Stop Killing Cyclists to stage “No More Coffins – Die-In”
21 Symbolic Coffins will be laid outside TfL HQ, to mark the 21 people killed whilst cycling in London, since six were tragically killed in just one month in November 2013.
A Symbolic Tombstone marking the estimated 24,000 Londoners who have died from transport related transport pollution and inactivity diseases, over the two years will also be placed.
Where: TfL HQ, Palestra Building, Blackfriars Rd.
When: Friday November 27th, 5pm-6.30pm
What: Stop Killing Cyclists will be staging their third annual major cycling and pedestrian safety Die-In and vigil protest outside TfL HQ on Friday 27th November from 5pm to 6.30pm
The vigil is calling on all the London Mayoral candidates to support the Stop Killing Cyclists “10% by 2020” London Mayoral Cycle Safety Challenge.
Stop Killing Cyclists co-organiser Nicola Branch said: “Any mayoral candidate serious about tackling the shocking scandal of over 12,000 transport related Londoner deaths each year and the hundreds of thousands of Londoners living with terrible transport related diseases will back our “10 for 2020” Cycling Safety Challenge.” Stop Killing Cyclists co-founder Donnachadh McCarthy said: “10% of the TfL budget must be allocated to cycling infrastructure by 2020. The current pathetic 1.4% of the budget being spent on cycling safety is an insult to those dying from collisions, pollution and inactivity diseases and the tens of thousands of Londoners living every day with terrible health impacts.”
London Mayoral Candidate Responses
The responses from the declared London Mayoral candidates to the first of the Stop Killing Cyclists Safer Cycling 10 by 2020 challenges, which specifically calls for 10% of TfL budget by 2020 to be spent on cycling safety are as follows:
Two candidates Sian Berry (Green Party) and Rosalind Readhead (Independent) supported 10% of TfL budget to be spent on cycling by 2010. Lib Dem Caroline Pidgeon promised at least 3% and more if cycling exceeded 3% of traffic. Neither Sadiq Khan (Labour) nor Zac Goldsmith (Tory) would make any specific financial commitment to cycling, although Khan promised a “significant” increase.
Editors Notes: Below are background briefing papers which include A/ Full text of the Stop Killing Cyclists 10 by 2020 London Mayoral Safer Cycling Challenge (page 4)
B/ Summary of the London mayoral candidate replies to the 10 by 2020 challenge (page 5). C/ Detailed explanatory notes on the “10 by 2020” Mayoral Cycling Safety Challenge (page 9)
D/ Full text of London Mayoral candidate replies to the 10 by 2020 challenge – including Zac Goldsmith, Sadiq Khan, Sian Berry, Caroline Pidgeon and Rosalind Redhead (page 19)
10% by 2020
The most important core demand is that 10% of the TfL budget must be allocated to cycling infrastructure by 2020. The current pathetic 1.4% of the budget being spent on cycling safety is an insult to the 12,000 Londoners dying every year from collisions, pollution and inactivity diseases.
In response two candidates (Sian Berry – Green Party) and Rosalind Readhead – Independent) supported 10% of TfL budget to be spent on cycling by 2010. Lib Dem Caroline Pidgeon promised at least 3% and more if cycling exceeded 3% of traffic. Neither Sadiq Khan (Labour) nor Zac Goldsmith (Tory) would make any specific financial commitment to cycling, although Khan promised a “significant” increase. Oxford Street Closure to Vehicular Traffic: All five candidates supported this.
Idaho Law – Allowing Cyclists to turn left at red traffic lights if no pedestrians crossing: All five candidates agreed to consider this. Mini-Hollands for All London Boroughs All five candidates indicated support for more Mini-Hollands in the 32 London Boroughs, in addition to the four existing Mini-Holland boroughs. Ending HGV Blind Spots All five candidates to varying degrees supported retro-fitting of safety equipment in HGVs
More Protected Cycle Lanes
All five candidates to varying degrees supported more protected cycle lanes in London
20 MPH Zones Across London Four candidates to varying degrees supported more 20 mph zones. Berry, Readhead and Pidgeon all supported pan-London 20mph.
