London Cycling Campaign News

  • Hundreds join “Climate Strike on a Bike” through central London
    on 24th May 2019 at 1:10 PM

      London Cycling Campaign and Parents for Future have been joined by hundreds of families and adults riding in solidarity with today’s school strikers to demand global action to avert catastrophic climate change.   In conjunction with today’s global School Strike for the Climate, campaigners from LCC and Parents for Future cycled with hundreds of others from Russell Square, down and around Aldwych, across Waterloo Bridge, past the Imperial War Museum, over Lambeth Bridge and onto Milbank.   The large turnout sends a powerful message that urgent action on the climate emergency is desperately needed by politicians. The climate crisis is the biggest threat facing humanity, and with 20% of London’s carbon emissions coming from road transport, massively reducing motor traffic and rapidly expanding the network of high-quality cycling infrastructure is vital and achievable.   There is a clear roadmap for how we decarbonise London’s road transport. Now we urgently need the Mayor and Borough Council Leaders to deliver it.   Doing so will create a better city for everyone - one with fewer cars, less pollution, greener streets and much, much more high-quality cycling infrastructure – while helping cut carbon emissions, protecting the future of the planet and millions of people.   Dr Ashok Sinha, Chief Executive of London Cycling Campaign said:   “I have worked on climate and the environment for decades. Never during this time have I seen a movement have so great an impact, in so short a space of time, as the school climate strikers. Young people are least responsible for the climate emergency but have most to lose; LCC is proud to be riding in solidarity with them, and Parents for the Future, to demand radical action by our political leaders to stop climate chaos and build a better, zero carbon future for all.”   Millie Guest, Parents for Future said:   “Everyone wants clean air and a safe future for their children, but somehow we collectively have been unable to secure that for the young generation. This must change. We must be bold and ambitious for our children. That is what the youth strikers are asking of adults - for ambition and to build the city of our dreams and not our nightmares.&rdquo […]

