All posts by Alex Ingram

Space For Cycling – agenda by Ward and Theme

Our meeting to discuss and define one ask per ward for the Space for Cycling campaign is on Monday 17th February upstairs in local pub, Blue Anchor at 13, Lower Mall, Hammersmith, W6 9DJ from 6:30PM, starting just after 7PM.

Ahead of the meeting, and after our earlier summary we now have a new, more colourful and comprehensive map of responses to our survey. We will add to this with a detailed tabular list of all asks in each ward and submitted suggestions ahead of the meeting. Naturally any extra asks are still welcome in comments here or at the meeting itself. If you can’t make the meeting comment below or send comments to spaceforcycling@hfcyclists.org.uk – Thanks!

We’d encourage everyone to explore the asks by reading over our summary and looking at the map ahead of the meeting. We will be working from printouts on the night but will have a computer or two should we need to refer to any data in detail. Our aim is to pick one theme per ward and a simple, clear idea of the aim to achieve with it. We can combine multiple ideas into a single ask, which will be particularly necessary in wards like Hammersmith Broadway.

Load the map in a new window or tab by clicking here then read our quick guide:

You can turn layers for each of the asks on and off on the map, along with the ward boundaries.
You can switch between a cycle base map or a minimal black and white map. You can also turn layers for each of the asks on and off on the map, along with the ward boundaries using the control top-right, it is collapse by default and expands when highlighted.

Clicking on a coloured section of road explains the ask, says how many supported it and confirms the road name.
Clicking on a coloured section of road explains the ask, says how many supported it and confirms the road name.

Clicking anywhere else inside a ward will confirm the name of the ward.
Clicking anywhere else inside a ward will confirm the name of the ward.

We will split the agenda and the borough into three distinct sections. Each of these are a combination of wards, to enable us to discuss the themes, and how they might best be applied in a coherent area. We may change the order in a cluster as we progress but should stick to the otherwise.

These ward groups are from the north of the borough to the south with each a cluster of wards around the three major town centres of the borough – Shepherd’s Bush, Hammersmith and Fulham.

Shepherd’s Bush Cluster

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College Park and Old Oak Ward

Protected space on main roads – Wood Lane, Scrubs Lane, Du Cane Road, Old Oak Common Lane

Greenways – routes on Wormwood Scrubs and along the Grand Union Canal.

Wormholt and White City Ward

Areas without through motor traffic – Wormholt Park Area – highlighted Adelaide Grove, Galloway Road and Wormholt Road on the map.

Protected space on main roads – A40 / Du Cane Road Crossroad

Shepherd’s Bush Green Ward

Protected space on main roads – Shepherd’s Bush Green, Uxbridge Road, Westfield Shopping Centre approaches and Holland Park Roundabout

Safe routes to schools – Uxbridge Road

Liveable Town Centres – Shepherd’s Bush Green

Askew Ward

Safe routes to schools – Goldhawk Road (concern noted on speed)

Protected space on main roads – Goldhawk Road

Hammersmith Cluster

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Addison Ward

Areas without through motor traffic  – Trussley Road and associated backstreets (Hammersmith Grove, Sulgrave Road, Lena Gardens, Batoum Gardens)

Ravenscourt Park Ward

Protected space on main roads – King Street continuing to Chiswick High Road and Goldhawk Road

Liveable town centres – King Street

Areas without through motor traffic  – Ashchurch Park Villas

Hammersmith Broadway Ward

Protected space on main roads – Hammersmith Broadway Gyratory, Hammersmith Bridge, A4 to Knightsbridge, King Street Cycle Lane (extend to Broadway), Entry & exit from Hammersmith Broadway to Shepherds Bush Road, Entry from Beadon Road, Glenthorne Road, Dalling Road, Studland Street, Entry Exit from Hammersmith Broadway to Queen Caroline Street, Blacks Road as alternative to Hammersmith Bridge Road.

20mph – Hammersmith Bridge

Greenways – Cycle routes not continuous along Thames

Liveable Town Centres – Hammersmith Broadway, King Street

Safe Routes To Schools – Hammersmith Flyover

Avonmore and Brook Green Ward

 Safe Routes to Schools – Brook Green

Areas Without Through Motor Traffic – Brook Green

Fulham Cluster

Screen Shot 2014-02-10 at 20.06.11

20mph – One person suggested 20mph throughout the SW6 postcode. We’ve mapped what this would mean, and it clearly leads to the question of a borough wide limit. There are rather more 20mph zones in the north of the borough, though no coherent map of current 20mph roads exists (that we’ve found). SW6 covers roads in all of the following wards.