Minimum 500 Safer Junctions
Three candidates (Pidgeon/Berry/Redhead) committed to making a minimum of 500 junctions safer for cyclists.
End Lethal Driver Time Incentives Two candidates (Berry/Readhead) supported ending time incentives for bus and hgv drivers.
Vehicle Free Major London Squares / High Streets All five candidates supported to varying degrees making more of London car-free.
Cyclist Representation on TfL Board Three candidates supported this (Goldsmith and Pidgeon failed to do so)
Including Cycling in TfL Name Only one candidate supported this (Readhead)
Rush Hour Tipper Truck Ban All five candidates agreed to varying degrees to support such a ban. Supporting Cargo Bikes for Short-distance Deliveries 3 candidates supported this (Pidgeon/Berry/Readhead)
Note: Messages were sent to both Respect and UKIP but awaiting replies at this stage.
Table of Candidate Replies to Stop Killing Cyclists “10 by 2020” London Mayoral Safer Cycling Challenge:
|Q1 Will you commit to investing 10% of TfL budget on cycling infrastructure||No *||No*||No*||Yes||Yes|
|by 2020, building up each year from current minuscule 1.4%?|
|Q2 Will you require full blind-spot safety equipment (Left Hand Side CCTV||Maybe*||Maybe*||Yes||Yes||Yes|
|and alarms) to be installed in all existing and new HGVs, buses, coaches|
|and Tipper Trucks entering London?|
|Q3 Will you fund a Mini-Holland Programme for all London Boroughs within||Some*||Yes||Yes||Yes||Yes|
|your first term?|
|Q4Will you support a comprehensive grid of Go-Dutch standard physically|
|protected cycle-routes across the TfL road network to enable people of all||Some*||Some*||Yes||Yes||Yes|
|ages and abilities to cycle safely?|
|Q5 Will you support a 20mph speed limit across London (excluding||Maybe||n/a||Yes*||Yes||Yes|
|Q6 : Will you support the introduction of the Idaho law, allowing cyclists||Maybe||Yes||Yes*||Yes||Yes|
|to turn left when traffic is free at junctions, with full legal priority for|
|pedestrians, when doing so?|
|Q7 Will you support an emergency programme of installing safe protected||n/a||Some*||Yes*||Yes||Yes|
|left-hand turns, at a minimum of the 500 junctions that were originally|
|promised to be reviewed by Boris Johnson?|
|Q8 Will you end the lethal paid by timed delivery regimes for HGVs in||n/a||n/a||Maybe||Yes||Yes|
|the construction industry and end dangerous system of paying for bus|
|performance by contracted Excess Waiting Time Targets?|
|Q9 Will you support a programme of making our beautiful major squares||Maybe||Maybe||Yes*||Yes||Yes|
|and shopping streets fit for humans, by closing them to motorised transport,|
|Including: Trafalgar Square, Piccadilly, Parliament Square, Bank Junction, etc.?|
|Q9A Will you support closing Oxford Street to motorised traffic?||Yes*||Yes||Yes||Yes||Yes|
|Q10. Will you appoint two cycling representatives to the TfL Board, nominated||No*||Yes*||No||Yes||Yes|
|by cycling groups?|
|Q 11 Will you change TfL’s name to the London Cycling, Walking and Vehicular||n/a||n/a||No||No||Yes|
|Q12. Will you ban tipper trucks at rush hour?||Maybe||Maybe||Yes*||Yes||Yes|
|Q13. Will you introduce a scheme for electric delivery trucks to bring in goods||Maybe||n/a||Maybe||Yes*||Yes|
|from HGVs parked in outer London?|
|Q 14 Will you promote cargo bikes for last mile deliveries?||n/a||n/a||Yes||Yes*||Yes|
|* indicates caveats imposed by the candidate or the candidate’s answer,|
|whilst related, did not quite fit the question asked.|
1) 10% BY 2020 Will you commit to investing 10% of TfL budget (about £600 million in today’s terms) on cycling infrastructure by 2020, building up each year from current minuscule 1.4%?
