Only 7 days until the LCC’s planned ride takes place at 6pm on Blackfriars Bridge.
This isn’t just about Blackfriars Bridge anymore, TFL aren’t listening to vulnerable road users. We can’t let them ignore us, if they go ahead with the current plans then who knows what cycling will be like for Londoners in the future!
Hundreds have already pledged to the LCC that they will attend, lets hope that hundreds more turn up on the evening.
The LCC sent out a newsletter yesterday with information about the next Blackfriars bridge flashride. Giving us plenty of warning about the next date to try and attract as many cyclists as possible. It’s important that we show up in numbers to show just how important it is.
TFL has shown their true intentions very clearly, they are car centric, in a city which already has awful congestion problems and pollution problems. They want people to get as quickly as possible from A to B whilst they are in their cars. This in turn puts cyclists and pedestrians in danger as they increase the speed limit and decrease the space we have to use.
It’s time for action, cyclists in the city and ibikeslondon have been pushing this forward for quite some time, but they and the rest of us need help from everyone to protest against this, even if don’t use this bridge. It is important to come along and add to the protest, if TFL win this ‘war’ then who knows what they will do to us next!
Show your support on the LCC page and by turning on Blackfriars bridge on Wednesday the 12th of October at 5.45pm.
It’s approaching the time of year where another set of Barclays Cycle Superhighway routes are going to be opened. Work has already been underway for several weeks, with the roads being re-surfaced and blue paint being laid. In some places it has even meant a remodel of the road design, reducing 2 lane sections of road into one.
The cycle superhighways are meant to make it easier and safer for cyclists to commute into and out of London via direct and continuous cycle route . But CS7 and CS3 haven’t exactly done that.
CS3 is pretty much a nightmare. The shared pavement sections on Cable Street and the A13 aren’t continuous and aren’t exactly what i would call safe. Pedestrians walking onto the cycle route, plenty of roads crossing the path where they have priority. And due to how narrow it is, it makes it very hard to pass slower cyclists if it’s busy.
Due to the on road bits being built on sections of road which are quite narrow, then there is lots of conflict with drivers as you are forced to take a primary road position at plenty of points to keep safe. Not exactly what a novice cyclist wants to be doing on their dream cycle path to work.
CS7 is much the similar, i use it near daily for my commute to and from work and anyone that watches my videos will know that it certainly comes with issues. At certain sections you have to take a primary position to avoid dangerous overtakes and to keep your self safe.
Most of the cycle lanes along both routes only meet the minimum requirements set by the DfT (1.5m in width). With less than 1 mile of both of them being any greater. Even less of them are mandatory, and thus you will often find that other vehicles are driving in them and it’s not uncommon for it to actually be completely blocked.
Re-design of the road structure has been kept to a minimum. Sections of road have been re-designed to attempt to keep traffic flow and cycling flow constant but key issues like left hooks have not been addressed.
TFL boast about the increase in ASL size and quantity. Which is pointless considering they aren’t even enforced and more often than not they are full with other kinds of vehicles or you can’t get to them!
The main problem I see with these cycle lanes is the mentality of cyclists. I witness on a near daily basis cyclists filtering in the blue cycle lane in an unsafe position. Be it through a small gap or up the inside of a left turning TP flat-bed lorry. When these blue cycle lanes of death are laid down on the road, it gives cyclists the feeling that they are safe because they have their own designated area but in reality we are still at risk from the motorists that care not for our safety.
These cycle lanes are meant to aid in the cycling revolution that is happening in London. An increase of 70% of cycle journeys was recorded on CS3 and CS7. But the cycle lanes do not meet the demands of commuters, more often that not they are overflowing with cyclists overtaking each other and conflicts with drivers are not dropping.
Will the new cycle superhighway routes be an improvement over what has been given to us?
On a side note, don’t even try to use the superhighways on a weekend. It’s like cycling down Oxford street!
The tram system in Croydon has been a fantastic addition to the town and an easy way to get around if you live near one of the tram lines. But in recent years it has been running at max capacity and was clearly visible when Tramlink decided to change the route that the trams took a few years ago to try to increase performance.
Croydon Council will soon decide if is to use some funding from Transport for London to add an addition 10 trams to the system in the hope to decrease crowding and waiting times.
