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Letter – TfL, Cycling Commissioner January 2014 Agreements Follow-up

(this letter is referenced in Stop Killing Cyclists’ press release HERE)

22nd January 2014

To:  Mr Andrew Gilligan (Cycling Commissioner and Mr Leon Daniels (CEO Transport for London)

c/o Palestra Building
Blackfriars Road

From: Donnachadh McCarthy & Stephen Routley
Co-founders Stop Killing Cyclists


Dear Mr. Gilligan and Mr. Daniels,

Re:   Meeting with Stop Killing Cyclists on 21st January 2014


Thank you for the time you spent with us for yesterday’s discussion – it was much appreciated.

We collectively thought it was a forthright and constructive exchange.

We appreciate that you did not have much time to review the Briefing Paper (Attachment 1) we sent you prior to the meeting and we were pleased with your engaged response.  Regarding the Stop Killing Cyclists List of Demands  we presented to Mr. Daniels on 29 November 2013 (also found in Attachment 1), we were pleased with your agreement to act on the following:


Cyclist & Pedestrian Representation on TfL Board

Andrew agreed to ask Mayor of London to include cyclist and pedestrian representatives on the TfL Board


The Boroughs and Cycling

Andrew agreed to consider the potential for an annual survey of cycling provision in each of London’s 32 Boroughs. This would facilitate an objective comparison of cycling provision in each Borough and provide a useful information course for safety campaigners in the individual boroughs.

Stop Killing Cyclists undertake to consult with our 1,600 members and submit some suggested criteria in time for the next meeting.


Oxford St and Crossrail

Leon agreed to include provision for cycling in the terms of reference for the study being conducted to consider changes in that street’s layout and function as a result of Crossrail’s opening in 2018.

TfL to ensure that any terms of reference for this consultant will consult with cycling and pedestrian groups as part of this study, to ensure that its consultations on the option of closing Oxford Street  to vehicular traffic includes the potential for making Oxford Street a pedestrian/cycling major hub.

We would welcome if TfL could seek to provide a categoric response over which agency – it or Westminster Council- serves as the primary legal highway authority for Oxford Street, taking into account the powers vested in the Transport Management Act 2004 which gave TfL powers (a) to stop the Westminster City Council from exercising powers in the Road Traffic Regulation Act 1984 and the Highways Act 1980 and (b) the Secretary of State for Transport powers to designate a network of Strategic Roads in London which he exercised and included Haymarket, Oxford Street, Piccadilly, Regent Street and Strand.


New Planning Applications along Cycle Superhighway Routes

Andrew agreed that a mechanism was needed to ensure any planning applications (in addition to the major projects that are already referred to the Mayor’s Office) that are submitted along the routes of the Cycle Superhighway, do not negatively impact on current or future designated superhighways.

Ideally any planning applications along the routes would need to be referred automatically by the Boroughs to the Mayor to comment on whether they provided adequate space for the superhighways.

Stop Killing Cyclists agreed to submit such a proposal to the consultation on the new London Plan. But we would also welcome the Cycling Commissioner considering if any action can be urgently undertaken in the meantime to ensure more disastrous decisions are not taken by the boroughs along the Superhighway routes.


Junctions along Superhighways

Stop Killing Cyclists raised the important issue of how junctions along the routes of the superhighways are dealt with. We believe there appears to be very little thought currently given to the safe entry and exits from the blue lanes. We would welcome a response to how this can be remedied urgently for the already installed and planned Superhighways at the follow-up meeting.



Andrew referred to the surveys carried out into Londoners attitudes to cycling.  SKC seeks to represent the interests also of the large percentage of Londoners who wish to cycle but are currently too frightened to do so.

We would welcome future surveys to ask how many people would like to cycle regularly if a safe cycle lane network was installed and other such questions asking what would be the key actions that would encourage them to cycle regularly or allow their children to cycle.


Training Provision on Dutch Standards for the Boroughs

SKC suggested that the Boroughs be offered pro-actively by TfL, training schemes for their traffic engineers/planners/lead councillors in Go Dutch Standards and philosophy which puts the expected actions of a range of road-users (from good to bad) at the heart of the design process.

We would welcome a response to this suggestion at the next meeting.
Follow Up Meeting / Cycle Planning Disasters Tour

We will send a separate invite to our Cycle Planning Disasters Tour on the 8th February.

