Tag Archives: turbogate

Bedford Borough Council traffic department, you are a bunch of cretins

This is part one in a series of three posts about the Bedford turbo roundabout and the funding behind it (AKA “Turbogate”). You’ll find part two here, and part three here.

I have one word to say to the people who chose to spend cycling infrastructure money on a “turbo” roundabout – resign.

Please, resign now, and let somebody who knows what they’re doing take your job. For the good of those who live in the areas you control, leave and never go back.

That might sound like an extreme thing to say, but I cannot comprehend how anybody with even the most miniscule knowledge of Dutch traffic design can describe a turbo roundabout as “a significant improvement in cycling provision.”

There are only two possible conclusions. Either you know what you’re doing and are installing a design which was never intended for cycling and is dangerous, or you have no idea what you’re doing and think you’re actually installing something useful.

Neither option shows those responsible in a favourable light.

(I’m sure that not everyone at Bedford Borough Council traffic department is responsible for this, so this is only aimed at those who made the decision to install this thing. The rest of you aren’t cretins. If you had to work on this under pressure from your bosses, this isn’t aimed at you.)

What’s wrong with Bedford’s plans?

Firstly, turbo roundabouts were never meant for cycling on. The purpose of a turbo roundabout is to get motor vehicles through a junction as quickly and efficiently as possible. Part of the fundamental concept of the Dutch turbo roundabout is that cycling is kept away from it. It would be like allowing cycling on a motorway.

(If you want to know more about turbo roundabouts and why they’re not cycling infrastructure, then read these excellent posts: “Turbo Roundabouts: Be Careful What You Wish For” and “When ‘Going Dutch’ Doesn’t Mean What You Think It Means” by David Hembrow, and “A Modern Amsterdam Roundabout” by Mark Wagenbuur, also inspired by this dreadful decision.)

Secondly, this design which benefits motor vehicles is being paid for with £300,000 of money from the Department for Transport’s Cycle Safety Fund.

That’s so insane that I can hardly believe it. It’s like the Church of England investing in arms manufacturers. It’s completely inappropriate and goes against the whole spirit of everything that money is meant for.

In a further bout of insanity, Sustrans – fucking Sustrans, the sustainable transport charity! – are actually supporting this thing (see this Word DOC) making bold claims that turbo roundabouts in the Netherlands “function like compact roundabouts, where cyclists take primary position in the lane”. What the hell, Sustrans? This is blatantly untrue, and you’ve used it to get £300k from a cycling safety fund. What’s next – are you going to suggest that London’s 1960s Ringways urban motorway scheme is implemented as shared space?

And all this at one of the busiest junctions in the borough!

Aerial-view design of Bedford's turbo roundabout

The clue is in the name, you jerks!

Failure designed-in

The worst thing is that they’re hyping this scheme as being good for cycling, yet go on to say that “cyclists will also have the option of using new shared paths around the roundabout leading to zebra crossings” (see this PDF).

If the turbo roundabout is so great for cycling, why would they need to install a shared-use footpath alongside it? (Also, what good are zebra crossings to someone riding a bike, which they cannot legally use without dismounting?)

What we have here is another case of the disastrous “dual network” concept, a proven failure. So the roundabout is meant for fast, confident cyclists taking the lane in front of lorries, and anybody not willing to do this can meander slowly along the footpath getting frowned at by people on foot. What we end up with is infrastructure which is no good for anyone.

They claim “Studies and experience in other countries have shown that this type of junction can improve pedestrians and cyclist provision while also reducing potential safety issues.” But if there is such a study, they have not provided a link or reference to it. I’d love to see these studies, especially with regard to people cycling on the roundabout, as that is not how it is done in the Netherlands, the world leader in mass cycling.

And yet they can’t come up with any convincing reason why a turbo roundabout is safer for cycling on than a regular roundabout, except the claim that “cyclists will find it easier to cycle through the roundabout due to the reduction in vehicles making last minute lane changes” which is rather weak, to say the least.

And anyway, if a driver really wants to change lanes where they shouldn’t, it’s still entirely possible. Look at the diagram. Imagine you’re in the straight-on lane and want to go right. It’s perfectly possible to cut across where you shouldn’t.

Designing for cycling, or designing for cyclists?