  • Mayor doubles London’s cycle tracks
    on 23rd May 2019 at 1:57 PM

    Speaking at the London Walking & Cycling Conference, the Mayor of London, Sadiq Khan, and his Walking & Cycling Commissioner, Will Norman, have made a series of announcements regarding cycling. The key one being that they have successfully in this term doubled the mileage of protected space for cycling on main roads in London since his election in May 2016. This puts him on track to fulfil the promise he made to us all during LCC's "Sign for Cycling" election campaign. TfL says that 116km of “protected cycle lanes” are now “complete or under construction” since the Mayor’s election in May 2016, and that 53km where in place at that point. This means the Mayor has to deliver a further 43km before the end of this term – and he is on track according to TfL to achieve that. The Mayor used his speech at the London Walking & Cycling Conference (co-organised by City and Hackney councils) to tell a “tale of two cities” where boroughs including Enfield, Hackney, Camden, Waltham Forest and City of London were pushing forward on cycling infrastructure, while opposition and inaction from boroughs including Westminster is “harming the health of Londoners”. The Mayor also announced the Healthy Streets TfL budget has increased to over £2.3bn despite increasing pressure on its finances, and full detail was unveiled for TfL’s quality criteria now being applied to ensure the authority won’t “build or fund new routes that aren’t up to scratch”. The Mayor said the criteria would mean new cycle routes are “for cyclists of all ages, all abilities and from all walks of life”. Also at the conference it was finally confirmed that Quietway and Cycle Superhighway branding is being replaced with a unified “Cycleway” branding – with some routes being re-numbered to create a unified numbering system. Cycle tracks It’s great news that Sadiq is on track to fulfil his pledge to our members and all Londoners to triple the mileage of protected space by the next election. With less than a year to go, it’s vitally important the Mayor, TfL, and particularly the boroughs, pull out all the stops to deliver the cycling network Londoners deserve and need to ensure the city can keep moving sustainably and healthily. However, while the Mayor’s mileage claim is very welcome, it bears some scrutiny. The Mayor and his team are being somewhat coy thus far about exactly what he is and isn’t counting towards this tally – it appears that the Greenway Quietway getting lighting doesn’t count as a new scheme, but do minor works to existing A40 shared space? More worrying, nearly all of the distance delivered thus far comes from schemes well underway during Boris Johnson and Andrew Gilligan’s term – schemes that were already consulted on, have had no substantial redesign, and just required a sign-off to begin construction. 20km comes from Cycle Superhighways, 5km from Quietways, 17km from other schemes such as Stratford gyratory, Highbury Corner and Westminster Bridge south and 21km from the mini-Hollands – notably Enfield’s semi-segregated network and Waltham Forest work on Lea Bridge Road. All of these schemes were already in train under Sadiq’s predecessor as far as we can tell. Even Cycle Superhighways (or Cycleways as they are now rebranded) CS4 and CS9 had been extensively worked on before the election – and they are yet to begin construction. The routes Sadiq can confidently claim as his own include the replacement to Boris’ proposed Westway flyover cycle track – a set of neighbourhood schemes running from Wood Lane, through Shepherd’s Bush and on to Notting Hill Gate – and the scheme from central Hackney to the edges of Canary Wharf, both currently in consultation. Also set for consultation in 2019 are routes taken from TfL’s Strategic Cycling Analysis of highest potential corridoors: Camden - Tottenham Hale; Dalston - Lea Bridge Road; Rotherhithe – Peckham; Ilford - Barking Riverside; and Wembley - Willesden; as well as potentially the proposed Rotherhithe to Canary Wharf bridge, that would link Cycle Superhighway CS4 and the Rotherhithe - Peckham route to Canary Wharf and on to Hackney. All of these routes, however, are yet to get through consultation – which can be a bumpy ride, as the Kensington & Chelsea schemes are certainly experiencing already. Unless Sadiq gets lucky, and pushes hard, he could still yet easily miss his targets. After all, he has taken three years thus far to add 63km, now he has less than a year to add 43km more. On top of that, there are worrying signs he hasn’t been made aware that what he is set to build isn’t what is required to really deliver on cycling. TfL’s Quality Criteria LCC has had early sight of TfL’s cycling quality criteria, and we have a major concern around it. Its launch confirms this – it simply doesn’t set the bar high enough to guarantee, as Sadiq says, that only schemes that will enable “cyclists of all ages, all abilities and from all walks of life” will be funded. The biggest issue is of the six interlinked criteria, that the one for motor traffic volume is set far too high. As currently set, the criteria falls far from Dutch CROW manual guidance, far from LCC policy that is based on that guidance, and far from what is clearly needed to enable cyclists “of all ages, all abilities” to cycle in comfort. The criteria gives a green light to motor traffic volumes where people cycling mix with motorised traffic “where there are fewer than 500 motor vehicles per hour (vph – two-way) at peak times, and preferably fewer than 200vph.” 500 motor vehicles in the peak hour means people of “all ages, all abilities” would be expected to mix with up to eight motor vehicles a minute passing them. Or, put another way, 500 vehicles in a peak hour generally translate to around 5,000 vehicles a day – which is lower than most main roads, but makes for a very busy and hostile ratrun. As the criteria are currently set, TfL’s approach will remove the worst cycle schemes that previously would have been funded – blue paint Cycle Superhighways, paint and sign only Quietways down mega-ratruns. But “all ages, all abilities” cycling will remain far out of reach for many schemes that will pass the criteria with flying colours. Already we’re seeing schemes come forward that are indirect, that go down ratruns with no interventions, and that use shared space crossings of main roads that presumably pass this criteria. If the Mayor wants to truly deliver on his promise to make cycling something for people “from all walks of life”, these criteria will need urgent revision. […]