Both AG and LD agreed to a follow up meeting to discuss the Stop Killing Cyclists Demands that were not covered at the meeting.

We are grateful for your willingness to have a results-focussed dialogue with Stop Killing Cyclists.

Please liaise with Donnachadh to agree a date.
We look forward to our next meeting within two months.


Yours sincerely,
Donnachadh McCarthy
Stephen Routley

Co-founders Stop Killing Cyclists

CC:  Will Nickell, Betty Farnum, Tom Kearney (Stop Killing Cyclists), Stop Killing Cyclists Membership List

Briefing Paper – Meeting with TfL and Cycling Commissioner

(this paper referenced in Stop Killing Cyclists’ press release HERE)

21 January 2014

Briefing Paper for Stop Killing Cyclists Meeting with Transport for London’s CEO Leon Daniels and the London Mayor’s Cycling Commissioner Andrew Gilligan.

Cycling is major positive contributor to London’s quality of life.

It enables people who cycle to be fitter and healthier.

It reduces the toxic pollutants contributing to 4,000 Londoners deaths per year.

It reduces road and public transport congestion. Every car-driver who chooses to cycle to work is a car off the road and every bus/tube passenger who cycles frees up a space for others.

It is one of the most cost efficient ways to reduce central London’s carbon emissions.

It eliminates transport poverty for thousands of low-waged workers who cycle to work.

Cycling is already making an enormous positive contribution to London’s economy.

It is one of the healthiest and most environmentally sustainable transport modes. It enables us to travel the kind of distances that allow us to reach most destinations within a city.

Cycling is economically sustainable with research indicating phenomenal payback for investments in cycling infrastructure when compared to investments in roads and high-speed rail with paybacks ranging from £9-£20 per pound invested.

Cycling investment has a payback period of 1-3 years, compared to over 20 years for road schemes.

Transport Poverty

The cost of cycling is low and if it was perceived to be a safe mode of transport, it would make a major contribution to reducing transport poverty for hundreds of thousands of Londoners, due to the very high cost of public transport in the city.

For someone earning the current national minimum wage of £12, 62, living in zone 4, the cost of a zone 1-4 travel card is £2,136 per year (if you pay annually, which most people can’t afford to do).

That consumes a staggering 17% of their wages on transport alone and tips them into official transport poverty.

Rent for a small studio flat (excluding bills) is likely to be £150 per week, which is £7,800 per year.
Transport + rent = £9,936 – or 79% of total annual income.

That leaves less than £51 per week for bills, food, clothing etc.

Removing the transport cost by spending a one-off payment of £100 on a bike would give such a minimum wage earner an extra £40 per week, giving an approximate £90 per week for bills and food instead.


Reducing Congestion

As bikes take up far less road space than cars they are a major solution to London’s traffic congestion problems.

Congestion is estimated to cost London around £2bn every year (GLA, 2011).
Cycling having zero emissions is also a major solution to reducing the estimated 4,000 excess deaths are attributed to pollution in London each year (Miller, 2010).

In London, cycling and walking have been side-lined due to the excessive focus on motorised transport.

London does not feature in any of the lists of the world’s most liveable cities (Walker, 2013), in large part due to the hostile environment for pedestrians and cyclists. It is an ancient city not designed for the motor-car but which has had a car-culture jammed into it.

While huge amounts of money are being poured into projects like Crossrail and upgrading the Underground network, investment towards making walking and cycling safe and enjoyable are tiny in comparison.

The previous increase in the cycling modal share has stalled in the last two year and is still tiny when compared to many other European cities.


Fairness and Equality

The profile of people cycling in London is not representative of the general population: women, the elderly, children, and minorities are all under-represented.

According to the report “Understanding Walking and Cycling”, due to lack of infrastructure investment, risk perception and convenience (Pooley et al., 2011), all three of which can be tackled by addressing the demands below.


London Transport’s Pyramid of Death

Despite the advantages cycling brings to London, Stop Killing Cyclists and Stop The Killing are alarmed at the level of death and disease that Transport for London and the Borough’s transport policies are imposing on Londoners.

The staggering statistics demonstrate that these bodies as currently constituted and run are not fit for purpose. Since 2008 – under current Mayor and Borough leaders:

  • Over 90 cyclists killed.
  • Over 420 pedestrians killed.
  • Over 3,600 cyclists seriously injured.
  • Over 15,000 pedestrians and cyclists killed or seriously injured.
  • Over 24,000 deaths from lung and other transport pollution caused diseases.
  • Over 300,000 people died globally from CO2 emissions with transport emissions.
  • Over 2,000,000 Londoners suffering from obesity and lack of fitness leading to a range of related diseases, which could be radically reduced if they felt London’s roads, were safe to cycle on.