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.
To understand how derisory the current annual capital expenditure on cycling is, it should be compared to the £500 million Bank Tube station refurbishment, the equivalent of 0.5% of the £16,000 million single CrossRail project cost or 0.25% of the £30 billion cost of the 22 mile proposed daft new single 22 mile ring-road.
Seven out of the eight people killed on bicycles in 2015 in London, were killed by Tipper Trucks and HGVs. 9 out of 14 were killed in 2014. A positive first step in making these trucks safer is being introduced on September 1st, when all trucks entering London will have to have modern safety mirrors which reduce the size of the blind-spot. But this only takes us half-way. Trucks and buses should all have full complement of safety equipment, to reduce these awful cruel killings, whilst encouraging the speeding up the introduction of fully safety re-designed Tipper Trucks to reform the fleet.
There is a mini-Holland scheme running currently in only four Boroughs. Most Londoners do not realise that 94% of London’s roads are managed by the thirty two London Boroughs.
Research by Stop Killing Cyclists in 2014 revealed that: 13 London Boroughs have ZERO segregated cycle-lanes
24 London Boroughs installed ZERO cycle lanes since the previous London
elections in 2010.
Only 3 boroughs installed any segregated cycle lanes since the last election.
(Ealing (£400,000), Camden (£320,000), Waltham Forest (£400,000).
The sum total spent by all boroughs over previous 4 years on segregated
cycle lanes was a tiny £0.795 million. This equated to a miniscule £7,000 per
borough per year since last election.
It is crucial therefore that the next London Mayor facilitates a step change in safer cycling infrastructure investment at Borough level, if we are to bring London up to Go Dutch standards as quickly as possible to save countless lives from inactivity diseases, pollution and collision killings by funding a Mini-Holland programme for all 32 Boroughs, rather than the token programme of 4 at the moment.
Many key Borough decision makers are stuck in lethal 1950’s motorised transport thinking. Southwark’s current Head of Transport Simon Bevan, in 2012 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 Martin Low is opposing safer segregated major junctions like Lambeth Bridge. The City of London, Hackney and Westminster Councils have opposed segregated cycle-lanes.
TfL needs to call for an urgent cycling summit between all the Heads of Borough Transport Departments and the cycling bodies.
Will you support a comprehensive grid of Go-Dutch standard physically protected cycle-routes across the TfL road network to enable people of all ages and abilities to cycle safely?
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) 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
We need a FULL, integrated, safely designed, segregated cycle network on TfL’s roads in London within 5 years.
A segregated cycle network alongside major or busy roads, combined with filtered permeability (Quiet Ways) 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.
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).
5) All London streets to be 20mph Will you support a 20mph speed limit across London (excluding motorways)?
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. Pedestrians and cyclists have a significantly higher chance of escaping being killed or seriously injured if hit by a vehicle travelling at 20mph rather than 30mph. The most recent analysis of the role of vehicle speed in pedestrian fatalities in Great Britain, found that 85% of pedestrians killed when struck by cars or car-derived vans, died in collision that occurred at impact speeds below 40mph, 45% at less than 30 mph and 5% at speeds below 20 mph. A review of accident data in seventy-two 20 mph zones found that average mean speeds were reduced by 9 mph, from 25 mph to 16 mph in the zones. On average, for every 1 mph speed reduction, there was a 6.2% accident reduction.
All road accidents in the zones fell by 61%, and there was no evidence of accident migration onto surrounding roads. Traffic flows in the zones reduced by 27%. The effects were particularly significant for the most vulnerable road users:
A Transport for London review of over one hundred 20 mph zones in London also found that they were very effective in reducing road injuries to children. In the zones, speeds were reduced by 9 mph and traffic flows by about 15%. Road casualties in the zones were reduced by 45% and fatal or seriously injured casualties by 57%.
Again, significant protection was provided to the most vulnerable road users:
TfL also needs to lobby ACPO for enforcement of 20 mph speed limits. This is because a shocking 48% of drivers regularly exceed legal speed limits. Recent research revealed that there are three classifications of drivers:
However, even the moderate speeders exceed 30 mph limits fairly regularly. Excessive speeders normally ignore the 30 mph limit, and often by a wide margin. This shows the need for the Mayor to instruct the Metropolitan Police to increase their speed enforcement levels.
