Tag Archives: quietways

How Southwark can spend less to do more on their Quietway

After my last post about Southwark’s pointless plans to waste cycling money on their section of Quietway 2, I’ve had a think about what I’d suggest.

Some of the route is already fine, but the bits that aren’t fine have too many motor vehicles on them. While Southwark want to throw money at fancy paving and plants, what this route really needs are modal filters to remove motor traffic while allowing bikes to pass through.

This is cheap because it’s just bollards and a few signs. Politically it’s trickier because car-owning residents often want to drive out of their street at both ends, but I’d be amazed if car-free households aren’t the norm in this area by quite a large margin. The added bonus of more greenery, safe places for their children to play, cleaner air and quieter streets should be enough to get most residents’ approval, I should imagine.

And the nice thing is that this can be trialled easily and altered or removed if it doesn’t work, saving any “place-making” for when the changes are proven to work.

In this scheme, for example, I can see the plaza on the corner of Webber Street and Great Suffolk Street being expanded across the existing junction. This sort of thing should come later, though there are plenty of firms willing to sell their expensive designs for fancy paving without actually changing the nature of the traffic passing through.

Anyway, here’s my suggested plan:

Re-worked map of Southwark's Quietway plans, showing modal filters at various points to remove through-motor-traffic, while retaining motor access for residents and visitors.

Click to see full-size version

It removes through-motor-traffic from the entire route, while keeping motor access for residents and visitors. (In addition to the filters here, all of which are in Southwark Council’s area, I’d add one further west on Webber Street too, near the junction with The Cut.)

Suddenly, and for a bargain price that can’t be beat, the whole of Webber Street and Great Suffolk Street will now carry so little motor traffic that they’re safe to ride.

Further east, the northbound rat-run on Tabard Street is removed (vehicles currently enter from Great Dover Street via Becket Street, turn left up Tabard Street, then right along Pilgrimage Street), while full access is retained.

Most importantly, Law Street is no longer a rat-run. This is currently an awful street to cycle on due to vehicles avoiding the major Bricklayers Arms junction in both directions, just off-image to the south-east. In fact, the filtering in this area improves the entire block between Great Dover Street and Long Lane, as all rat-runs are now prevented. (I think – can you see any?)

The filtering at the top of Law Street also makes safe the turn into and out of the Rothsay Street cycleway, which under the current plans looks awfully dangerous.

I’ve gone no further because I’m not familiar with the area from this point, I always went up Wild’s Rents from here on a complicated, meandering route towards Tower Bridge.

So, that’s it!

The consultation on this section runs until the 5th of September (with the western-most section until the 15th), so there’s a few days left to respond now.

It’s probably worth responding so that when Southwark ignore all our suggestions we can at least point the finger at them when the plans fail. (Cynical, me?)


Addendum, 2nd February 2015: One of the hot debates along the route is the awful restrictive gateway on Trinity Street. Having thought about it, the simplest solution is to move it so it’s to the south of the Globe Street junction. It will still perform its motorbike-filtering purpose there, but not interfere with the Quietway. Ta-da!

Trinity Street SE1, with motorbike barrier that hinders cyclists too. Simple solution is to move it.

 

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How to get from Waterloo to Greenwich the hard way

So the plans for Andrew Gilligan’s much-discussed “Quietways” are starting to appear.

Here I’ll look at the plans for the part of the route with which I’m very familiar, east of Waterloo in central London. (If you have knowledge of the route beyond Law Street, please do let me know your thoughts in the comments. The Kennington People on Bikes blog has covered more of the route here though I must say that the suggested changes are rather milder than I’d want to see.)

I’ll say now that I’m not impressed by these plans. They seem to consist of nothing but signs on a route which is already fairly quiet, although not quiet enough in my experience, as much of it needs modal filtering to prevent motor vehicles using it as a through-route.

But these weak plans seek to solve none of the problems that exist along the route, they are mostly just window dressing of the existing infrastructure.

Assault-course cycling

For example, the planned changes on Globe Street offer nothing new for those cycling – quite the opposite in fact, as they introduce four new points at which people riding bikes must give way, while providing no benefits over the existing arrangement.

Here’s Globe Street as it is today:

The existing layout of Globe Street SE1. Simple but effective cycling infrastructure.

Globe Street today.

It works pretty well already (despite the incorrect signage, and even with a lorry parked on the street).