Fulham Reach Ward

Protected Space on Main Roads – Fulham Palace Road, exit of St Dunstan’s Road

Areas Without Through Motor Traffic – Margravine Gardens

North End Ward

Protected space on main roads – Junction of Gliddon Road and A4.

Areas without through motor traffic – Barons Court square mile, Barton Road, Palliser Road, Vereker Road, Baron’s Court Road

Fulham Broadway Ward

Areas without through motor traffic – Ongar Road / Walham Grove / Halford Road

Munster Ward

20mph speed limits – Gowan Avenue, Bishops Road, Wardo Avenue

Town Ward

Protected space on main roads – New King’s Road (tough noted as busy and narrow)

Parsons Green and Walham Ward

Areas without through motor traffic – Effie Road no contraflow 1-way street and rat run, close Parsons Green on side by White Horse Pub – due to speeding and excess traffic near school.

Liveable town centres – Fulham Broadway

Protected space on main roads – Wandsworth Bridge Road (detailed proposal for a bidirectional cycle lane), King’s Road, New King’s Road, Fulham Road, A308 Sloane Square to Putney Bridge.

Sands End Ward

Protected space on main roads – Wandsworth Bridge Road

Palace Riverside Ward

Protected space on main roads – Fulham Palace Road, Putney Bridge and approaches

Central London Cycle Grid

Transport for London have now published a complete draft plan for  Central London Cycle Grid. This initiative follows many years of the London Cycle Campaign demanding a grid of cycle routes in central London.

The need for a grid is clear to anyone who regularly or even occasionally cycles in London and simply aims to get between any two points within it. The routes are complex, often of poor quality and rarely joined up. So, we have a network proposed, of superhighways (in blue) and quietways (in purple). Broadly speaking the idea is that superhighways are on main roads and involve more seperation from traffic, whereas quietways are in quieter areas. Except of course, where a quietway crosses a busy road or a superhighway is routed away from a major road. The quietways will be using bollards and other measure to help reduce some through motor traffic, and naturally will be more sophisticated than merely closing whole roads with posts. All modes should retain access but the route for that access may change. Broadly speaking the accompanying strategy is at least aware of these issues, and probably the main issue with this grid is about density and coverage.

Here are a few images to give an idea of the level of change and intervention envisaged to make these routes work.

Example of Superhighway (blue routes)

There is only one example of a superhighway in the document which is the new North-South Superhighway:

An example of segregation that could be used on Kensington High Street - at risk due to the council objecting
An example of a superhighway as Transport for London now envisages them

This is quite a change from how this road looks today:

TfL image of
TfL image of the same road above today, taken from the Cycling Vision video
Examples of Quietways (purple routes)

For quietways, use is made of photos of a couple of existing routes. There are no mock ups used, so harder to compare before and after.

Goldsmiths Row in Hackney, one cited example of a quietway. Through motor traffic is blocked by bollards.
Goldsmiths Row in Hackney, one cited example of a quietway. Through motor traffic is blocked by bollards.

There is a before shot of Goldsmiths Row on Hackney Cyclists blog (not the local campaign, but a local blogger) if you’d like to compare. Note that as to the rest of that blog, it’s worth reading Buffalo Bill’s comments on Goldsmiths Row for another local view on some of the issues raised about bollards versus segregation in the whole piece. These issues are important to the idea of the cycle grid. There are places where cycling can be given a good through route with bollards and paint it may make for higher capacity and better conditions than segregation. No one tool will work everywhere.

Black Friars Lane, City of London - another example of a quietway cited.
Black Friars Lane, City of London – another example of a quietway cited. Again, bollards mean only cycles can use it as a through route.

For full details of the current thinking about execution it is best currently to refer to the full PDF on the Central London Grid written by Transport for London (5.6MB) and the TfL video on the Mayor’s wider Cycling Vision (5:25 long). In a few weeks/months we should also see the new London Cycle Design Standards which will give more detail. If you’re very curious the Nine Elms Cycle Strategy draft gives a nice preview of the current thinking applied to a complete area of London.

central-london-grid-map-with-borough-boundaries
TfL’s map of the Central London Grid with borough boundaries. The bulk is in Westminster but as can be seen it covers 8 boroughs in all.