6) SAFER LEFT HAND TURNS:
EMERGENCY LEFT-HAND TURN PROGRAMME + IDAHO LAW Will you support the introduction of the Idaho law, allowing cyclists to turn left when traffic is free at junctions, with full legal priority for pedestrians and support an emergency programme of installing safe protected left-hand turns, improving at a minimum the 500 most dangerous junctions, that were originally promised to be reviewed by Boris Johnson by the end of your first term? (NB Boris Johnson originally promised to review 500 junctions but these were subsequently cut to a tiny 33!)
The Idaho law would allow cyclists to turn left when traffic is free at junctions, with full legal priority for pedestrians. An emergency programme of installing safe protected left-hand turns is needed, at a minimum of the 500 junctions that were originally promised to be reviewed by Boris Johnson by the end of next mayor’s first term.
This would 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
All dangerous junctions need to be redesigned to Dutch standards as soon as possible.
The current Mayor promised to address the 500 most dangerous junctions, then reduced this to 50 and then to 33, of which only a handful actually have started being made safer. This means that there are literally thousands of dangerous junctions in London putting people cycling at risk of being crushed horribly by HGV trucks, as they turn left.
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.
Left hand turns would also be safer if the mayor required 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.
While this type of performance contracting is suitable for the rail industry (where the right-of-way is guaranteed, the transport path is generally unshared and outside interactions are both monitored and regulated) they are completely unsuitable for any commercial user that is compelled to share the road with others. TfL Bus Drivers have identified the Excess Time Indicator (EWT) Target as a particularly onerous contract term that places overwhelming pressure on Bus Drivers to take risks and divert driver attention to make “Headway” (i.e., to ensure the bus is evenly spaced between the bus before and after it so as to avoid heavy contract penalties). At present EWT Targets are the only bus-related Key Performance Indicator (KPI) reflected in both TfL Bus Contracts and the Performance-related bonuses paid annually to TfL Managers. That both TfL Subcontractors and TfL Managers should benefit from a Contract Performance Measure that TfL Bus Drivers have identified as danger-causing is not only a conflict of interest, but it calls into question the integrity of TfL’s approach to Bus Safety.
8) SQUARES AND STREETS FIT FOR HUMANS
Will you support a programme of making our beautiful major squares and shopping streets fit for humans, by closing them to motorised transport, including: Oxford Street, Trafalgar Square, Piccadilly, Parliament Square, Bank Junction, etc ?
Above all, cities should be places fit for humans. 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).
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 pedestrianised, with further improvements being started (CBS, 2013). This pedestrianising of the area has already proved hugely popular, with increased store sales being reported (New York Times).
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
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 2014 analysis of the current TfL board composition revealed:
5 bankers/big business, 2 taxi reps, 2 aviation industry, 1 HGV, 3 Conservative Politicians, 1 trade unionist and 1 disabled person. We need cyclist board members in order to press for the ending of 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 the Mayor’s 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.
Seven out of the eight terrible cyclist killings so far in 2015 have been by HGV and tipper trucks. Tipper trucks due to the high-danger they present to cyclists should be banned at rush hour and the Mayor should introduce a scheme whereby electric delivery trucks to bring in goods from HGVs parked in outer London, into central London and promote cargo bikes for last mile deliveries
Stop Killing Cyclists want a 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, 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. The London 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).
HGVs and Buses are also responsible for 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 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.
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: http://safety.fhwa.dot.gov/ped_bike/pssp/background/psafety.cfm
Walker, P., 2013. London: no city for cyclists. Guardian.co.uk Bike blog, [blog] 3 December.
— Contributions by David Hicks, Tom Kearney, Donnachadh McCarthy and Will Nickells.