  • Join the Climate Strike on a Bike
    on 16th May 2019 at 11:19 AM

      On Friday 24th May, LCC is organising a family friendly ‘Climate Strike on a Bike’ with Parents for the Future. Ride with us through the streets of London in support of School Strikers, on what’s anticipated to be London’s biggest school climate strike yet.  Join the ride Since beginning her ‘School Strike for the Climate’ in August 2018, Greta Thunberg has inspired millions of other school children to join her protest. Collectively, they have been demanding global action to avert catastrophic climate change. And LCC will be joining them on 24th May. Main start point: Russell Square (south side) 10:30 for 11:00 ride start Second start point: Waterloo Roundabout (east side, in front of St John’s Church) 11:00 for 11:20 ride start Finish: Milbank aprox. 12:00 – people can then join the students strike in Parliament Square Let us know you are joining the ride. Cycling and the climate crisis For decades, LCC has been working hard to turn London into a world class city for cycling. Given the organisation was born out of the environmental movement over 40 years ago, one of our fundamental reasons for this has been to tackle climate change. Of course, climate change hasn’t always been front and centre of people’s minds, but recent events have changed that. From the most recent IPCC report, to Greta Thunberg’s challenge to world leaders and the Extinction Rebellion protests in spring, the message that urgent action is now necessary to respond to the climate emergency is being shouted loud and clear. In London, the Mayor and some boroughs have already taken the positive step of declaring a climate emergency, but what will that mean in practice? Our roads and streets are one of the key sectors that both the Mayor and borough councils have direct control over, and with 20% of all carbon emissions come from road transport in London, decarbonising our roads will be a be a vital and achievable step towards a net zero emission city. Taking that step will mean massively reducing motor traffic and rapidly expanding the network of high-quality cycling infrastructure so that anyone who wants to cycle can - exactly what LCC have long campaigning for. Climate change is the biggest threat facing humanity. LCC has the road map for the rapid, achievable and necessary way to decarbonise London’s road transport. It’ll create a better city for everyone - one with fewer cars, less pollution, greener streets and much, much more high-quality cycling infrastructure – cutting carbon emissions, protecting the future for the planet and millions of people. Want to be part of our campaign? Let us know you are interested in hearing more by signing-up here. […]

  • Richard Balfe completes London Marathon, raising over £2,000 for LCC!
    on 2nd May 2019 at 12:00 PM

    Huge congratulations to Richard Balfe, the very first person to complete the London Marathon with an official LCC charity place. Richard is a long-time LCC supporter and cycling advocate. He also owns and manages one of south London's best loved bike shops, Balfe's Bikes, which has branches in East Dulwich and in Streatham. Richard's heroic efforts meant he completed the 26.2 mile event in 4 hours 52 minutes and raised over £2,000 for LCC. As with all LCC challenge events, all money raised supports LCC campaigning efforts. There's still time to donate to Richard here.&nbs […]

  • TfL walking & cycling scheme in Kensington & Chelsea
    on 1st May 2019 at 4:55 PM

    TfL and the Mayor have announced a consultation today on walking and cycling improvements in Kensington & Chelsea across four neighbourhoods. The schemes include 3.8km of protected cycle route and pedestrian improvements to reduce motor traffic dominance and make Wood Lane and White City, Shepherd’s Bush, Holland Park and Notting Hill Gate far nicer places to not just walk and cycle, but also live, shop, work, study and linger. These schemes clearly represent a major leap forward not just in making west London nicer, but also in providing for cycling and walking and residents in Kensington & Chelsea. Cycle tracks in Kensington & Chelsea, not Westminster The cycling element of the scheme (“two-way segregated cycle track throughout”) would connect at one end to the current work on the A40 establishing a cycle route all the way to Acton in west London, but at the other end it currently isn’t set to reach even a paltry 120m into Westminster to get to the edge of Kensington Gardens, much less go a further 1.2km along Bayswater Road to directly reach cycle tracks at Lancaster Gate that would fully connect the route to the East-West Cycle Superhighway CS3. Neighbourhood improvements TfL says the scheme also provides: “upgrades to public spaces, creating more welcoming streets for people to spend time in and enjoy; new and upgraded pedestrian crossings; a new two-way segregated cycle track throughout, which will keep people cycling separated from motor traffic; some side roads entry or exit only to help the safe and timely movement of traffic; changes to some bus stop locations and new bus stop bypasses for people cycling.” Quotes from the press release Will Norman, London’s Walking and Cycling Commissioner, said in TfL’s press release: “These improvements would enable many more people to walk and cycle which is vital to reduce car use and clean up London’s toxic air. By creating new pedestrian crossings, moving bus stops to better locations and making it safer to cycle, we will make streets much more accessible and welcoming for everyone who lives, works or visits the area.” Casey Abaraonye, Coordinator at Hammersmith and Fulham Cyclists, said: “These improvements are a brilliant opportunity to create a healthier and happier west London. They will create neighbourhoods where people working or visiting the many schools, hospitals and shops will be able easily walk or cycle their journeys, reducing air pollution and supporting the town centres, making them better to enjoy and experience.” Stephen Edwards, Director of Policy and Communications at Living Streets, said: “The improvements to pedestrian crossings and other walking infrastructure between Wood Lane and Notting Hill Gate proposed by TfL are encouraging and will boost the walking environment across the area… Research published today shows that almost 40% of older people worry about pedestrian crossing provision in London, highlighting the importance of these proposals.” At present, it appears Kensington & Chelsea council are taking a fairly neutral stance towards the scheme. Cllr Will Pascall, Lead Member of Streets, Planning and Transport, Kensington and Chelsea Council, said in the press release: “We know improving air quality is a huge priority for our residents. We would urge everyone to share their views about the advantages and disadvantages of these proposals.” Get involved So it will be absolutely vital that TfL and the borough hears from residents, visitors, workers and everyone that they support moves to make these neighbourhoods better for walking and cycling and therefore air quality, climate change, inactivity and just hanging around in. To read what we think and respond via TfL's consultation page: […]