Transport contributes 20% of climate crisis emissions, with millions more predicted to die as forecasts for the rise in global temperatures soar to between 3-6C0. 

The rate of cycling deaths or serious injuries on London’s roads has increased since 2010, according to TfL figures.

The number of cyclists killed or seriously injured per million journeys was 2.37 in 2010, but rose to 3.17 by 2012, a rise of 33%!


Stop Killing Cyclists Demands:

The following are the demands made by the campaign group “Stop Killing Cyclists”. All of them are realistically achievable with the right leadership from TfL and the Boroughs, as
examples of each of them being implemented can be found around the world.

Their purpose is to enable TfL to maximise the enormous positive contribution cycling can make to London and to replace the current shocking TfL Pyramid of Death with a Zero KSI* Vision as the Mayor of New York as just adopted. (*Killed and Seriously Injured).

1) We want 10% of TfL budget spent per year on cycling until such time as we have a safe network completed. (£600 million/year).

The Dutch spend £24 per person per year on cycling infrastructure.

TfL currently spend approximately £82 million per year, which equates to £9.90 per person. The ten year cycling plan announced a budget of £913 million, which due to London’s rapidly increasing population means that spending per person will basically remain frozen.

If we spent at Dutch levels per person, the expenditure would be £200 million but the Dutch already have been investing in a safety infrastructure since the 1970s.

Thus to deliver Dutch standards across the TfL and Borough networks, investment needs to be at least triple their current budget or 10% of TfL budget.

The annual capital expenditure on cycling which is less than £82 million can be seen for the derisory amount that it is when compared to the £500 million Bank Tube station refurbishment or the equivalent of 0.5% of the £16,000 million single Crossrail project cost.


2) Cycling Organisations need 2 formal Board Members on TfL Board.

The current TfL Board composition is not fit for purpose.

The active participation of cycling and pedestrian organisation representatives in TfL board meetings would help ensure that cycling/pedestrian issues become a priority in decision-making.  More informed decisions will be possible with regards to projects ranging from train station upgrades through to roadwork management, keeping cycle provision in mind at all stages.

Pedestrians likewise deserve representation.

Our analysis is that the current board composition is:

5 bankers/big business, 2 taxi reps, 2 aviation industry, 1 HGV, 3 Conservative Politicians, 1 trade unionist and 1 disabled person.


3) We need ALL Boroughs to be spending at least 10% of their Mayoral approved transport budgets spent on cycling infrastructure.

Many boroughs are actively blocking progress on safer cycling despite warm words expressed in policy and statements.

Southwark Council for example has allocated £Zero to new segregated cycle lanes in its current 3 year transport budget. Lambeth Council likewise spent Zero on segregated cycle lanes in the last 4 years.

Their planning departments are often designing in new dangerous junctions and refusing to grab the opportunities for safer cycling infrastructure which new developments provide.

The failure of TfL to actively intervene in planning applications along the proposed Superhighways means that once in a century opportunities are being lost.


4) All Borough and TfL Transport Heads to be qualified to deliver Dutch style “Sustainable Safety” or be replaced.

The Dutch have adopted five principles of “sustainable safety” which are designed to prevent crashes, or at the very least, prevent serious injury in those that do occur. This proactive approach takes into account the physical vulnerability of pedestrians and cyclists, as well as the cognitive capabilities and limitations that so often contribute toward crashes (SWOV, 2012). While some principles are already incorporated into UK road design, such as the predictability of road design, other principles are not currently accommodated for. Thus, adopting these principles could be an important step in making cycling (and walking) both safer and more appealing, thereby increasing their modal share. Table 1, reproduced from a SWOV factsheet, lists the five principles of “sustainable safety”; more information on the subject can be obtained by reading the relevant document in the reference list.