I also note that they’ve mis-typed the DfT’s Cycle Safety Fund as the Cyclist Safety Fund. I reckon this is a Freudian slip, which shows that rather than thinking about designs which the whole population can use to cycle on, they are thinking about the needs of the few “keen cyclists” who are the only ones brave enough to cycling in the UK right now.

This whole way of thinking is a throw-back to the past. It ignores the massive benefits that everyone from every section of society would gain if our roads were designed so that anyone could use a bike as a fast, direct and efficient mode of transport, as they do in the Netherlands.

Cycling isn’t just for enthusiasts, it should be for all of us. Designs like this are the reason so few children cycle to school. They’re the reason so many more men cycle than women. They’re the reason so few elderly people cycle. They’re the reason so few people cycle at all.

So while this new roundabout might slightly improve conditions for existing cyclists, the idea that Bedford’s design is good for cycling is absolute nonsense.

A montage of six Dutch cycling scenes: two young ladies, an older man, a woman with a child in a box-bike and another child riding alongside, a group of teenagers, an older woman, and two young children.

Will Bedford’s new £300,000 cycling roundabout enable people like this to cycle?

What now?

Bedford, it’s not too late to stop this and design something suitable. The work has not started. Do not spend £300,000 of taxpayers’ money on this.

Also, stop designing for cyclists and start designing for cycling. Ask yourself if you’d be happy for young children, or your parents, to use your completed schemes.

I’d also request that you stop cynically dressing up motor-centric designs as being good for cycling. If motor vehicle throughput is your main concern, just admit it.

But most of all, please resign, for the good of the nation. Quit your job now, as you clearly are either 1960s motor-centric relics, dedicated vehicular keen cyclists who can’t comprehend ‘normal’ people riding bikes, or clueless incompetents.


PS, added at 3pm: If you want an example of the real thinking behind this project, look no further than the new sign that Bedford wants to install at the zebra crossings:

A blue roadsign which says "CYCLISTS GIVE WAY or dismount"

This, apparently, is how Bedford council chooses to encourage cycling.

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This isn’t a Cycle Safety Fund, this is Space for Motoring

This is part two in a series of three posts about the Bedford turbo roundabout and the funding behind it (AKA “Turbogate”). You’ll find part one here, and part three here.

So what have we learned since Tuesday’s article about Bedford council spending £300,000 of Cycle Safety Fund money installing a design intended to speed motor traffic?

Well, David Hembrow got in touch with Sustrans to ask what the hell they were thinking to support such a scheme. Their reply was mealy-mouthed but also illuminating.

Paul Hilton of Sustrans is essentially saying “don’t blame us, we only recommended spending £300,000 on a turbo-roundabout.” But he did point the finger at various other individuals who apparently share responsibility for this decision.

You can read the full exchange here, in the comments of yesterday’s post.

Franklinstein’s Monster

For me, the most surprising thing was that John Franklin – yes, that John Franklin – is part of the team which decides on which schemes the DfT’s pot of Cycle Safety Fund money will be spent.

This is the John Franklin who wrote, amongst other things, that:

Photo of a young girl (aged about three?) riding her bike without any fear as there are no cars around, with John Franklin quote: "The extra care enforced by the presence of motor traffic, generally results in the safest cycling environment overall."

If only there were more vans and taxis around here, this toddler would be truly safe from all those cycle paths!

That’s right: a man who believes that you’re safest cycling while surrounded by cars, vans and lorries is making decisions about how to spend millions of pounds of Cycle Safety Fund money.

I was surprised at this because he is Cyclenation’s representative on that board, and I’d previously been told that John Franklin didn’t have anything to do with Cyclenation these days beyond looking after their website.

I mentioned this on Twitter and then the following short but hilarious conversation took place between Cyclenation and Mark Treasure:

A Twitter conversation. Cyclenation says: 'Actually John Franklin no longer manages our website or membership database. The only connection between ourselves and JF is that he is a member of Cheltenham Cycle Campaign.' Mark Treasure says: 'But - just to clarify - he is your representative on the Cycle Safety Stakeholder Group?' Cyclenation says: 'Yes, sorry had overlooked that.'

Oh, that guy? He just speaks on our behalf when deciding where millions of pounds of taxpayers’ money will be spent. Apart from that, there’s no connection.

As Cyclenation is not just one body but a federation of local cycling campaigns across the country, it really does need to explain the reason for this bizarre situation to its members.