The junction mouths could be wider to allow cycling two-abreast, and there’s a superfluous island (I assume it’s left over from before 2010 when the street was one-way for motor traffic with two-way cycling, before the junction became bikes-only, hence the now-oddly-positioned arrow), but it does work fine. In fact Pilgrimage Street, on the other side of Great Dover Street, ideally needs the same bikes-only junction treatment.

Now here’s the new Quietway plan for Globe Street:

The over-engineered design for Globe Street.

Southwark’s over-engineered plans are a waste of money and energy, and offer no improvement over the current layout.

My question is: how does this make cycling easier or safer?

It feels like a desperate attempt to spend the Quietways money somewhere – anywhere! – rather than admit that the plans are nothing but some signs and paint and spend the money on something useful.

Cycling north-east, one will enter a narrow channel, then mount a hump up to footway level, before dropping back down and reaching the junction. As the foot crossing leads to a locked back gate, I’m not convinced of the need for it. (Perhaps Southwark Council really do expect higher foot traffic than pedal traffic here…)

Don’t get me wrong, if foot traffic is high then we should consider giving it priority over other modes. This is a design I’d love to see on some of London’s other, car-filled roads, by the way. But that wouldn’t ever be considered – it’s only where bikes are concerned that we can tame the roads, it seems.

Cycling in the other direction, THREE new give-way points for people on bikes are to be installed. The first is just before the raised pedestrian crossing, the second is just before the car park exit, and the third is just after the car park exit. I have absolutely no idea what the third give-way is for, other than to punish people for riding a bike.

Why is there even an entrance/exit to the car park on Globe Street? There’s another one to the south side of the car park, surely that’s enough capacity for one apartment block. (Blocking off the exit to Globe Street would mean there’s capacity for a few more car parking spaces for residents, too – win-win!)

No wheelchairs or trikes, please – we’re British highways engineers

After negotiating all that, there’s a fourth give-way to a dead-end carrying no motor traffic at all. Why the priority can’t be changed in favour of bikes on the Quietway, I have no idea. The number of other vehicles using that part of Trinity Street must be almost zero.

Talking of Trinity Street, there’s this lovely bit of ironwork:

A fence bisecting the road, with a gap in the middle for bikes, but with two more fences covering the gap, making it hard to actually cycle through.

Yes, you are actually meant to cycle through this. (Photo: Google Maps)

This particular test of stunt-bike skills is designed to stop people using the street as a rat-run by motorbike – and kudos to the residents for preferring to have a quiet street instead of the dubious pleasure of being able to drive out of it at both ends (unlike the residents of Gilbert Road in Cambridge who value saving a few minutes’ driving over clean air, quiet roads, and safety).

But surely there are better ways of preventing rat-running by people on motorbikes without reducing the cycling capacity to almost zero? And it does massively restrict cycling capacity, as it takes so long to negotiate safely. Many mount the footway to get by, though my favoured solution was simply to use the parallel Cole Street, which features no such restriction. This isn’t designing for mass cycling, it’s a bad joke.

I’m not even sure that the anti-(motor)bike fence is needed any more anyway, as Trinity Street’s junction with Great Dover Street has been blocked off now. It would be simple to extend the new plaza to separate Trinity Street from Falmouth Road, meaning that Trinity Street would be a dead end and of no use to rat-runners.

However, the only planned improvement to this ridiculous bottleneck is to move the two central fences away from the gap, by 30cm, “to comply [with] current cycling design guidelines and ensure cyclists of all abilities can negotiate this feature”. This is paying lip service to the concept of cycling infrastructure which is suitable for all ability levels – no such worries seem to have occurred to the designers elsewhere on this route.

Lipstick on a rat-run

Webber Street, Great Suffolk Street and Law Street are all currently used as rat-runs by people driving motor vehicles, and under these plans they are to remain so. This is not designing for all abilities.

A person on a bike rides out of the junction and has to pass between two large white vans waiting at traffic lights to do so.

The Google Streetview camera catches a typical scene at the junction of Webber Street and Great Suffolk Street.

There are only superficial changes planned at this junction, so the scene above will continue to occur. What if the lights turn green just as you start to pull out, do you trust the drivers not to move forward? Can you see if there are more bikes coming from the left, hidden behind the van? Can you imagine members of your family making this manoeuvre?