None of the Central London Cycle Grid is in Hammersmith and Fulham but elements of it reach towards our borough. More importantly there is a lot of concern to be expressed at what is not on the map. There is no Cycle Superhighway 9. It is either cancelled, or off the table at present. If you’re wondering why, you might want to look at what Kensington and Chelsea are proposing in the area of Kensington High Street…

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…basically, nothing. Superhighways are marked in blue. You can see there aren’t any. On the map you can see the wide main roads in Kensington and Chelsea, both High Street Kensington and the A4 in white with almost nothing happening to them. The network in purple are the new quietways. It way be that these can use some quiet streets and make successful routes, but not east west as clearly Holland Park have refused cycling through their green space! We know that such things can work on the continent and we know that they can work in Hackney.  What’s wrong with West London? We are also puzzled by the quietway that appears to be on the A4 just to the left of the text saying Earls Court.

Now, that’s not to say that there won’t be any superhighway reaching Hammersmith at all. No, thanks to TfL we do get a new East-West route along the Westway. You can see this blue route escaping from Hyde Park then jumping onto the Westway somewhere near Royal Oak. Given that this will be some distance up in the air, it will be of little benefit for local journeys in the area between White City and Paddington, unless a lot of ramps are provided. This superhighway, known also as Cycle Crossrail does have many merits on its own, but it is not enough for the whole of West London. There is no other superhighway planned between it and the Thames.

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We have been informally discussing this issue with local officers for some time. It would be best if Cycle Superhighway 9 were built, and improvements were made to Kensington High Street. Not all is lost without it, and indeed we know that Hammersmith Broadway is set to be reviewed perhaps as a replacement for Superhighway 9 addressing some of the issues there. However, there is no plan within Hammersmith for addressing any shift that might occur from people altering routes to utilise the new Cycle Crossrail Superhighway.

central-london-grid

This is just a quick overview of the Central London Grid. We continue to review the proposals and will make our response in due course. We encourage further discussion here and elsewhere and hope many others will respond to the consultation. The closing date is 14th February 2014, and we’d like to see proposals we can love and will genuinely change the culture of cycling in all of London. As it stands, West London is not seeing the changes or benefits it should, and the gap is political will in boroughs like Kensington and Chelsea.

central-london-grid-map

Update  – Joining the Central London Grid up to Outer London

As we made clear when we first wrote this, a key concern for us was how the new grid of cycle routes in Central London would join up with existing routes in Hammersmith and Fulham. Well, we’ve now had a go at looking at that. And we’ve had a look at how things are on the East side of town to compare.

West London Combined Map
LBHF existing routes on the left, new Cycle Grid on the right, click through for full size

As you can see, none of the new routes proposed in Kensington and Chelsea link to any existing East-West route. It is plausible that new routes will be made in Hammersmith to join them, but it means a number of routes sensibly placed on main roads in Hammersmith will continue to stop at the borough boundary.

East London Combined Map
new Cycle Grid on the left, with existing routes in Islington, Hackney and Tower Hamlets linking in, click through for full size

Somehow East London has less of this problem, you can easily see how the Central London grid will link into their boroughs.

Now, if you’d also like to explore these issues yourself, we have a few tools to share. We’ve used Google Earth to make the maps above (along with some neat cropping in some image software). So, in addition to the TfL hosted details on the Central London Grid (which we urge you to look at first) you can also install Google Earth, then download our ‘kmz’ file of the Central London Grid and add it to your map (File–> Open in the Google Earth app). You can also add OpenCycleMap to Google Earth using the files at this site (free registration necessary).

All of this lets you look at the Central London Grid as an overlay and explore on Google Street View. Which obviously means we have yet more to report and that will probably go into a different post.

Space4Cycling – survey responses

Towards the end of 2013 we asked you for your feedback on barriers to cycling in Hammersmith and Fulham and beyond. We are delighted with the level of responses we’ve had and have had plenty of data to review over Christmas and New Year.

We’re still examining the issues in each ward but already have been able to produce a map of responses and potential improvements.

Space4Cycling working map

 

There are obvious clusters at Hammersmith Broadway and Shepherd’s Bush Green, where gyratories present a barrier to many. Additionally you can see repeated patterns along many key routes, highlighting the lack of provision on East-West routes that many use for commuting.

We have highlighted in black the roads where interventions have been suggested by the survey data. These actually form a reasonable basic grid, though the gaps in Fulham and elsewhere need to be addressed.

Please explore the map and let us know by comment or email if you’ve anything you’d like to see added.

If you’re wondering how we put the map together, we’ve also written that up.