For a group which is a leading part of the national roll-out of the Space for Cycling campaign, it makes no sense to give such a position of influence (and thus power) to someone who believes that the only place for cycling is on the road mixed up with the cars and lorries.

Luckily, some conscientious Cyclenation members are already asking the right questions.

They Named Names!

Other members on the Cycle Safety Stakeholder Group include Chris Peck of CTC, Tony Russell of Sustrans, Ruth Jackson of British Cycling, Ralph Smyth of Campaign to Protect Rural England, and Robert Semple of TfL.

Now I don’t know the views of everyone on this panel – I have no idea of Ralph Smyth’s stand on urban roundabouts, nor whether Robert Semple gets involved in decisions about places outside London – but I would suggest that members of CTC, Sustrans and British Cycling should contact these bodies and demand to know what their decision was, and their reasoning for it. (Indeed, it seems some CTC members understandably feel this way already.)

Update: Chris Peck of CTC has written an article explaining his side of the story. I think it was written before this one was published, as he refers to Patrick Lingwood’s explanation as if it’s a good one (see below). I appreciate that the whole funding situation is far from ideal, but I’m still not convinced that they took the best course of action by approving such projects. At least Chris Peck has taken the time to respond, however flawed it may be – but there has been word as yet from Cyclenation or British Cycling.

Out With The Old Rubbish, In With The New Rubbish

The more I find out about this turbo roundabout scheme, the less sense it makes that cycling organisations should support it.

One of the architects of this scheme, Patrick Lingwood, Cycling Officer for Bedford Borough Council, defended the turbo-roundabout on Mark Wagenbuur’s blog last year.

His main justification for it seems to be that what is currently there is awful, which he spends a lot of time explaining in detail. This may well be the case, but it’s irrelevant as nobody is suggesting that current layout is great. We’re criticising this specific new design, not defending the existing layout, so trying to re-frame the debate to be about old versus new is distracting and false.

He sounds like a dedicated believer in the supremacy of Vehicular Cycling, just like John Franklin and John Forester. His language is typical of those who see “cyclists” as some special breed which excludes most of the population. He believes in the failed “dual network” concept of providing for two classes of cyclist. He clearly sees his job as being to cater for the few existing cyclists rather than provide safe cycling transport conditions that everybody could use.

For someone who is a cycling officer, he has designed a scheme which increases motor vehicle capacity at this junction by 40%. Rather than create something which is suitable for all users, this is a design which only the confident few can use efficiently, and which will be slow and awkward for others. He’s taken a Dutch concept which is intended to speed large volumes of motor vehicles on trunk roads (and which cycle routes are intended to bypass altogether) and has applied it to an urban location with high pedestrian flows.

And the cycling lobby has waved it through in your name.

And There’s More…

Finally, for now, it seems that this isn’t the only dubious project that Cycle Safety Fund money has been spent on. Cycling campaigner Alex Ingram has begun to compile a spreadsheet of Cycle Safety Grants so we can see where the money has gone.

Pretty quickly, he found this £70,000 Cycle Safety Fund scheme in Hereford:

A diagram showing a roundabout in Hereford, with eight cycle symbols painted on the road

A bargain at only £8750 per cycle symbol painted on the road.

It seems that all a council planner has to do is drop a few cycle symbols into their latest design (or simply claim there’s something “Dutch” about it) and Sustrans will recommend that money intended for cycling will pay for your motor-centric scheme.

As Private Eye would say, trebles all round!

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As Turbogate trundles on, people wonder what is being done in their name

This is my third, and hopefully final, post in the Turbogate saga: Part one is here, and part two is here. (Nope, I was wrong. Here’s part four.)

It seems that few people are happy about the Bedford ‘turbo’ roundabout, and the fact that cycling organisations gave it (and other rubbish) their seal of approval.

Some CTC members understandably feel let down by how their representatives seem to have been played by the DfT’s, as are some members of other cycling forums.

I have read the official CTC response by Chris Peck (it’s worth reading the comments), and Cyclenation’s response by Simon Geller, and I have to say I’m not massively impressed by either of them. I’ve not seen anything from British Cycling or Sustrans on the matter, yet. (And I’ve no idea why the Campaign to Protect Rural England even had a seat on the group, but that’s another thing.)

Both responses make the point that the DfT’s funding method was very poor – there was a fixed amount of money which had to be spent in areas with higher collision rates within a very short space of time. Add to that a group of people who are physically in different locations having to make judgements for plans in towns they know nothing about.