Sustainable Safety Principle Description
Functionality of roads Mono-functionality of roads as either through-roads, distributor roads, or access roads in a hierarchically structured road network
Homogeneity of mass and/or speed and direction Equality of speed, direction, and mass at moderate and high speeds
Predictability of road course and road user behaviour by a recognizable road design Road environment and road user behaviour that support road user expectations through consistency and continuity of road design
Forgivingness of the environment and of road users Injury limitation through a forgiving road environment and anticipation of road user behaviour
State awareness by the road user Ability to assess one’s capacity to handle the driving task

Table 1. The five principles of sustainable safety

Southwark’s Head of Transport has publicly and in policy terms opposed segregated cycle lanes and called for the use of cyclists to slow traffic instead!

Westminster’s Head of Transport is equally failing to support new segregated cycle lanes.

The City of London is opposed to segregated cycle-lanes.


TfL needs to call for an urgent cycling summit between all the Heads of Borough Transport Departments and the cycling bodies.


5) ALL dangerous junctions need to be redesigned to Dutch standards ASAP.

For signalised junctions, this includes the provision of separate signals for bicycles (on the same stage as pedestrians if in parallel), kerb protected left-hand-turns as well as the provision of segregated paths on busy roads that allow the safe bypassing of T-junctions and allowing left-on-red without ever interacting with other vehicles, thus reducing travel times as an added benefit.

There are thousands of dangerous junctions in London whose design has never taken cycle safety into account. The Mayor’s programme of dealing with just tiny 38 of the most dangerous junctions is woefully inadequate.

6) Make Oxford Street a pedestrian/cycling only street

Oxford Street is Europe’s ‘busiest shopping street’ (Daily Telegraph, 2 August 2010), yet is also the most dangerous in the London in terms of collisions (35 times higher than the average London Street according to the GLA’s “Streets Ahead” Report) resulting in, since April 2010, an average of over four vehicle-pedestrian reported collisions per month, around two of which involve buses, and a pedestrian is seriously injured about every month-and-a-half.

Since April 2010, buses have been involved in sixty percent of the collisions resulting serious injury on Oxford Street.

Other cities around the world, from New York to Paris, have been converting busy pedestrian/traffic areas into pedestrian-only zones; for example, Times Square has already been partially pedestrianized, with further improvements being started (CBS, 2013). This pedestrianizing of the area has already proved hugely popular, with increased store sales being reported (New York Times).


7) All London streets to be 20mph

TfL should immediately introduce 20 mph speed limit for its road network and for all its contracted buses on all Borough road networks.

It should also work with the 32 Boroughs to introduce a consistent 20mph speed limit across London asap.

TfL also needs to lobby ACPO for enforcement of 20 mph speed limits.

Impact speed vs Pedestrians

8) Require Compulsory Cycle Awareness training for all truck/bus companies operating in London

This will ensure raised awareness of bicycles and their vulnerability to drivers of HGVs and buses, especially during the interim period while better infrastructure is being constructed.


9) Increase safety for cyclists by allowing filtered left-hand-turns (i.e. changing the junctions to “Yield Right of Way” designation for cyclists, to become standard design at junctions, with top priority for pedestrians

This measure would reduce the incidence of collisions with motorised traffic and resultant fatalities.


10) End TfL’s disastrous policy of prioritising smooth flow and speed of traffic and instead adopt policy of placing safety of vulnerable road users – cyclists, pedestrians and children at the top of your transport hierarchy.

Given the huge benefits of walking and cycling in terms of reducing obesity, lessening air pollution, improving mental health, increasing social equality, reducing congestion, and even improving sales for local businesses that lie along cycle routes, the idea of continuing a traffic-engineering based approach that focuses solely on maximising hourly PCUs through an intersection, and reducing travel time for motorists, is akin to trying to put out a fire with petrol.

Priorities must be stated, and goals must be set – a transport department in a city that has its priorities focussed on the movement of motor traffic, rather than the movement of people, is one that is in dereliction of duty in adequately performing its role. The focus of enabling mobility in a city must be on active and public transport. While the latter has been achieved well in London, the former is sorely lacking.

Thus, the policy of smoothing the flow and increasing speed of traffic, which comes at the expense of those choosing to use active travel, is one that should be dropped immediately.

11) Where provision for traffic and space for safe walking and cycling are in conflict, TfL must change its current lethal policy to one of prioritising vulnerable road users

As stated above, cities are, above all, places for people. Therefore, for a city to be healthy in all respects, it must focus on the wellbeing of people. Making streets safe and friendly for pedestrians and cyclists is good for business and tourism and helps promote an atmosphere of socialising and easy mobility rather than one of fear and negative emotions where people do not want to spend time (Mehta, 2013).