Gilligan says Hammersmith Broadway is being reviewed by Transport for London

Today at the London Assembly the Transport Committee was talking to Andrew Gilligan, the Mayor’s Cycling Commissioner along with Ben Plowden of Transport for London and representatives of the LCC, British Cycling and Serco (London bike hire contractor).

Much of the discussion focussed on superhighways, HGV safety and other issues well aired in the media but saw some progress. There was particular questioning on junctions from Darren Johnson which focussed on the number of junctions and the ability of Transport for London to effect changes. Transport for London first committed to review 500 junctions (375 on superhighways) then refined that to a list of 100. Neither of these lists featured Hammersmith Broadway, which given the dangers and block it presents was a surprise. However, we are particularly drawn to statements made by Gilligan and Plowden after a query raised by Murad Qureshi about the gyratory or one-way systems at Hammersmith Broadway and Earl’s Court.

Murad Qureshi: There are a number of junctions that haven’t been mentioned particularly in West London that I am concerned about and some of them are huge gyratories, like the Hammersmith gyratory, Earl’s court gyratory. I’m sure there are cyclist concerns with those, so I would like an update of what you’re proposing there.

Andrew Gilligan: Hammersmith is on the list. It’s one of the 33. It’s a huge junction. It’s going to be a lot of money to make it genuinely unthreatening for cyclists. But it is necessary because there is no way around it.

On Earl’s Court, Ben Plowden stated that the rebuilding of the area would have to take cycling into account from the very beginning.

Pressed for time the committee moved on but Gilligan made a final comment that “[fixing] Hammersmith Broadway is the key to the whole borough”.

We were aware of conversations to discuss this, but this sounds like a firm commitment that change is finally coming and which recognises the problem this junction poses. We look forward to seeing a proposal and hope to see a comprehensive change to the junction to make it truly cycle friendly. We note the concerns of the wider campaign that earlier junction reviews have been compromised by modelling and hope that genuinely safe space is also advantageous and beneficial to people cycling and walking through or accross this dangerous junction.

Putney Bridge – Refurbishment imminent but mind the funding Pinch Point!

Our neighbouring borough of Wandsworth have recently won funding from the Department for Transport “pinch point” fund to repair Putney Bridge (they look after the whole bridge). It may not be readily apparent but due to water egress from a broken pipe into the structure some years ago the bridge is in need of drastic repairs. It is abundantly clear to anyone who cycles over the bridge that the carriageway itself is heavily deformed thanks to years of heavy vehicles especially buses squeezing dips in the surface. For those on a bike trying to hold a predictable or safe line over the bridge is a feat accomplished with some practice.

Funds were awarded to Wandsworth Council in May after a successful bid, but it was only last month in November that details of how the works might proceed were made public via a council paper advising on the options for construction. Intriguingly the timing proposed in the original bid was for construction to have started in August and be complete by February, clearly that did not happen!

Currently there are two options proposed:

  • 6 month full bridge closure, with at least one of the walkways kept open, cyclists could pass if they dismounted but it may be crowded at peak times
  • 11 month partial bridge closure, with at least one of the walkways open and a single lane kept open for buses and cyclists, with shuttle (alternate) working along that single 3m wide lane.

There are a few additional constraints. The Department for Transport require that their funding is spent by March 2015 (before the next Westminster government), and RideLondon is set to use Putney Bridge again in August 2014. Also, Wandsworth believe the 11 month closure would cost an extra £0.35m which they don’t currently have, so they can only afford the 6 month option. It does sound rather like the 6 month full closure is the likely option.

The 6 month option is proposed to start in June 2014 and complete in early December 2014, which presumes RideLondon 2014 will go via a different route. The 11 month option would need to commence by April 2014 at the latest to meet the DfT’s March 2015 funding deadline.

In the document for Wandsworth their officials stated:

The neighbouring London Borough of Hammersmith & Fulham support the [6 month] full bridge closure option as this enables an early start to their proposed highway maintenance programme for Hammersmith Bridge.

However, in a somewhat contrasting move Hammersmith and Fulham council this week published a news piece where leader of Hammersmith and Fulham council Nicholas Botterill said closing the bridge entirely would be a “disaster” and further said:

The main routes into and out of our borough are incredibly busy with huge volumes of traffic, notably the road connecting Fulham with Putney and if the bridge were to shut completely for six months that would be a disaster. It would cause a terrible knock-on effect for the rest of the entire borough, both on our roads and on our already jammed tube trains. While we understand this work must be done we want to see it happen over 11 months, which would cause less disruption for our borough, residents and people who work in H&F.