  • Temporary works – grabbing the big opportunity of small change
    on 30th April 2019 at 10:10 AM

    Photo: Richard Evans The last few weeks have seen significant, sudden and temporary changes to London streets that can be powerful demonstrations of the type of city and scheme LCC is pushing to happen all over London and permanently. These events represent an opportunity to demonstrate to Londoners, politicians and engineers that more and better is possible. Extinction Rebellion The Extinction Rebellion (XR) direct action climate change campaign, involving and supported by individuals from many active travel organisations including LCC, took over several key sites in London over the Easter holidays. Parliament Square, Oxford Circus and perhaps most dramatically, Waterloo Bridge, were taken over by protestors who occupied space previously taken up with motor traffic. On Waterloo Bridge a skate ramp was erected, greenery was added and lectures were held. At all sites, those cycling and walking weren’t just enabled to pass through peacefully but actively encouraged. A special XR/Critical Mass ride passed through the key sites, a bike swarm hosted a bee-themed die-in and cyclists and pedestrians mixed peacefully crossing the bridge and along a motor traffic-free Oxford Street. All of these iconic locations forcefully demonstrated what a better London looks like – in reality. But also they look, to a limited extent, to have delivered real world data too. Air pollution was measurably down, according to Kings College researchers, along not just Oxford Street, but across the wider west end. Of course, schools were out and traffic levels were lower than usual – but the result certainly wasn’t wildly choked side streets. Similarly, the result of a motor traffic-free Oxford Street was wildly successful, despite pedestrians spilling off pavements into roadspace now used by loads of cyclists. Everyone got along just fine – demonstrating a real potential for a pedestrianised future Oxford Street without a cycle ban. Hammersmith Bridge Even more sudden and unexpected was the closure of Hammersmith Bridge to motor traffic. The bridge has long been known to need structural repairs and has been deteriorating – the buses that use the bridge were already only allowed on one at a time. But no one expected Hammersmith & Fulham council’s sudden closure of the bridge to all motor traffic on engineer advice. Now, while the bridge remains a political football and possibly £50 million long-term headache for the council, TfL and the government to deal with, the bridge remains open to those walking and cycling, but not buses or motor traffic. As a result, there is a real and long-term opportunity to not only consider the pros and cons of reopening the bridge to motor traffic (and/or buses only) ever again versus the pros and cons of keeping it shut to all but those walking and cycling (and potentially some form of public transport). We understand there is a widespread push from TfL and the borough to do traffic monitoring – and this may indeed already be happening – but it’s certainly something LCC and our local groups are pushing hard for. Traffic counts over time will help us see how much the motor traffic from the bridge has displaced to parallel routes, other crossings; but also how much that settles with time, how much motor traffic “evaporation” occurs over time and even potentially where from and to – how many drivers switch modes, how many continue driving but on nearby routes and how many drive out of the area completely. One local has already also surveyed Barnes peninsula shopkeepers on the road running up to the bridge – where motor traffic levels will have dropped dramatically. Nearly half already say there’s been no change to business, and over 20 percent say business has improved already. And remember, businesses are infamously unwilling to admit to increased takings. Of the 35% who do currently report fallen revenue, apparently most are businesses that rely on car deliveries into Hammersmith & Fulham (for instance takeaway businesses). Many of them are now apparently looking at using cargo bikes to cross the bridge. Obviously it will also be important to monitor the impact for businesses here and see how they adapt and hopefully prosper over time too. Temporary works Such temporary changes to roads – whether from climate change direct actions, a gas main that needs repairing or just roadworks - represent a real opportunity for councils and campaigners to achieve two aims at once. They offer a chance, as do more planned trial schemes (such as the Waltham Forest trial of its “Village” low traffic neighbourhood or Camden’s trial of a semi-segregated Tavistock Place extra cycle track), to not only viscerally demonstrate what a different London looks and feels like – what it’s like to cycle along a previously hostile street – but also to study how it might work in practice. So please, if TfL or your council are closing roads, digging trenches or otherwise messing with usual road layouts in your borough for more than a couple of weeks, ask for monitoring before, during and after, at the very least! See our infrastructure pages here for more advice on doing your own traffic counts and on how trials should work. […]

