Tag Archives: Andrew Gilligan

Tell me lies, tell me sweet little lies

I wish I could believe everything the Mayor and his team tell me. If there’s one thing that Boris Johnson is good at, it’s making promises.

TfL have recently produced this video about their vision for cycling in London. And it sounds wonderful. Oh, the things they say!

Doesn’t it all sound great?

The Mayor plans to transform provisions for cycling … Investing in cycling makes life better for everyone … We’re spending almost a billion pounds … In London, 4.3 million trips made every day could be made by bike … The streets of central London will be opened up to cyclists as never before … A network of cycle routes will cover central London like a grid … In outer London the vast majority of journeys by car are less than a mile and a half … The idea is to make [the “mini-Holland”] boroughs places as good for cycling as their Dutch equivalents would be … An 8-to-80 cycling culture throughout London … A city where people feel safer cycling, feel confident cycling, and choose to cycle because they really enjoy the experience … London will be a city with a world-class transport and cycling network … Cycling is hugely important…”

And such inspirational music too!

Unfortunately, I don’t believe them. It’s nothing but propaganda and hype, and the cracks are already visible.

Despite these fine words, the plans are already failing to live up to the promises made.

The biggest let-down is the proposed Central London Grid – it’s rubbish. It’s not even a grid!

If you read David Hembrow’s articles on the grid concept, you’ll see that what’s required is a dense network of cycle routes, enabling anyone to cycle from anywhere to anywhere else. That isn’t what we have here.

The grid that isn’t

What TfL have done here is design a network patchwork that affects motoring as little as possible. (In fact, I wouldn’t be surprised if that was the wording of the design brief.)

It includes Hyde Park (which closes at midnight) and Kensington Gardens (which closes at dusk!), and includes bits of canal towpath (which are narrow, and dark at night). This isn’t a grid, it’s a joke.

Don’t kid yourself – the reason Gilligan loves the “quietways” concept so much is not because they’re great for cycling, but because they don’t get in the way of all-important motor traffic.

It’s been tried before, and is proven to be a failed concept. How is this convoluted patchwork of back-streets any different from the half-hearted LCN?

TfL's joke of a Central London Cycling Grid

I’ve updated the Royal Parks to reflect their part-time status, and changed a canal route to grey to reflect the lack of social safety.

You’ll note that motor vehicles remain on the straightest, most convenient and most desirable routes, which TfL directly control. This so-called grid for cycling shows only convoluted back-street routes on borough roads, and you know that Westminster will do all they can to prevent any real change for the better on their roads.

And remember: this is their opening gambit! It’s not going to get better from here, only more and more watered down. If this is their dream plan, then the bold promises made in the video have already turned to ashes.

Why are TfL expecting the borough councils to handle all the cycle traffic on these back streets? What about Euston Road, a TfL-controlled 6 lane-wide motorway which cuts across the city from Paddington to Angel? Why is nothing being done there, or on any of the other multi-lane direct roads under TfL’s control?

You can send TfL your thoughts on their grid attempt until 14th of February using this email address: grid@tfl.gov.uk.

London is very, very far away from Holland

I’d also like to touch upon the “Mini-Holland” proposals. I can’t claim to have read all of them in detail, but I have been through most of the shortlisted ones, and I can say this: Andrew Gilligan’s promises are already broken. 

This is because even the best of these “Mini-Holland” proposals will not in any way create conditions “as good for cycling as their Dutch counterparts” – every one of them falls short in some major way.

Don’t get me wrong, some of the proposals do include some positive changes which should be welcomed. But they’re all piecemeal solutions. Not one of them proposes doing “everything, everywhere” which is required to make these places “every bit as cycle-friendly as their Dutch equivalents.”

All of the proposals are at least a little bit disappointing in their failure to really understand what makes Dutch cycling conditions so safe and inviting.

All the proposals feature brand new ASLs as some sort of solution. Many of them misinterpret Dutch practice and apply it to unsuitable roads. Some of them focus largely on leisure routes. All of them bang on about soft measures such as bike maintenance classes or poster campaigns. The London borough councils really need to go on a Hembrow Study Tour, as they clearly only have the vaguest idea of what Dutch cycling infrastructure actually is.

Maybe I’ll write more about the Mini-Holland proposals once the final decision is made about which boroughs have won the mini pot of gold (as there’ll be less waffle to wade through once they’ve chosen the winners).