This will clearly be a fantastic addition to the tram system if it is something you use, but what effect will it have on other transport across Croydon?
Outside the town centre the effect will be minimal. The tram system was built on disused railway routes and on the sides of roads, which means that there is a higher chance that you will have to stop at traffic lights whilst the a tram crosses. This increase is minimal and not a problem if you ask me.
The problem I see, and it’s a problem currently. Is in the town centre where the trams use the road way to and come to a junction with other roads. At present the tram always gets priority and the lights change in their favour on the next light change.
This currently affects all road junctions where by the trams are on the road, but mostly it is an issue by East Croydon station, West Croydon Station and the junction over the underpass. What this can mean is that you are waiting at a red traffic light for up to 5 minutes before you can continue. This does cause massive traffic jams at peak times for apparently no reason.
For example (see picture below) we have the junction of West Croydon Station. The 3 routes into this junction are Station Road, N end (from the north) and the trams/busses come out of Tamworth Road. Station road has lots of traffic coming through it, and is always busy. N End road is also busy but the traffic is often less as you can only go down Tamworth Road. And Tamworth Road should only have taxi’s, busses, cyclists and trams coming out of it. The usual traffic light rotation is Station Road, then N End then Tamworth Road.
But if a Tram approaches along Tamworth Road when the lights at Station Road are green, then the next light phase will be Tamworth Road. Once the lights at Tamworth Road have changed to green, it goes back to Station Road, and the road users waiting at N End have to wait for another rotation before they get a green light.
That is just one example of how the trams get priority at junctions around the town centre of Croydon. There at least 5 other examples of where this happens around central Croydon. And with the increase in Trams traveling on this route, it is only going to get worse.
There is an easy fix, and that’s change how the light phasing works when a tram comes, fine if it gets priority to keep the system running, but at least put the light rotation back into place rather than re-setting it.
As it is, cycling in Croydon is a pain due to the tram lines that have been put in. Most of the crossing are not at a right angle, and trying to cross them at a right angle will only cause conflict with motor vehicles. The addition of these extra trams and the dodgy light phasing will only cause all other road users pain. Especially a problem for cyclists in the colder months due to loss of body heat.
Transport for London stated today that the Barclays Cycle Hire customers have cycled to the moon and back 13 times in the first 6 months of operation. That’s over 2.5 million journeys at over 10,000,000km cycled.
The busiest day for the scheme saw more than 27,500 journeys, covering more than 124,000km.
There are nearly 110,000 registered users and ‘casual’ users have purchased over 28,000 access periods in just 8 weeks.
Plans for extending the scheme have been announced, this will see the blue bikes heading into and out of; Tower Hamlets, Hackney, Bethnal Green, Bow, Canary Wharf, Mile End and Poplar. This expansion will included 2,000 bikes and 4,200 docking points across new and old areas. These added station should be up and running in 2012.
I’ve been trying to compare the Barclays Cycle Hire scheme to others across the world, but it seems very hard to come up with figures of usage at a similar time to what TFL have produced. This is especially hard when trying to compare it to the Vélib’ scheme in Paris, mainly because my french is poor. Parlez-vous anglais?
I got some vague stats for both the Vélib’ and the bixi scheme which run in Paris and Montreal. In the first year the Vélib’ scheme logged 20,000,000 journeys with an average of 70,000 a day. Where as the Bixi scheme logged only just over 1,000,000 journeys. The thing to remember here is that the Vélib scheme is bigger than ours. And the bixi scheme has the same number of docks as us but we have more bikes.
I think the Cycle Hire scheme is clearly working, people are using it and the image of them on the street will only draw more people into cycling, which is a bonus.
But Boris needs to address some issues, and that’s the lack of free spaces to dock. I still find that I can go to several docking points in the middle of the day and not be able to park. That is the most frustrating part of using the scheme.
He should also look at how we can improve cycling as a whole in London. Making London a friendlier place to cycle, reducing the traffic, reducing traffic speed, more cycling specific routes. These will all aid cycling in London on a whole and increase the uptake of the cycle hire scheme. And not do things like reducing the congestion charge zone, that was one great thing that saw cycling improve massively in central London.