D/ Full Actual Replies by Candidates (In alphabetical order):
Sian Berry (Green Party)
I’m very happy to support Stop Killing Cyclists. Their events and campaigning are a vital part of keeping cycling – particularly safety – high on the political agenda. I cycle to work myself, and know that there are many more journeys I would make by bike (notably from Hackney to Westminster for meetings) much more often if there were safe, segregated routes that were easy to navigate and didn’t mean risking being dumped onto a dangerous, unfamiliar junction if I lost my way.
Making cycling an easier and safer way to travel would make our city better in so many ways: reducing traffic and congestion, cutting the pollution that causes nearly 10,000 early deaths every year, reducing noise, allowing more space to be given to pedestrians, play and life on the streets and helping citizens stay fit and healthy too.
I welcome the 10 by 2020 Mayoral Safer Cycling Challenge, and my responses to the questions are below. I’m standing for Mayor and for the Assembly, and while the detail of London Green Party policy is decided collectively, as a transport campaigner in my current job I’d be a real champion for these issues as Mayoral candidate or as an Assembly Member if I were selected by the Greens.
Shifting funds from the planned new motorway bridges and tunnels in East London. [http://bettertransport.org.uk/blog/roads/04062015-london-deserves-better] These should be replaced by new cycling, walking and public transport links across the river, which would cost much less, releasing funds for elsewhere in the cycling plan. Introducing a Workplace Parking Levy. Powers exist for this to be done at a GLA or local council level anywhere in the city. In my role as a Councillor in Camden, I’ve already put this proposal forward as a way of reducing traffic and raising money for transport plans.[https://camden.greenparty.org.uk/news/2014/12/16/161214-budget-ideas/] If done London-wide, any funds raised should be shared with the boroughs, but could add significantly to both TfL and local cycling investment.
Replacing the creaking Congestion Charge, which first started 12 years ago, with something much more sophisticated, covering all of London not just a small central zone. A replacement scheme should start consultation as soon as the next mayor takes over, with a set of fair new charges based on three principles: how far you drive, how polluting your vehicle is, and the time of day. The law says additional funds should be spent on giving drivers better and cheaper alternatives, and cycling investment qualifies roundly for this.
Negotiating increased grants from central Government, justified by the savings in healthcare, access to jobs, reduced pollution, and other benefits of increasing cycling. These could come partly via the planned Cycling and Walking Investment Strategy, an historic commitment to funding that was passed into law last week, and which ought to include helping London develop its policies in these areas. [http://bettertransport.org.uk/31-july-2015-campaigners-celebrate-commitment-to-walking-and-cycling]
Talking to Highways England about using some of their £250 million cycling, safety and integration fund over the next five years to improve cycling around the parts of the strategic road network in London (e.g. around junctions with the M1, M4 and M13). These funds were introduced as part of a ‘green retrofit’ programme in the new Road Investment Strategy, which I helped push for in my job at Campaign for Better Transport [http://bettertransport.org.uk/blog/roads/111214-green-roads-retrofit-success]
Zac Goldsmith (Conservative Party):
As Mayor, I would build on the current Mayor’s emphasis on cycling. London’s population is likely to hit 10m within 15 years. If many of those new people choose to drive cars, our city will grind to a standstill, our air will be more polluted and people will less healthy. I know from packed public meetings and surveys in my constituency as a London MP that safety is the number one barrier for cyclists. Alongside expanding our public transport system, I would do everything necessary to make cycling a safer and easier choice. Above all that involves improving technology for HGVs, which cause a disproportionate number of deaths; improving the most dangerous junctions; and providing safe cycle ways wherever possible and practical. On improving technology for HGVs, TFL has made a good start with the new Safer Lorry Scheme, with Class V and VI mirrors (which eliminate some blind spots) now compulsory for all lorries in Greater London. I’m told TfL are planning to consult in January on further measures, such as requiring all lorries to retrofit windows on their cab doors to eliminate another blind spot. In the longer term, new lorries should have lower wheelbases and full-length glass doors – like dustcarts do now. TFL is also trialling CCTV and alarm systems – which have great promise. However there are concerns that, once fitted, drivers may have an unrealistic sense of security and actually cause more accidents. So I will await the trial results but, if they are successful, I would require them to be fitted to lorries. I support restrictions on the use of HGVs during rush hour, but I need to be confident that the consequent concentration of HGVs after 9:30am wouldn’t create additional risks. I support the idea of consolidated “last-mile” delivery services with electric vehicles. In addition to action on lorries, we need to ensure cycle lanes are as safe as possible against all forms of traffic. I want to see more segregated cycle highways on TfL roads, and will work with willing Boroughs to ensure they are in the right place. I support the “Mini Holland” scheme – I campaigned for the one in Kingston – and would like to see more. About 25% of all the roads in London currently have 20MPH. I will support local boroughs who choose to limit speeds and will look at the TfL Road Network to see where further 20 mph limits could be possible on red routes – balancing the need to keep traffic moving across the wider road network. I’m interested in the idea of allowing cyclists to turn left when traffic is free at junctions. This seems to work well in New York, for example, and is worth exploring. I will push for greater pedestrianisation of major squares and shopping streets, in particular Oxford Street. But clearly whatever changes are brought in need to take account of local businesses and the bus network. Finally, you ask two questions about cycling’s overall budget and whether I could nominate 2 board TfL members for cycling.