Fair enough, that’s rather a crap situation for the DfT to set up. But why did the cycling organisations play along with this? Chris Peck says there was a risk that if this £20m wasn’t spent, they might not give us any crumbs in the future.

Oh no, perish the thought! No more badly-planned pittances to be spent in a hurry? Cycling in the UK might end up in the doldrums.

Old news

I hate to gloat (actually I love it) but in November 2012 I wrote a scathing article about a £20m cycle funding announcement from the DfT, as did David Arditti (though I think both articles were about a slightly later £20m crumb than the one which funded the Bedford turbo, the principle is the same). Chris Peck himself even pointed out that £20m was not enough, but then apparently continued to play along with the DfT’s game anyway.

At the time I said I was disappointed that every one of our prominent cycling organisations had said that the £20m was “welcome” rather than slamming the government for failing to invest in cycling in any real way.

The £20m was intended to shut cycle campaigners up, generate a few positive headlines, and make it sound like the government was doing something while doing nothing. The cycling lobby fell for it, and the DfT’s plan worked brilliantly.

Screenshot of road.cc article titled 'CTC and British Cycling welcome extra £20 million for cycling announced by Norman Baker'

The moment that UK transport policy turned the corner. Everything was different from this point on. Oh, hang on, that’s complete nonsense isn’t it?

Back then I said that “£20m spread across the country is going to do nothing for cycling, except maybe the installation of more of the same kind of crap we’re used to getting.” The Bedford turbo roundabout (plus many more, including the “scandalousCatholic Church Junction in Cambridge) has proved me, and others, to be right.

As long as cycle campaign groups “welcome” this kind of rubbish and then play along with the resulting mess, cycling will continue to receive the same kind of dismissive treatment.

If the process was no good, if the timescales too narrow, if the proposals too weak, then CTC, Cyclenation, Sustrans and British Cycling should have all told the DfT that this was the case, rather than enabling them to push this rubbish through and create poor designs seemingly “approved” by the cycle lobby.

Even older news

The thing is, this is nothing new, it’s been happening for years.

While I was researching a different article, I came across this comment on a Road.CC article from February 2011:

“Here in Plymouth we get sub-standard “cycle facilities” passed off AFTER consultation with Sustrans & CTC. The council flatly refuses to acknowledge that anything could possibly be wrong, as both CTC & Sustrans have “signed off” on what was delivered.”

So it seems that, as ever, nothing has changed in British cycle campaigning circles.

Dutch driving infra cynically hyped as Dutch cycling infra

Finally, I have to come full circle and must have another go at those behind the turbo scheme.

Let us put to one side the cycling organisations approving this design. Let us say we disagree with their decision, but it was a tricky situation and they did what they felt was best at the time. Let’s say fair enough.

Let’s even pretend for a minute that the turbo roundabout was the only option available to the designers, that the UK’s road design standard prohibit a better solution, and that this sub-standard bodge was the best solution for this location.

I still have a beef with Bedford council, and it’s this: Why was this design presented as being a piece of tried-and-tested Dutch cycling infrastructure?

Turbo roundabouts in the Netherlands are for motor vehicles only, but the bid document strongly suggests otherwise (though note how it has been cleverly worded, so it’s not an outright lie):

“Turbo-roundabouts are now the standard roundabout design in the Netherlands where traffic capacity does not allow a compact (continental style) roundabout to be installed. In essence they function like compact roundabouts, where cyclists take primary position in the lane but vehicle speeds will be reduced to under 15mph. The evidence is that they have the same very significant safety benefits of compact roundabouts, compared to other junction styles…”

Where is this “evidence” that turbo roundabouts offer “very significant safety benefits” to people on bikes? (And this must surely be about bikes, considering this is a bid for £300k of Cycle Safety Fund money.)

I’d very much like to see this evidence, because as far as I know the Dutch have never routed bicycles over this type of infrastructure. (In fact, David Hembrow had to go to some lengths to reach his nearest one by bike.)

They even admit as much, though try to couch the inconvenient fact in vagueness (in the ‘background information’ document, available at the bottom of Chris Peck’s article):

“Dutch “turbo-roundabouts” … have a proven vehicular safety benefit (though cyclists are nearly always off-road in these Dutch designs).”