A few bollards and entry restrictions would fix this in no time, making the junction bikes-only by blocking off the end of Webber Street as well as Great Suffolk Street to the west. So why are no such improvements included here? They genuinely would improve the roads for people cycling, while keeping access for residents and businesses, and would cost very little too.

Law Street has the same problem. It should be a quiet residential street, but stand there at rush hour and you’ll see it’s mainly used as a speedy short-cut by people driving cars. If a cycle route isn’t suitable 24/7, then it’s not a cycle route.

The cycle Quietway plans for the junction of Law Street, Wild's Rents and Weston Street in London SE1, with dangerous right turn highlighted.

I’ve highlighted the Quietway right turn in a lovely shade of official Quietway purple. Can you imagine a young child waiting there while cars were passing around them on all sides?

Put some bollards on the junction at the end of Law Street and the problem is solved. The right turn along the Quietway can then be made safely, rather than waiting in the centre of a maelstrom of taxis.

Two other points about Law Street: Firstly, you’ll see a pedestrian-priority crossing of the cycleway at the end of Law Street. Why isn’t the same pedestrian priority being installed on the carriageway?

The truth is that motor vehicles are far more dangerous than bikes, so people on foot need more help to walk where there are motor vehicles than where there are bikes. And yet I keep seeing designs that suggest the opposite, that the very concept of a bike is toxic and lethal while all cars are made of marshmallow and driven by kindly vicars.

Secondly, the “bikes right turn” painted symbol could lead drivers to believe that all bikes indicating right are turning onto the Quietway cycleway, whereas some will be turning onto Wild’s Rents instead, potentially leading to dangerous under-taking on the junction.

Protected cycleways where they’re not needed

The plans for Tabard Street are over-engineered, with a short length of unnecessary cycleway that looks too narrow, and bike symbols painted in the door zone of parked cars (this particular intervention seems to feature throughout the plans).

Plans for a segregated cycle path on a quiet back street.

This is just daft.

Regular readers will know that I’m an advocate of high-quality physically separated cycleways, but this ain’t it. We need them on busy main roads, not on quiet back streets! I thought the whole point of the Quietways project was to use cheap measures to reduce motor traffic on a string of roads to form a safe cycling route. So I don’t understand the need for the pointless cycleway here.

Tabard Street is long and straight and vehicles drive too fast along it (hence the speed humps). Why not simply block it off to motor vehicles at the Quietway’s entry and exit points, thereby removing through-motor-traffic while preserving access for residents? (That way, we won’t even need the bike symbols painted in the parked car door-zone, either.)

Money to spend on whatever

Furthermore, I’m concerned that footway and general carriageway improvements appear on the plans. I’m all for improving the footway but surely this should not come out of the cycling budget (especially removing old, redundant driveway drop-downs as seen here on the ‘plan I’ PDF, surely property developers should pay for this when they remove the garage or driveway?).

And what to make of the fact that in only 2.4 miles, there are apparently a grand total of 41 humps along the length of Quietway 2 in Southwark?

I get the impression that the scheme has some money behind it that must be spent, but as the designers are unwilling to add filtering to remove routes for motor vehicles, they don’t know where to spend it. Hence the ridiculous over-engineered stuff on Globe Street and Tabard Street.

I’m still not convinced that the Quietways concept is even a good one. It seems to be a continuation of the failed dual network approach, where some people are expected to put up with inconvenience while others put up with danger.

Who are these people who currently won’t cycle, but will happily leap onto a bike once Andrew Gilligan installs some signs along an already existing, convoluted, twisty-turny route full of humps and rat-running drivers, where they have to constantly give way to everyone? I’m not sure that these people exist.

The whole idea seems to be designed to shut cycle campaigners up while not upsetting the all-important drivers by making any actual changes to the roads. The Quietways don’t seem to form a network, and they’re definitely not the fine grid of interconnected cycling-friendly routes which are needed to enable mass cycling.

It feels a lot like we’re repeating the mistakes of the recent past by creating yet another version of the failed London Cycling Network, with isolated scraps of strange infrastructure, fading paint, and neglected signs scattered around the city.

It doesn’t even live up to its branding, as many of the roads that should be “quiet ways” are, in reality, speedy rat-runs which are to remain exactly as they are.


If you’re minded to take part in the consultation – and given the result of recent consultations I’m not sure it’s worth the bother – then you can submit comments via Southwark Council’s website here.

 

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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, which are 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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