On board members, I have looked at this. I’m told the board’s rules on interests mean that anyone nominated on behalf of a particular interest group can’t speak in favour of that interest. So, for example, the two cab representatives cannot take any part in a discussion on taxi policy. However, one way or another, I will ensure cyclists voices are heard.
You also asked for a commitment that 10% of all TfL funding should go to cycling by 2020. As long as we have large infrastructure projects like Crossrail, the cycling budget will always be a smaller percentage for obvious reasons. In addition, unlike other forms of transport, cycling incurs very little operational expenditure, which is one of the many reasons it needs to be promoted. We need to invest properly in cycling, but the 10% commitment is not, in my view, realistic. If I am selected as the Conservative Mayoral candidate, I will provide a full manifesto and I look forward to engaging fully with the cycling community when writing this.
Yours sincerely, Zac Goldsmith.
Sadiq Khan (Labour) It is clear that far too many cyclists are dying on London’s roads at present and that urgent action needs to be taken to make getting around our city safer for those on two wheels. Tackling this issue isn’t simply a matter of policy, it’s a matter of life and death and so I applaud the work being done by the campaigners behind this initiative. It is crucially important that we all, cyclists, campaigners and politicians alike, continue to raise the profile of this issue and work together to devise practical solutions to some of the dangers being posed to London’s cyclists. Along with tackling our city’s polluted air and encouraging more Londoners to take up cycling as a healthy alternative to driving, making the capital’s roads safer is one of my top priorities.
To that end, I am happy to pledge a significant increase in investment for cycling infrastructure, as well as promise to look carefully at taking tipper trucks and HGV’s off London’s roads during rush hour. In order to keep large lorries off the roads during the day time, rules restricting deliveries at night may need to be relaxed so as Mayor I would enter into discussions with local authorities to identify where this might be possible. I will also examine the case for equipping all TfL vehicles with blind-spot safety equipment and support a Mini-Holland Programme for all London Boroughs within my first term.
I am committed to continuing the investment in the Cycle Superhighways programme and upgrading existing segregated cycle ways to a higher standard. I also want to roll out more 20mph zones in residential areas, having long campaigned for their introduction in my own constituency of Tooting. Moreover, I would be strongly in favour of adopting a variant of the Idaho Law and I have pledged to revise the list of junctions in need of immediate attention, prioritising improving those where the most deaths and accidents have occurred. Doing this is absolutely essential because Londoners must be able to move around their city with confidence and as safely and efficiently as possible. That is why I have also committed to pedestrianising Oxford Street and expanding the number of car-free areas across the city. I would also be happy to appoint a representative, nominated by cycling groups, to the board of TfL to ensure that the views and experiences of cyclists are heard at the highest levels within City Hall and acted upon. Furthermore, I will use planning laws to deliver more cycle storage provision in new office and housing developments and I will work with the boroughs to deliver more secure on-street cycle parking in residential areas.