  • Direct Vision solution in sight - Update
    on 5th April 2019 at 5:33 PM

    Update April 26th 2019  EU regulations  EU parliament approved the regulations, as expected  in mid-April  (see below)   Direct vision standards in London Transport for London has announced the final stage of its recent plans for safer lorries in London following wide public support for the proposals. Following the final statuatory consultation on the direct vision standard (see below) TfL is expected to issue a traffic regulation order making it mandatory for lorries used in London to have a a one star direct vision grading as of October 2020, this will rise to three stars in october 2024. Vehicles that do not meet the one star rating in 2020 will have to be fitted with 'safe system measures' that include cameras and sensor warning systems.    Original article European Union safety regulations requiring all lorries to have significantly improved direct vision (directly through the windscreen and windows rather than via mirrors or cameras) received initial approval in mid-April 2019. This follows strong support for the measures from London Cycling Campaign, Transport for London and the Action on Lorry Danger group.  Along with better direct vision on HGVs the regulations will also require new cars to be fitted with Intelligent Speed Adaptation (aka speed limiters) and a range of other safety measures. LCC has championed better direct vision in all lorries ever since such vehicles, which eliminate most of the so called ‘blind spots,’ became the norm for refuse collection and airside use. A vehicle like the one in the photo above affords the driver a direct view of pedestrians and cyclists near to the vehicle. It means the driver can react more quickly in the event of a possible collision than when he/she has to rely on mirrors. Once the  fully translated legislation is formally  passed after the EU elections the rules are expected to become mandatory for all new lorry types in 2023 and all lorries in 2027.   This should enable all lorry operators to have a choice of vehicles with good direct vision at more affordable prices (currently lorries with good direct vision are made in smaller numbers and trade at a premium) leading to reduced road danger for pedestrians and cyclists. Transport for London has created a zero to five star Direct Vision Standard for lorries that will operate (at one star level)  from October 2020 though initially lorries with low ratings will be able to work in London if they install mitigating measures that include both a camera system and an alert system.  A three star standard will follow in 2024. Vehicles that already meet or exceed the three star standard include the Dennis Eagle Elite, Mercedes Econic, Scania L series and some versions of the Mercedes Actros. Versions of these vehicles are available for construction, urban deliveries, refrigerated transport, long haul and as tractor units.   &nbs […]