But for now, I’ll leave you with Enfield’s vision of good-quality Dutch cycling infra, which is so awful that it probably warrants a blog post all of its own:

Laughably awful visualisation by Enfield council, showing narrow bike lanes in the dooring-zone, and bus stops on the wrong side of cycle paths.

If this travesty is Dutch, then I’m a Dutchman’s uncle.

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Andrew Gilligan versus TfL’s love for motor vehicles

You know what? This Andrew Gilligan chap might not be half bad. I went to a talk last week at which he was the main event, and I went in full cynical miserable sod mode as usual, but I was pleasantly surprised.

Now, all the excitement about the Mayor’s cycling “Vision” has died down and is giving way to more sober scrutiny, although I wonder why we cycling campaigners weren’t cheering for Caroline Pidgeon rather than Boris all those weeks ago. (We have a voice in the London Assembly who has seen the Vision and is calling for more! Surely we should be behind that 100%?)

Having said that, I do like a lot of the language in the “Mayor’s Vision” document, which was written by Gilligan. There’s lots of bold statements about doing things right and about treating cycling as a proper mode of transport, all of which is very pleasing to the cycle campaigner’s eye. At the talk he told us that he accepts that installing cycle paths will sometimes increase journey times for motor vehicles – something which was heresy at TfL a couple of years ago, and probably remains so in certain quarters.

He was also very blunt about some of the crap cycle infrastructure which has been installed in recent years (yes, he used the word “crap”), openly admitting that much of what’s been done, and what continues to be done, simply isn’t anywhere near good enough.

But there’s also some rather less bold statements, about shared bus-and-bike lanes for example (Will motorbikes and taxis still be allowed in them? Is it fair that 50 bus passengers have to wait behind me as I ride at a casual 8mph?), and a strange faith in the power of mandatory cycle lanes (“which motor vehicles cannot enter” – ha!), but still, things seem to be pointing in the right general direction at least.

I was rather disappointed by Gilligan’s target of 5% cycling modal share by 2020, which I consider to be rather unambitious, but at least he did explain his reasoning behind this, which is that it’s a larger increase than anywhere else has managed, so a higher target is very unlikely. (Though I wonder if he’s taken the awfulness of rush-hour public transport into consideration – surely Londoners would flock to a safe, free alternative to the Central line?). I may disagree with the figure, but at least he put some thought into it unlike Edinburgh city council which picked a number out of thin air before deciding not to bother.

So even though I don’t agree with everything he says, I do like the way in which Gilligan comes across (though I suspect that’s one reason why he got the job in the first place). I think this might be because he’s a journalist and therefore skilled at communication, but also because he’s not a politician. He didn’t have to make any promises to a braying public in order to get the job, and he’s not chasing any votes in the future, so he doesn’t have to sugar coat bad news or slither his way around tricky questions. I found his honesty and candour to be quite refreshing, and I was impressed to see that he didn’t rush off immediately afterwards but instead stayed behind discussing things with attendees without even a hint of wanting to be somewhere else.

So I want this post to be read in the spirit of constructive criticism, rather than just whinging. I’m also aware that I covered this topic in my last post, but I’m going to talk about cycle paths along main roads again anyway.

Quietways should be secondary routes

At the talk on Monday there was much discussion of the Quietways and the obstacles which will need to be overcome. One big problem is that the local borough councils control most of the roads, and therefore TfL will need their co-operation (and the co-operation of residents) to implement the Quietways.

When Gilligan was giving hypothetical of the new routes which will roughly follow tube lines, he said something like “for example, you could take the Bakerloo superhighway to Baker Street then get on the Circle Quietway to Kings Cross” as he waved his hand to the south, rather than out of the north-facing window towards the wide, thundering, TfL-controlled clearway of Marylebone Road which lay right outside the building we were in.

I understand that was just an example and that he wasn’t giving us any hints about a probable route for this part of the network – he was very careful to not make any announcements like that yet – but I got out my map anyway and looked for a possible route from Baker Street to Kings Cross which didn’t involve riding along the terrifying but conveniently direct urban motorway which is the A501 (AKA Marylebone Road and Euston Road).

The Mayor’s Vision document says that “unlike the old London Cycle Network, Quietways will be direct” but it’s just not possible here. The best I could find was the red line shown below:

A map showing two routes from Baker Street to Kings Cross in London. The direct route on TfL roads, and the complex wiggly route on local council roads.