Caroline Pidgeon (Liberal Democrat): Thank for your questions from Stop Killing Cyclists. I have set out my views on each point below. I have explained my views at some length on the points as I cannot fully support each of your requests at this stage. As each issue is so significant I do hope you can also clarify how replies from Mayoral candidates will be published. As you state no word limit I hope you will be able to publish my full response.
I support TfL spending immediately 2 per cent of its budget on cycling – with literally every penny being spent and also being spent well. (We should never forget that some cycling expenditure has actually been poorly spent, such as the initial Cycle Superhighway 2). I believe in the principle that the overall cycling budget should also reflect the growth in cycle journeys. At this stage I would commit to the cycling budget increasing to at least 3 per cent of TfL’s budget by 2020 as I would hope that by 2020 at least 3 per cent of journeys were by bike. If cycling journeys increase at a faster rate I would of course revise the budget up further. Finally, I would add the importance of TfL’s cycling investment being supported by other sources of income, including from London Boroughs, major employers in London (especially in relation to bike parking) and also from section 106 development deals for new buildings.
For further information about my views on cycling please see an article I recently provided to the London Cycling Campaign. http://lcc.org.uk/pages/liberal-democrat-mayoral-candidates
With best wishes Caroline Pidgeon MBE AM
Rosalind Readhead (Independent)
It’s great that you have laid down these challenges. Good to debate a much needed revolution in transport on the streets of London. I support all these challenges and more. I believe that it will not only need to be financial but political as well. The Mayor will need to use powers to take over non TFL roads unless there is a sea change in the way boroughs are interacting with TFL, demanding other changes in exchange for protected lanes. Negotiations are far too slow for the urgent needs of Londoners to cut pollution, road casualties, inactivity, obesity and congestion.
I also believe that whole Active Travel Corridors, whole roads free of motorised vehicles will be required for the numbers of cyclists who will want to take to the roads, to be inclusive of larger bikes like tricycles and cargo bikes and the need for overtaking safely. Levels of 40% cycling will be attained rapidly if diesel and other highly polluting private cars are banned across London.
Of course I want to see all private cars banned from zones 1&2 and motorised traffic free roads where there are high levels of pedestrians, for example Camden High Street. This will require some re routing of current bus routes. But I feel it is imperative to prioritise Active travel i.e. walking and cycling and then buses and sharing taxis. Commercial motorised vehicles must be cleaned up, rationalised and fit in with the new layout. And I fully support incentives for cargo bikes.
I support a ban on private cars in Central London and a ULEZ for licensing system for commercial vehicles. I believe a ban is better for social cohesion, congestion charging has already created a system where statistically it is the wealthy that can afford to drive a private car in Central London, and an additional charge will exacerbate this. I would not feel comfortable with just the very wealthy driving and parking around Central London. If you would like any more information, or details please let me know. I’m happy to be challenged! Best wishes Rosalind http://banprivatecarsinlondon.com/
* For Immediate Release *
For the sixth time this year, Stop Killing Cyclists, the cycling activist group, will commemorate a person killed by a lorry while riding her bicycle, with a Vigil and Die-In.
The person being remembered is 32 year old Esther Hartsilver, who died as a result of her bicycle being hit by a lorry on Denmark Hill at the junction with Orpheus Street just before 8am on Thursday, 28th May.
Esther was on her way to Kings College Hospital where she worked in the Physiotherapy Department but very sadly died of her injuries at the hospital.
Stop Killing Cyclists will begin gathering from 6pm on Monday 8th June at Camberwell Green, and the vigil will formally start after 6.30pm. In this sadly increasingly familiar sight on the streets of London, short speeches will be given, candles lit, and flowers laid around a ghost bike in memory of Ms Hartsilver, before hundreds of people will lay on the road, many with their bikes.
Traffic will be brought to a standstill for two minutes, and all will be given a space to contemplate the terrible price paid by Esther Hartsilver, and by cyclists and pedestrians killed and seriously injured on the streets of London.