  • We need to talk about congestion
    on 4th April 2019 at 12:35 PM

    While cycle infrastructure is steadily improving, congestion remains a thorn in the city’s side. Richard Dilks from London First argues we’re long overdue a fresh strategy. Many positive things have happened to London’s roads in recent years. They have become quieter and less polluted; it is easier to cycle on at least some of them; it is more pleasant to walk along them or stop for a coffee by them. Road space has been repurposed away from motorised traffic, speed limits cut, many junctions made safer. The experience in London and other developed global cities shows that these trends are here to stay — which is not, of course, to say it is ‘job done’ on any of them. Yet there is something else that, left to its own devices, is also here to stay. And it’s the bane of city-dwellers everywhere — congestion. This has not improved in recent years, in fact it has got worse. Indeed mixing with heavy traffic is a major reason why many people feel it’s not safe enough to switch to cycling. Average traffic speeds on main roads in central London are now barely above pedestrian pace. And peak congestion in central London is forecast to increase by 60% by 2031. Let’s not forget roads matter hugely to London’s economy. They carry 80% of passenger trips and 90% of freight trips. We see congestion as an issue that bears down upon both companies and the economy more broadly. The uncertain and lengthy journey times that congestion imposes on the city drives up prices, causes stress and degrades air quality. It can also lead to more congestion: because to maintain service levels, operators of freight, waste or bus services may need to put on extra vehicles — inevitably adding to the problem. Buses carry more passengers than any other public transport mode in London by far. And yet bus passenger numbers have gone down, particularly in central London, in recent years — the see-saw effect from congestion going up. One of the major beneficiaries of improving congestion would be the bus. From being a success story that was the envy of the rest of the country’s bus networks, London bus usage has stuttered badly. Something does indeed need to be done — and more intelligent charging would help clear traffic out of the bus’s way. There also needs to be a fresh look at what more bus infrastructure London needs for the 2020s: options to expand bus lanes; how to turn more bus garages over to zero tailpipe emissions; how to get more responsive bus services that take people where they want to go. Growing trends There are many nuances to London’s traffic and how it behaves, but fundamentally there are simply too many vehicles competing for too little space, especially at peak times. As the city’s population continues to grow and road space continues to be taken away from motorised traffic, it is logical to agree with the forecast of significantly increasing congestion. While the Mayor has a committed plan of action on emissions charging for central London, which is then planned to expand to the North and South Circulars if he is re-elected, there is no such plan to tackle congestion. We do, of course, have our existing Congestion Charge. The rather gloomy picture we’re painting here does not mean that the Congestion Charge is no longer working. Instead, it points to the stark need to modernise it. It has been notably effective in cutting private car traffic in central London, with the number of private cars entering the charging zone falling by almost a third since 2000. However, it only covers some hours of the day; it’s a blunt on/off charge with no penalty for repeated use of the zone; it covers only a small area of London; it exempts significant numbers of vehicles; and it carries several discounts, for example for residents. The recent decision to end the exemption for private hire vehicles from being charged illustrates this. TfL’s own modelling anticipates a congestion improvement of just 1% from this move — partly because there will be an incentive for private hire vehicles to make the most of the zone once they have paid to be in it, balancing out the deterrent effect of being charged to enter it in the first place. What are other cities doing? The world has moved on in many ways since the Congestion Charge’s introduction in 2003 and it is time to look again at what congestion charging could do for London as part of a suite of policies to improve on congestion in the city, pollution and quality of place — something London First will be exploring further with its member businesses. Other global cities such as Stockholm, Milan and Singapore have stolen a march on London’s early lead in this area, and to their benefit as their levels of congestion have come down, air quality improved and revenue been raised. That revenue is typically reinvested in public transport, as happens with London’s existing Congestion Charge — which brings in about £150 million per year (net). In Stockholm, public opinion switched from being against to being in favour; and in Milan a majority voted for expanding the scheme. The great benefit of price is that it is an effective deterrent to those journeys that can be made in other ways or at other times — judged correctly and kept up to date in all aspects, it tips those marginal journeys away from using a non-shared motorised vehicle. Yet we also have to recognise that some vehicles can’t be priced out. You only have to look at the traffic mix in central London on a weekday to see that deliveries, servicing and collections vehicles of all kinds make up a significant proportion of traffic. Freight traffic is predicted in the Mayor’s Transport Strategy to increase by 10% during the central London morning peak over the next decade if nothing more is done. We need freight. We need our waste collecting, buildings built, those coffee beans delivered. So the push now has to be how the city (which means TfL, London councils, boroughs, clients and the industry itself) can make freight even more efficient, retimed and remoded — where possible. This will mean some detailed, concerted work from all involved to lower the barriers to doing this. The art of the possible has been proved in so many small-scale examples, from the retiming of over 500 sites by TfL’s retiming deliveries programme, to the consolidation of waste collections on Bond Street. The challenge now is to scale up and spread these practices across central London — something London First is playing a part in and will continue to do so. Planning permissions, building leases, staff availability, political nerves about resident’s reactions, traffic regulation orders — the list goes on — but this is the nittygritty that needs to be tackled collectively to achieve change for freight. Parking problems And this isn’t all just about the traffic — co-ordination of roadworks is a key driver of congestion too, and is something London still needs to make further progress on, despite the big strides taken in the last few years. Last but not least, parking needs a rethink. Central London currently dedicates around 8,000 hectares to parking — the equivalent of 56 Hyde Parks! This has long been seen as a political minefield, but the opportunities are there, including the rise of technology that enables booking parking to be a lot easier (and kerbside to be used more efficiently). Likewise the growth of electric vehicles and the increased use of shared vehicles — ranging from private hire to car clubs — that spend far less of their time parked than private cars. And that’s all before any automated vehicles glide towards us from over the horizon. You will have noticed only one brief reference to two-wheeled traffic so far. But bike travel is a key part of this overall jigsaw. It can be part of the solution on freight, with bike freight a growing and welcome presence across the city. Most importantly, cutting the amount of motor traffic is critical to getting more people on their bikes — and getting more people on bikes helps cut motor traffic. In turn that frees up more space for the freight that can’t be retimed or remoded, for the bus of all kinds, for London to be a nicer place to be. So we need to continue to improve the on-the-ground realities for cyclists in London. A prime way we can do that is to tackle congestion systematically. It is time for a congestion-busting strategy for our nation’s capital city — one that is bold, thought-through and is then kept fresh. That would be an investment in London’s future economy and society that will return dividends to us all.   This article first appeared in our Spring 2019 edition of the London Cyclists – you can find out more about out magazine here. Illustrations: Boing Graphics. […]