We should note that probably doesn’t mean the council leader in Hammersmith and Fulham changed his mind, or even that he disagreed with his officials. But we have Wandsworth and Hammersmith & Fulham council reaching opposite conclusions. Does their reasoning stand up when scrutinised?

Let’s get our understanding of the traffic right first, here’s a table of traffic over Chiswick, Hammersmith, Putney and Wandsworth Bridges. Figures in the Wandsworth council document do not include cycle figures, which is surprising. We’ve used the DfT traffic count data for this (points 6902, 8472, 73573 and 58200 respectively) northbound over the day. As it’s not robust for cycling we’ve averaged the past three years data.

Chiswick Hammersmith Putney Wandsworth
Cycles  261  1,236  2,277  1,401
P2Ws  1,498  1,218  2,283  1,104
Cars  28,668  18,857  34,104  29,815
Buses  376  1,464  1,656  915
LGVs  4,098  2,874  4,078  5,915
HGVs  1,319  215  1,049  1,049

A huge proportion of these cyclists will go over in the morning peak – we counted over 400 between 8AM and 9AM over Hammersmith Bridge in late October.

Wandsworth comment only on the effect on traffic over Wandsworth Bridge for which they say TfL predict:

a 17% increase in southbound traffic in the morning peak with no effect on northbound flow; and 27% increase in northbound traffic in the evening peak and a 3% increase in the southbound flow.

The message from the TfL modelling appears to be: congestion is so heavy at peak in the main direction of flow that almost no extra motor vehicles would be able to pass over Wandsworth Bridge. Apparently TfL believe Hammersmith and Chiswick Bridges will take the majority of the displaced traffic. It does not appear that TfL have modelled any impacts on cycling.

Chiswick Bridge’s approaches are poor, but the pavements are cycleable which is in part why so few cyclists over that bridge will appear in DfT data. What is striking is that Putney clearly has a large number of cyclists compared to the other bridges and the question is will they ride to the bridge and dismount or take another route?  Let’s look at the map of the area.

[osm_map lat=”51.475″ long=”-0.211″ zoom=”13″ width=”600″ height=”450″ marker=”51.46683,-0.21315″ marker_name=”bicycling.png”]

There are quite a few alternate routes in the area, but clearly the west side of Fulham will be hardest to reach via them. If Hammersmith and Fulham council’s now preferred option of 11 months closure occurs that surely means an extra 5 months of disruption on local streets. Over the bridge there would be easier transit by bus and bicycle, but to reach it you would have to negotiate some congestion presuming the dire predictions of Cllr Nicholas Botterill come true.

But maybe a large number of journeys will evaporate, as happened when Hammersmith Bridge closed during the late 1990s. In that context consider this statement about the effect of the closure of Putney Bridge on Putney High Street in the Wandsworth council paper:

much of the traffic on Putney High Street is through traffic and the closure of the Bridge to facilitate these essential works is likely to create a quieter less heavily trafficked and polluted High Street more attractive to pedestrians and shoppers

It will be interesting to visit Putney High Street during whichever closure occurs and see how the removal of through traffic affects it. Putney High Street breached annual emissions for NO2 in January, barely more than a week into the year. If much of the traffic that helps cause that is through traffic then it must either be coming to or from Hammersmith and Fulham or through it as well.

Hammersmith and Fulham council have repeatedly said they believe cycling can help combat congestion, if they think this closure risks it they could embrace cycling to help.  It is a pity that Wandsworth don’t identify any measures they would take to manage congestion and encourage other modes of transport. Perhaps Hammersmith and Fulham could suggest some measures, and seek supportive funding for them? Perhaps more use could be made of the quiet cycle route parallel to Fulham Palace Road and of the imminent Hire Bike scheme?

There is a consultation to which responses can be sent now detailed in the Hammersmith and Fulham Council news piece. We are considering the effects before submitting our response and welcome a discussion in the comments below.

Of course once this is complete things can return to normal, or perhaps better than normal if you help us analyse local barriers to cycling. And of course, Hammersmith Bridge is set for it’s own closure for repairs in the coming years.