12) Ban on any vehicles whose drivers cannot see adjacent road-users. Children, pensioners and inexperienced adults should not be forced to share space with HGVs.

There are two very good reasons for this statement, as well as some proven steps to prevent such interaction from occurring. The main concern is that the sharing of road space between HGVs, buses, and cyclists results in negative impacts upon both actual and perceived safety. This can be seen in London, where the rate of cycle deaths (2.2 deaths per 100 million km cycled) greatly exceeds that of the national rate in the Netherlands (1.1 deaths per 100 million km) or Germany (1.6 deaths per 100 million km) (Department of Transport UK, Buehler and Pucher, 2012).

London has the highest KSI rates (70/100 million km cycled) in the country for cyclists, with it being 35% higher than the South-West. (UK Department of Transport).

Perceived safety is very important in getting people onto bikes. Perceived risk associated with cycling on busy roads was one of the main reasons given in the UK for not using one’s bike more often (Pooley et al., 2011). Furthermore, it is exactly the groups mentioned – children, the elderly, as well as women – who are most risk averse, and this risk aversion is likely the main reason for the under-representation of these groups cycling in London (Steinbach et al., 2011; Garrard, Rose, and Lo, 2008).

HGVs and Buses are responsible for 20% percent of deaths and 25 percent of serious injuries to cyclists in London each year (RoSPA 2013).

The use of side detection technologies (cameras, radar) in the blind spot of large vehicles must become compulsory.  We need also to reduce the numbers of HGVs through the use of freight distribution centres and use of cycle logistics and seeking way to reduce unnecessary transport e.g. returning waste transport to barges. It is crucial to crack down on the shocking levels of trucks being driven illegally or in an illegally dangerous condition on London’s streets. A recent Metropolitan Police action found over 70% of trucks stopped to be breaking the safety laws. The estimated total figure is about 30%. This urgently needs to be prioritised with a target of 99% found to be compliant with existing safety laws.


13) We need a FULL, integrated, safely designed, segregated cycle network in London within 5 years.

A segregated cycle network alongside major or busy roads, combined with filtered permeability on minor roads, would go a long way in increasing cycle accessibility to those currently excluded in London. It would increase both actual and perceived safety, thus eliminating one of the biggest barriers to cycling in London. This network should be integrated with public transport, and provide ample cycle parking, a combination that Pucher, Dill, and Handy (2010) say is key to ensuring the success of city cycling.

The most useful measure of all would be the implementation of Dutch quality segregated cycle paths, along with separate or advance staging for cycle traffic on these paths. While separate bicycle stage signals will require time at junctions with high saturation flows, increased cycle mode share and reduced car use would compensate for this over time.


Dutch Cycling Expenditure: click HERE (Dutch)

British Cycling Economy: click HERE

Buehler, R. and Pucher, J., 2012. International Overview: Cycling Trends in Western Europe, North America, and Australia. In: Pucher, J. and Buhler, R. eds., 2012. City Cycling. Cambridge, MA: The MIT Press.

CBS, 2013. Bloomberg Unveils Redesign Of Times Square Pedestrian Plaza. [online] 23 December.

CROW, 2007. Design manual for bicycle traffic. Ede, The Netherlands: CROW.

Garrard, J., Rose, G. and Lo, S.K., 2008. Promoting transportation cycling for women: The role of bicycle infrastructure. Preventative Medicine, (46) pp. 55-59.

Greater London Authority (GLA), 2011. The Future of Road Congestion in London. [pdf]

Mehta, V., 2013. The Street. New York, NY: Routledge.

Miller, 2010. Report on estimation of mortality impacts of particulate air pollution in London. [pdf] Institute of Occupational Medicine.


Pooley, C. et al, 2011. Understanding walking and cycling: summary of key findings and recommendations, [online]

Pucher, J., Dill, J. and Handy, S., 2010. Infrastructure, programs, and policies to increase bicycling: An international review. Preventative Medicine, (50) pp. S106-S125.

Steinbach, R., Green, J., Datta, J. and Edwards, P., 2011. Cycling and the city: A case study of how gendered, ethnic, and class identities can shape healthy transport choices. Social Science & Medicine, (72) pp. 1123-1130.

SWOV, 2012.  SWOV Fact sheet – Background of the five Sustainable Safety principles. [pdf]

Speed/Fatality Graph:

Walker, P., 2013. London: no city for cyclists. Bike blog, [blog] 3 December.


