excellent opportunity to discover cycling as a viable mode of transport to carry their children around.
Another of the awarded organisations is Community Cycleworks. The organisation already works with young people in Walworth, Camberwell, Bermondsey and Peckham. They deliver bike mechanics courses for young people where they learn how to build a bike that they can keep. This facilitates their access to cycling. Community Cycleworks will use the CCFL grant to develop a programme of led rides for these young people allowing them to discover the pleasures of on-road and off-road cycling, boosting their health and their confidence on the road.
Matt Beale-Collins (picture above), co-founder, alongside Stewart Vanns, of Community Cycleworks said: ‘I am thrilled that our organisation was a awarded a grant. The rides are popular and help convert the bicycle from an accessory to a valuable form of transport to be cared for and well maintained. The CCFL funding will add sustainability to the work that we are already doing in these communities’.
For more information on the work developed by the organisations that CCFL has supported in the last ten years click here. If you are part of a community cycling project or are thinking about setting one up you can sign up to the community cycling e-newsletter here. You will receive updates relevant to community cycling, such as training and funding opportunities when they arise.
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Up-cycled bike wear at a snip of the price for LCC members
Up-cycling fashionistas, Thrifty Couture, unveil their first collection, designed to take women cyclists straight from commute to play. Fun and functional, their bike wear collection promises to be as easy to wear as any other clothes in your wardrobe, with not an inch of lycra in sight.
The Thrifty Couturières are avid cyclists and believe that women’s bike wear should be functional, stylish and, above all, sustainable. Their clothing is up-cycled from unissued military garments, vintage pieces and remnant textiles. Buttons and fixings are recovered from spoiled garments... any more sustainable and you’d be naked!
To celebrate the launch of the clothing range, Thrifty Couture are offering London Cycling Campaign members 20% discount on the new bike wear collection until the end of October, 2013.
Some of the features of the bike wear include:
• figure-flattering cut and cinch belts
• shoulder- and elbow-ease in marino or stretch butter leather
• roomy pockets
• hi-vis and fluorescent embellishment at base of collar, reverse of belt, yolk and sleeve backs
• waterproof textiles, easy to reproof with NikWax
• stain- and shower-proof Vegetan leathers and suedes
• detachable hi-vis collars when you want to be a little less obvious
• zip-to-hide hi-vis inserts; smart and always ready for cycling
• button and zip plackets to allow looser fit for layering
• storm collars to protect throat and face
• optional button-in liners, in rip-stop nylon and plush
• Messenger Jackets in either fern green or silver black, with a choice of 4 collar colours, and 3 satin stripe colours
• Ivy Trench with choice of 4 collar and pocket colours, and 5 waterproof side inserts
*LCC MEMBER OFFER**
To access your exclusive online discount code, visit the member’s page on our website (link and QR code available on the back of LCC membership card)
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- Annual conference on Saturday 19 October: help us build for the 2014 local elections
- Tips on how to set up a successful community cycle training project for women
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