Hire Bikes Come to Hammersmith and Fulham (but mostly Fulham)

After many months of work, and some years of planning the London Cycle Hire scheme is coming to Hammersmith and Fulham, launching on Friday December 13. The council have a very cheery piece of news heralding this which has been well picked up, which we’ll quote from – this is Cllr Victoria Brocklebank-Fowler:

We have worked hard to bring this fantastic scheme to H&F and our residents can now enjoy the benefits of these bikes which are easy to ride and offer low-cost alternatives to other ways of travelling around the borough. We hope more people will be encouraged to get on their bikes and this could help cut congestion on our roads, which has been central to our Get H&F Moving campaign

The ambition she states is good, but we have reservations. As easy as the bikes may be to ride, the roads in Hammersmith and Fulham are much the same as ever. We continue to have two major gyratory systems at the centre of Hammersmith and Shepherd’s Bush, and the narrower and more windy roads of Fulham where the bulk of the bikes will be docked are not a pleasant cycling environment. Even the newer roads around Westfield where hire bikes first appeared in the borough are not a pleasant cycling destination, and need complete overhaul as it celebrates five years and looks to be expanded. Westfield cannot cope with Chistmas peaks using cars and public transport alone, as the follwing reports from TfL’s own traffic team show.

 

 

 

 

Hire bikes came to Westfield in March 2012, however issues with the car parks being full around Christmas have happened repeatedly before and since their arrival. Clearly the addition of hire bikes alone was not enough to deal with congestion at Westfield.

CTC have made their own investigations into the bike hire, and believe that the London scheme is currently the least used and most expensive scheme in Europe.

We are keen to see changes in Hammersmith and Fulham that make cycling on main roads safe, attractive and direct, and link appropriately into local neighbourhoods. The council is right to link the possibility of more people cycling to helping cut congestion, but we don’t believe any reduction will be meaningful until major barriers to cycling are tackled.

The local section of the hire bike stations map
The local section of the hire bike stations map

The perception of cycling locally is an issue, it does not readily appear safe. Despite recent deaths, it is hard to say that the activity of cycling is any more dangerous than it was, though we remain concerned. Figures locally show that driving in particular has got a lot safer during the last decade whereas cycling hasn’t, even taking growth in cycling into account. There remain few safe cycling facilities, and they are not joined up. Good quality facilities are the best advert for cycling. Without a ‘step change’ as called for in the Mayor’s Cycling Vision in Hammersmith and Fulham we will not see cycling become safer and grow as we and council would like it to. 

It’s worth also considering the issue of parking, for the majority of local people cycling who will be continuing to use their own bikes. Whilst the council is responsive in particular cases to requests for extra cycle parking there is no major cycle parking at any development other than some sheffield stands. A radical increase in parking locations, density and quality is necessary – consideration must be given to parking in the carriageway or under cover with direct access to key destinations such as supermarkets and cinemas.

Things could be worse of course, as our neighbouring borough Kensington and Chelsea features even fewer facilities for cycling. Kensington and Chelsea continues to block the proposal for segregated lanes on Kensington High Street. We are concerned that Superhighway 9 may yet not happen due to their obstruction, and Hammersmith and Fulham council are already planning on that basis with recent council papers saying “it is likely that TfL’s cycle superhighway [9] will now not go ahead”. We need to be joined to London, and our neighbouring boroughs need to think not just of their residents, but those work, shop and pass through by bike from boroughs like our own.

An example of segregation that could be used on Kensington High Street - at risk due to the council objecting
An example of segregation that could be used on Kensington High Street – at risk due to the council in Kensington & Chelsea objecting

Despite the council citing £2m of developer funding they’ve helped fund the scheme with, there is London tax payer money being used to fund the hire scheme. TfL itself funds ongoing and one-off costs and whilst Barclays sponsors  it covers only a portion of these. The cycle hire is not some treat, Londoners must bear in mind that a lot of money has been spent on the bike hire scheme. We need to see the oft quoted “near £1bn” (actually £913m over 10 years, not all guaranteed) used to fund meaningful changes to Hammersmith and Fulham and neighbouring boroughs thus enabling many more journeys to be undertaken safely in the area and beyond. The council needs to be bidding aggressively to get funds for schemes to tackle barriers to cycling in Hammersmith and Fulham, much as it did to get Cycle Hire. The effort they are so well practiced in using to get developer funding needs to be expended on cycling. They have a promising if basic start in their recent bid for cycling funds, but still show no ambition to tackle the major barriers.

Of course there are more barriers than those we’ve identified. We’re going to summarise the issues we know locally in a further post, but you can help us out now by identifying local issues in our Space4Cycling survey, or adding your weight to known issues like Hammersmith Broadway. We hope that we can make progress with making cycling safer in Hammersmith and Fulham and beyond from 2014.