— Drafted by David Hicks, Tom Kearney, Donnachadh McCarthy and Will Nickells. 

Coverage of pavement cycling guidance

Police cycling on pavement in Fleet, Hampshire
In its first major campaign success, the Stop Killing Cyclists group welcomed the re-issuing of Ministerial Guidance on Pavement Cycling by the Minister for Cycling Robert Goodwill MP, in response to representations made by the campaign to the Minister for Transport.



NEWSPAPERS – Nationals

NEWSPAPERS – Regionals


ITV London (15 January 2014): Ministerial guidance on cyclists using pavements (news clip video)




Pavement cycling guidance

Police cycling on pavement in Fleet, Hampshire
UPDATE: for coverage in the media of this, please click HERE.

The Minister for Cycling Robert Goodwill MP, in response to representations made by the campaign group Stop Killing Cyclists to the Minister for Transport, stated in a letter:

Robert Goodwill MP
Robert Goodwill MP

“I agree that the police should be using discretion in enforcing this law and would support Paul Boetang’s original guidance.”

Mr Goodwill continued,

“You may wish to write to Sir Hugh Orde, President of the Association of Chief Police Officers, to bring this matter to his attention too.”

The original Ministerial Guidance issued by Paul Boateng stated:

“The introduction of the fixed penalty is not aimed at responsible cyclists who sometimes feel obliged to use the pavement out of fear of the traffic, and who show consideration to other pavement users.

“Chief police officers, who are responsible for enforcement, acknowledge that many cyclists, particularly children and young people, are afraid to cycle on the road, sensitivity and careful use of police discretion is required.”

The Stop Killing Cyclists campaign group followed-up on Mr Goodwill’s suggestion and sent a letter to Sir Hugh Orde of the ACPO.

ACPO logoOn 17 January 2014, the ACPO stated that it had sent the guidance to all local police forces; National Policing Lead for Cycling Assistant Chief Constable Mark Milsom  said:

“We welcome the re-issued guidance from the Minister for Cycling in respect of cycling on the pavement and have re-circulated this to all local forces.”

He continued,

“The issue of cycling on the pavement, as in other areas of law enforcement, varies according to local circumstances. The ministerial guidance supports the importance of police discretion in taking a reasonable and proportionate approach, with safety being a guiding principle.

London’s roads present unique challenges, not least of which is the sheer number of drivers, cyclists and pedestrians who use them, therefore their approach may vary from other areas of the country.”

The news of the re-issued guidance was covered in the media – you can read about that on our dedicated page:

We now have a YouTube channel!

With thanks to Paul Brocklehurst we now have our very own YouTube channel – and a Google+ account too!

Please be sure to hit the subscribe button there (and ‘like’ our videos)!

The first two uploads are interviews with the co-founders of Stop Killing Cyclists…

ITV London with Donnachadh McCarthy:

NuSound Radio with Steve Routley:

Cycling Minister reaffirms guidance to police regarding pavement cycling

Donnachadh McCarthy writes…

Robert Goodwill Minister for Cycling Letter (pdf)
Click on the thumbnail to read the letter from Robert Goodwill MP, the Minister for Cycling (pdf, dated 9 January 2014)

Wow – some positives from the meeting with the Lib Dem Minister of State (Department for Transport) Baroness Susan Kramer – see article about that by clicking HERE.

I have received a letter from Robert Goodwill, who is the Tory “Minister” for cycling (aka Parliamentary Under-Secretary of State for Transport).

(UPDATE:  click for PRESS RELEASE and LETTER TO POLICE; or to see the MEDIA COVERAGE including the ACPO police response)

Whilst the letter covers only a few of the cycling safety issues I raised with Susan, it does cover my request for ministerial clarification on the guidance for implementation of the fixed penalty fines for pavement cycling.

This follows my being told by Operation Safeway police that they had been instructed by their senior officers to ignore the guidance and to implement the letter of the law instead.

The GOOD news is the minister re-endorsed the original guidance by the Minister who introduced the fines, Paul Boateng which was :

“‘The introduction of the fixed penalty is not aimed at responsible cyclists who sometimes feel obliged to use the pavement out of fear of the traffic, and who show consideration to other pavement users when doing so. Chief police officers, who are responsible for enforcement, acknowledge that many cyclists, particularly children and young people, are afraid to cycle in the road… sensitivity and careful use of police discretion is required “

This was one of the issues the Vauxhall Cross Demo was addressing.