“Nearly always”?! Please, defenders of this scheme, show me which Dutch turbo roundabouts are intended for use by people on bikes. If you cannot do this then the whole project is surely based on a lie.

And here we also see that the “safety benefit” mentioned in the bid document is “vehicular safety benefit” – great evidence for £300k of Cycle Safety Fund money!

Note also, the photographs of turbo roundabouts on page 5 of that document show no cyclists using them, only cars and lorries. The only cyclists to be seen are in the computer-generated image on page 4 which shows people on bikes using separate cycle paths.

Call it Dutch, we’ll buy it

This is cynically misleading language, used to suggest that the turbo roundabout is one of the designs which the Netherlands has used to achieve mass cycling. This has resulted in headlines such as “Council goes Dutch to improve cycle safety at busy roundabout” and “UK’s first Dutch-style roundabout gets underway in Bedford“.

As if to prove the confusion created by this language, that second article is complete with a photo of a real cycle-friendly Dutch roundabout, being trialled at TRL.

Unfortunately, the word “Dutch” is being tacked on to almost any design to imply that it’s proven Dutch cycling infrastructure, when it’s nothing of the sort. (This is what annoyed me when the second-rate Royal College Street revamp was described as “truly Dutch”.)

Once this Bedford turbo roundabout is installed, provided nobody is killed or injured in the first few months you’ll see local authorities up and down the country wanting to install them, calling them ‘Dutch’ and therefore great for cycling. As it’s a cycling roundabout, they will be paid for with money intended for cycling projects, of course.

And if you have any problem with that, they’ll tell you that the designs have been approved by your favourite cycling campaign groups.

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Bedford’s turbo roundabout plans get even worse

Just when you thought it was safe to get back on a bike, the bad engineers strike again!

I’ve written so much about the Bedford turbo roundabout (and the ensuing scandal, delightfully dubbed ‘turbogate‘) and I was hoping that the project might be cancelled and I wouldn’t have to bother getting into Bedford again.

But it turns out that while myself and other cycle campaigners (proper ones, that is, who want safe, convenient cycling for all, not those pretend ones who take your money and then sit on their arses writing press releases all day) were upset with the whole concept, another group of users wasn’t happy with one particular aspect of it.

Motorcycling groups were worried about the raised lane dividers. They were concerned that if a motorbike hit one, it could throw the rider into traffic. (See here and here.)

This is obviously something which motorcycle users were concerned about, though I’m not sure that it should be an issue. The whole point of a turbo roundabout is that you choose a lane on the approach road, long before you reach the roundabout itself, then you stay in that lane throughout. There’s no more need to ride near the raised dividers than there is to ride beside the kerb. A motorbike rider would be in the middle of the lane throughout. But clearly there were concerns, and maybe I’m not understanding the full implications to motorcyclists.

The upshot of all this is that Bedford Council have agreed to remove the raised lane dividers.

So what does this leave us with? A roundabout designed to speed large numbers of motor vehicles through a busy junction, paid for by ‘Cycle Safety Fund’ money and approved by our major cycling campaigns. Great.

But I really don’t see how this scheme can go ahead now – not with Cycle Safety Fund money, anyway. The funding application document specifically mentions these raised dividers as part of the design, claiming they would “prevent vehicles cutting across lanes”.

As a key aspect of the design has been removed, so the funding must surely be withdrawn.

Who has the power to cancel this scheme? The Department for Transport? Sustrans, who managed the Cycle Safety Fund for the DfT? If you know, please tell us in the comments.

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Cycle Alienation

(SLIGHTLY BELATED) NEWSFLASH: A confident middle-aged white male keen cyclist has explained that an expensive dual-network motor-centric vehicular cycling scheme is absolutely fine. Rejoice! Can the Cycling Revolution™ be far off now?

From the secretary of an organisation that is co-ordinating a national “Space for Cycling” campaign, it’s rather worrying to read defence of this mess of dual provision and hieroglyphics painted on footways.

The original version of the blog post described the criticism of the scheme (and the way that the CTC, Cyclenation, British Cycling and Sustrans approved it) as “histrionics”, while neglecting to link to any of it.

On the bright side, it seems that the tide at Cyclenation is turning against those with the vehicular cycling mentality, with the organisation now keen to distance itself from those with such ridiculous views.

(Blog title nicked from this blog post on the much-missed Crap Waltham Forest.)