Dangerous but direct route (in blue), or safe but slow Quietway (in red)? The dual network awaits your selection!

In his introduction to the Vision document, Boris Johnson says: “Cycling will be treated not as niche, marginal, or an afterthought, but as what it is: an integral part of the transport network, with the capital spending, road space and traffic planners’ attention befitting that role.”

Sounds great, but that red line doesn’t look like an “integral part of the transport network” to me.

The Vision’s promise of direct Quietways simply isn’t physically possible here. I strongly suspect that if the only option was a back-street Quietway, most of those hardened commuter cyclists who already cycle from Baker Street to Kings Cross will simply continue to do so along the A501. So who is the Quietway for? Surely we’re not talking about the ridiculous “dual networkagain?!

Why would TfL continue to prioritise motor traffic while keeping cycling hidden on the back streets?

Perhaps it’s because of London’s narrow medieval road system – after all, the A501 only has seven lanes for motor vehicles here and a central divider (how quaintly 10th-century!) so I guess the bike users will have to slum it where they don’t get in the way of all that very important burning of fossil fuel:

A photograph of Marylebone Road in London, which has six lanes for traffic and one parking lane.

“London doesn’t have wide roads like New York City” (Pic: Google Maps)

If Boris is telling the truth, then the only option is to take space from Marylebone Road/Euston Road and turn it into cycle path. Otherwise we’re just prioritising motor vehicles yet again (“Driving from A to B? Take the straight, direct road! Cycling from A to B? Turn right, then second left, then a dog-leg at the next lights, then left, then third right…”).

The nice thing about this is that it would join up with the much-lauded Westway bike paths and – if you’ll permit me a moment of fantasy – from Kings Cross they could easily tackle Farringdon Road, Blackfriars Bridge and Road… Sort Park Lane out too, and we have a central London circular cycle route!

This is a problem which the Quietways will come up against time and time again – very often, the only direct routes between popular locations are the big, busy roads. It’s a problem which will become particularly acute anywhere near the Thames, as nearly all the bridges are heavily used by motor traffic. Unless Gilligan has a big enough budget for two-dozen new bridges along the Thames then bikes will have to be accommodated on the existing bridges, and this can only be done by taking space from motor vehicles (or the footways – this isn’t an anti-car thing – on the western side of Blackfriars Bridge where the footway is extremely wide, for example).

It’s not an insurmountable problem, but creating safe, clear space for cycling will require the cojones to take space away from motor vehicles, which I hope Andrew Gilligan has.

A focus on Quietways means the LCC’s “Go Dutch” campaign failed

Without being prepared to put bike paths on main roads such as the A501, the Mayor’s Vision is not what we wanted. David Arditti’s Go Dutch option won the LCC’s campaign vote by a huge majority, and subsequent events have shown how popular the Dutch concept is. Even after LCC’s yellow-bellied mangling of the wording, there’s only one thing that “Go Dutch: clear space for cycling on main roads in every borough” could possibly mean – Dutch-style cycle paths along main roads. (They weren’t suggesting we all speak Dutch while being tailgated by a bus, were they?)

But that’s not what the Quietways concept is.

Don’t get me wrong – the Quietways are a hugely important addition to a proper segregated network of cycle paths, but on their own they’re not the cycling revolution we’ve been promised. They shouldn’t be the primary cycling routes.

Maybe I’m being impatient here, but I worry that the Quietways is yet another attempt at providing cycling routes without adversely affecting motor traffic in any way, and which will therefore ultimately doomed to die an obscure death on the back streets.

And maybe I’m getting ahead of myself too – Gilligan didn’t give any details about the route, perhaps even the phrase “Circle Quietway from Baker Street to Kings Cross” was just a throw-away example. Perhaps they really are cooking up something exciting for the A501. I really hope so.

I really don’t want to sound down on Gilligan, as I think he gets cycling in a way that nobody of influence at TfL has done before. But by going after this seemingly easy option of the wiggly back-street routes he runs the very real danger of repeating the mistakes of the LCN and LCN+, despite aims and promises to the contrary.

Does Gilligan have the power and influence to change decades of motor-centric culture at TfL, or is he there to use his journalistic skills to put a positive spin on lacklustre efforts?

Perhaps the real battle isn’t the one which Gilligan is prepared to enter with the boroughs, but the fight with a much bigger foe, which is long overdue. I speak of every liveable London and safer streets campaigner’s worst nemesis: TfL’s Network Assurance department.

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