He also gives a potential positive to our suggestion that the DfT should be monitoring what local councils are doing on cycling, so that the data can be examined and compared and badly performing councils identified and held to account.

I have attached the letter (click on the thumbnail to see the pdf copy).

Yes We Can!


Press Release – Minister Endorses Responsible Pavement Cycling by Vulnerable Cyclists if Roads are Too Dangerous

SkC Press Release15th January 2014

Minister Endorses Responsible Pavement Cycling by Vulnerable Cyclists if Roads are Too Dangerous

The Cycling Campaign group Stop Killing Cyclists today welcomed the re-issuing of Ministerial Guidance on Pavement Cycling by the Minister for Cycling Robert Goodwill MP, in response to representations made by the campaign to the Minister for Transport.

The original Ministerial Guidance issued by Paul Boateng stated:

“The introduction of the fixed penalty is not aimed at responsible cyclists who sometimes feel obliged to use the pavement out of fear of the traffic, and who show consideration to other pavement users.

“Chief police officers, who are responsible for enforcement, acknowledge that many cyclists, particularly children and young people, are afraid to cycle on the road, sensitivity and careful use of police discretion is required.”

Stop Killing Cyclists believe this is exactly the right approach to take.

Cyclists should be fined for riding on the pavement if they are dangerous or in any way disrespectful to those on foot. Similarly, police should penalise red-light jumpers if they are irresponsible and put other road users at risk.

We have today called on the President of ACPO, Sir Hugh Orde to support the re-issued ministerial guidance in how they apply the law on pavement cycling.

The Metropolitan Police Operation Safeway as currently operated is in our opinion endangering lives as it forces responsible cyclists off empty pavements and back into the path of lethal HGVs.

Stop Killing Cyclists Spokesperson Donnachadh McCarthy stated

“Fining vulnerable cyclists for cycling responsibly on the pavement at extremely dangerous junctions like Vauxhall Cross, is a bedroom tax on two-wheels as there is no safe alternative for them to cycle on.”

We also object to its disproportionate targeting of cyclists, which has seen cyclists penalised at a rate 35 times higher than their comparable mileage and numbers deserves when compared to motorised vehicles.
A recent action by the police found over 70% of trucks to be in a dangerous condition.

The Metropolitan Police should be targeting substantial resources to reducing the number of illegally dangerous trucks on our streets to below 1%, instead of penalising cyclists disproportionately.

Stop Killing Cyclists is calling for an urgent meeting with the Metropolitan Police Commissioner to discuss policing of cyclists in the capital.



Note to editors:

Stop Killing Cyclists is the direct action protest group set up after the recent spate of cyclist killings in London. They arranged the mass Die-In at TfL HQ where 1,500 cyclists lay down in the road in protest at lack of safety investment in London.

#TfLKillingTruth Internet Poster Blitz


At 8pm tonight, the 8th January 2014, please spread the “Subvertising” posters around the Internet by your favourite means – Twitter, Facebook, Pinterest, Blogs, …

  • See our original blog about this campaign by clicking HERE
  • See a collage of various posters and subvertisements by clicking HERE
  • See a press release by clicking HERE (pdf)

Below are some cut & paste texts that you can use to spread the message far and wide; they include the hashtags used by Twitter and Facebook to group things: #TflKillingTruth and #StopKillingCyclists — you can also use #StopTheKilling if a poster is not specifically cycling related.

Thank you to all the volunteers who took the time to create the subvertisements… Castel Burke, Charlotte Cox, Tom Kearney, Donnachadh McCarthy, Maggie Mizzi.