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Turbogate: Bedford and beyond

It’s difficult to know where to start when writing about the Bedford turbo-roundabout and everything that surrounds it. The whole scandal – and it does deserve that word – goes well beyond that one scheme, extends through the cycle campaign industry, right up to the government.

At one end of the scale, the finished Bedford turbo-roundabout has been scrutinised and has come up sorely lacking, and clearly falls into the “farcility” category that the CTC is apparently so keen to reject.

For a full picture of what we got for our £490,000 you can read this PDF report written by John Meudell (former CTC National Council member for the South East) and Graham Smith (who now holds that same role). It contains lots of photographs, so you can see for yourself how poor it really is.

Suffice to say, it’s not a glowing report: “Arrangement of cycle crossings maximises possibility of conflict between cyclist and pedestrian” … “Elimination of raised lane divider does not deter lane changing, undermining safety benefits” … “Cyclist trapped onto transition kerb” … “Incompetent!”

A photo of a zebra crossing, with a bicycle symbol on the path next to it. The bicycle symbol is next to a raised kerb, and is useless.

Remember, this is from a design approved by Sustrans, Cyclenation, British Cycling and CTC. It looks like the worst kind of “fiddly pavement conversion” to me.

The hype around this dreadful scheme is so intense that Patrick Lingwood was nominated for a “Smarter Travel Professional of the Year” award, which makes me truly despair, as one of the boasts of this so-called cycling scheme is that it has made journeys by motor vehicle much more convenient.

Lingwood is also giving talks about how great it is, as is Alasdair Massie who is proud of a similarly poor design on Perne Road in Cambridge (see here, here and here for more about Massie’s folly).

The level of delusion is massive. At 20 minutes 45 seconds into the presentation, Lingwood excitedly speaks of “children cycling across a very busy road” while the photo clearly shows a family who have dismounted and are walking across the road. Is this wilful blindness or blatant lying?

Photograph of a mother and three children walking with bikes on a zebra crossing.

“Children cycling across a very busy road” says Lingwood. Surely walking with a bike doesn’t count as cycling? Also, the central waiting area looks narrow to me. (Source: this PDF)

So nearly half a million pounds of public money intended for cycling was spent on a design where people feel it’s necessary to stop cycling in order to use it, but the man responsible considers this a success. Great work there, Pat. Nice emperor’s new clothes you’re wearing.

(As an aside, Lingwood also reveals that what gave the Motorcycle Action Group so much clout was that they have “friends in high places” – I assume this means that MAG head and former MP Lembit Opik was friendly with his fellow Lib Dems in governmental transport roles, and called in a favour.)

The bigger picture

But then at the other end of the scale, there’s the questionable way in which the Department for Transport funded this scheme. Why does cycling infrastructure receive such small amounts of occasional investment? Why are such tight timescales placed on these projects? Why was the money given to a charity to distribute, which then passed responsibility to an unaccountable group of individuals who rubber-stamped such poor designs?

Does the DfT fund motorways in this manner?

The Bedford turbo isn’t the only dubious project that was funded as part of this programme. Highlights include:

Brand new roundabout in Cambridge, where people on bikes are expected to mix with people walking. The footway has road markings painted on it.

Perne Road roundabout in Cambridge. £360,000 was wasted on this project, an incompetent design by Alasdair Massie, who was warned of the dangers years before. (Photo: Chris Rand)

I don’t have time to go through all of them, but were there any – with the possible exception of the short length of cycleway on Baldwin Street in Bristol – which could be considered money well spent?

But with such a ridiculous funding model – limited funds, short timescales, etc. – perhaps failure was built-in from the start. I can understand the view that that CTC, Cyclenation and co. were right to make the best of a bad situation, but I still feel it would be best to reject these hopeless crumbs outright. Getting involved with such dubious projects lends them a legitimacy they don’t deserve, and gives the campaigns a reputation for approving rubbish.

It seems that the whole episode is a good example of Britain’s failure to treat cycling as a proper mode of transport, and of how the major cycling campaigns are complicit in this cycle.

Every year or so, the DfT finds some loose change down the back of the sofa and throws it at the craven cycling lobby who then write a press release about what a great step forward it is and how the government is finally starting to take cycling seriously. Cycle campaigners are then sated for another year, until they’re given some more crumbs to shut them up again.

It’s the same story, time and time again. Crap is built, excuses are made, then a year or two later more crumbs are announced under a new name, and we all rinse and repeat.

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