  • Fundraising dinner in memory of Filippo Corsini
    on 3rd April 2019 at 11:38 AM

    On Thursday 14th March LCC attended an exquisite dinner kindly hosted by Petersham Nurseries. The dinner was in memory of Filippo Corsini, known to family and friends as Fico, who was tragically killed by an HGV in 2016. This was a very special night as it marked the launch of the Fico Fund and raised an astounding £35,000 for LCC through ticket sales and a wine auction. Ashok Sinha spoke about the work LCC does for lorry safety in London and Filippo’s father also made a speech. The dinner was on Filippo’s birthday and was seen as a celebration of his life, with friends and family. LCC will be using the Fico Fund to increase our campaigning capacity around lorry safety so we can help prevent more tragic incidents like that of Filippo’s. If you would like any further information about the Fico Fund please contact Lucy Cooper -     &nbs […]

  • The Great Escape returns to London this May!
    on 2nd April 2019 at 10:43 AM

    Back for its fifth year, The Great Escape returns to London Sunday 19 May.  This fantastic 200km route run by Islington CC will take you from the heart of London, starting at Look Mum No Hands into the rolling countryside of Essex and back via quiet roads and picturesque villages.  LCC is thrilled to announce that it will be the nominated charity for the ride, and registered riders can choose to ride The Great Escape and fundraise for LCC. There's no minimum amount that we ask riders to commit to, but every single penny raised will support LCC’s work improving cycling across the whole city, in every borough, for everyone. The event has sold out for the past four years running so book your place early to avoid dissapointment! The Great Escape 2019 When: Sunday 19 May Where: Look Mum No Hands Registration fee: £10 Other info: pre-ride breakfast and post-ride food and drinks provided by Look Mum No Hands Register for the event Fundraise for LCC Already a member of Islington CC? As an affiliate cycle club of London Cycling Campaign, all current members of Islington CC are eligible to get 1/3 off Individual LCC Membership (£33, normally £49), which includes great benefits like… Free third party insurance and access to our legal helpline Priority places in RideLondon 100 and other sportives  Subscription to London Cyclist quarterly magazine  Discounts in more than 100 bike shops across London  Savings and special offers with our partner brands Learn mor […]