  • Right-click on the image to the left and save it to your computer
  • Copy and paste the tweet-friendly text on the right into Twitter (or Facebook etc)
  • Add in the image that you saved to your computer
  • Repeat!
Image to download Tweet to send, or Facebook etc posting
Subvertisement - TMK - Two London buses a day in crashes #TfLKillingTruth Two London buses a day are involved in crashes with cyclists and pedestrians
Subvertisement - CB - One person a day is killed #TfLKillingTruth 1 person a day is killed or seriously injured by a TfL bus #StopTheKilling
 Subvertisement - CC - Ghost bike #TfLKillingTruth Don’t wait for more to die, Boris @MayorOfLondon #StopKillingCyclists
 Subvertisement TMK8 - About 1200 people lying on the road in front of TfL HQ #TfLKillingTruth 2000+ killed or serioiusly injuried by TfL buses while Boris @MayorOfLondon
 Subvertisement TMK7 - NYC has vision zero #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement TMK6 - Just another day on Europe's BUSiest shopping street #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement TMK5 - I think I'm being watched #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement TMK4 - And what's wrong with Zero #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement TMK3 - So what are TfL buses doing Leon #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement TMK2 - This HGV is lethal #TfLKillingTruth This HGV is lethal #StopTheKilling #StopKillingCyclists
 Subvertisement TMK1 - Why are TfL buses hitting vulnerable road users so often #TfLKillingTruth Why are TfL buses hitting vulnerable road users so often #StopTheKilling
 Subvertisement- DM - Real lanes not painted killing lanes #TfLKillingTruth Real lanes not painted killing lanes #StopKillingCyclists #StopTheKilling
 Subvertisement - MM - The view through rose-tinted specs #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement - MM - Not just toxic #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement - MM - London make it safe for cycling #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Subvertisement - MM - Extend your life #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Poster - TK - 44 per cent of pedestrian fatalities #TfLKillingTruth #StopTheKilling #StopKillingCyclists
 Poster - PH - Get killer trucks of our roads #TfLKillingTruth #StopTheKilling #StopKillingCyclists

Subvertisements #TfLKillingTruth – an Internet-based Poster Blitz

Click on the collage to see all the posters which are at the STOP THE KILLING website.
Click on the collage to see all the posters which are at the STOP THE KILLING website.

Our latest “event” for STOP KILLING CYCLISTS…

#TfLKillingTruth Internet Poster Blitz Protest

Start Time: Wednesday 8th January 2014, 8pm


After the recent spate of cycling tragedies, Transport for London and the Metropolitan Police Leadership instead of tackling the causes of the deaths and their killers, instead went on a destructive rampage of attacking cyclists and the Stop Killing Cyclists protests.

They shamefully blamed the cyclists for their own deaths and outrageously blamed our protests for discouraging people from cycling.

The police fined cyclists at a rate of 3,500% higher than drivers and not a single extra penny has been added to the cycling safety budget or a single extra junction proposed to be made safer since the killings, by Transport for London or the 32 Boroughs. TfL also produced a series of posters aimed at victims rather than the killers.

In response Stop Killing Cyclists are launching an Internet Poster Blitz .


Members of the Stop Killing Cyclists group on Facebook (HERE) have created an array of provocative posters, which will be launched on Wednesday evening at 8pm.

You can find them on the ‘Stop the killing’ website because not just people on bicycles are being killed on the roads – click

Stop Killing Cyclists members will then start emailing, twittering, Facebook sharing, Blog posting , web-siting etc etc the posters across the internet.

A number of these posters are sub-vertisements of the victim posters issued by TfL and are intended to criticise and transform the message into one of protest!

Our 15 demands include:

  • £600 million spent per annum on cycle safety by TfL;
  • 10% of the Boroughs transport budgets to be spent on cycling infrastructure;
  • 2 TfL Board members representing cycling; and,
  • A fully integrated segregated cycle network within 5 years.

Being able to cycle around London without fear of death is a human right for all age groups.

Please from Wednesday 8pm, start circulating these posters far and wide, so we can get our message heard! Please use the suggested hashtags like #TfLKillingTruth and #StopKillingCyclists

Many thanks
Donnachadh McCarthy
Steve Routley
Co-founders Stop Killing Cyclists


Here are some of the campaigning groups and individuals working towards the same goal of reducing (eliminating!) the conflict on the roads that leads to many thousands of people being killed or seriously injured.

 STOP KILLING CYCLISTS - Rory Jackson photo with vertical banner Stop Killing Cyclists (“radical and peaceful”)
RoadPeace logo RoadPeace (national charity for road crash victims)
Space for Cycling Space For Cycling (national; also see London-focused LCC space4cycling)
 The bus stops here - safer oxford street for everyone The Bus Stops Here: A Safer Oxford Street for Everyone
Brake charity logo Brake – the road safety charity



All that we do is based on volunteering and donations. We thank everyone for their help in support of Stop the Killing and Stop Killing Cyclists. Hopefully you have already been told by others in the group just how much we appreciate your donation of time, experience, supplies, equipment, positive encouragement, and whatever else you bring to the table. Truly: Thank you.