Southwark Council (LBS) is notorious for poor cycling provision, and must take responsibility, along with the construction industry, for this latest tragedy. They are complicit in her death. Southwark Council’s Transport Department proposed a by-pass two years ago to allow cyclists to avoid that junction by using Love Walk, but Deputy Leader Labour Cllr Ian Wingfield refused this proposal due to cyclists being according to him “a danger to pedestrians” – thus insisting all cyclists, including children to use the major junctions.
Stop Killing Cyclists co-founder Donnachadh McCarthy said:
“Let’s make sure Southwark Council is held accountable for their murderous policies. They refused a proposal to have a bypass because (they said) it would endanger pedestrians on Love Walk”
Release Dated: 1 June 2015
Event Listings (including feeder rides info):
Stop Killing Cyclists calls on Southwark Council and Transport for London to truly recognise that cycling must be a priority for road design and transport planning if London is to become a safe place for everyone to cycle, not just the fit and the brave, but the pensioner, the child, the parent taking children to school, the ordinary person going about their daily business.
Transport for London must appoint cycling representatives to its board, to balance the representatives of the HGV and taxi industries. It should allocate 10% of its budget to cycling provision, and ensure that every facet of road maintenance, building and planning considers the needs of people to cycle.
Southwark Council must take immediate action to provide protected lanes for people who cycle in this busy borough. No money has been spent on segregated cycle lanes in the borough in 4 years, with LBS having deleted ALL cycle provision proposals in the Peckham & Camberwell Action Plan. Camberwell Green Junction is being refurbished and Southwark Council are refusing to include safe protected left hand turns for cyclists. We call on LBS to reverse their policy on both Camberwell Green and the junction where Esther Hartsilver was killed IMMEDIATELY. It is criminal not to make improvements.
See http://www.nhs.uk/news/2014/02february/pages/cycling-safety-a-special-report.aspx for statistics re the health benefits of riding a bike and what needs to be done to cut down the cost to the country through KSIs.
Stop Killing Cyclists is the direct action protest group set up in November 2013 after the terrible spate of cyclist killings in London. They arranged the first mass Die-In at TfL HQ where 1,500 cyclists laid down in the road in protest at lack of safety investment in London.
All photos on the website are available for media use (with credit given to the photographer and Stop Killing Cyclists), and representatives are available for interviews and media contact by emailing contact@StopKillingCyclists.org or by calling Donnachadh on 07947 884299
Moira Gemmill was killed in a crash whilst cycling at Lambeth Bridge and Millbank, Westminster on Thursday, 9 April 2015.
Over 400 people joined a vigil and die-in organised by ‘Stop Killing Cyclists’ on Monday, 20 April 2015 at Lambeth Bridge from 6pm.
Moira was the 25th person killed whilst cycling in the UK in 2015. She was the 5th person killed in London whilst cycling – all in crashes involving an HGV. All but one of the victims were women.
Our deepest condolences go to victim’s family and friends.
Our thanks go out to all the volunteers who helped organise the event, made speeches and shared their photos and videos of it. Special thanks go to the members of the MET Police who cycled to the vigil and kept us all safe.
You can read about the vigil and die-in, plus see videos, pictures and news reports, here:
Yesterday, the MET Police issued a correction to a press release they released on the day of the vigil for Michael Mason, who was struck by a person driving a car whilst he was cycling on Regent Street in February 2014.
Nicola Branch from Stop Killing Cyclists says:
Stop Killing Cyclists are horrified to learn of the awful treatment of the family of Mick Mason by the Met Police and we would recommend referral to the Independent Police Complaints Commission.
To have been informed by a Press Release that that police would refer the case to the DPP [Director of Public Prosecutions], which although a bizarre and unconventional way of finding out, was a massive lift to the family, and now to have that hope whipped away from them equally through a Press Release, is an absolute disgrace.
The Met need to look very carefully how they deal with the family of a victim. They must be accountable for their actions.
Last Friday, 13 March 2015, Stop Killing Cyclists along with Cyclist’s Defence Fund held a vigil and die-in to remember Michael Mason who was killed in a crash on Regent Street a year earlier.
Earlier on that day, the MET police stated in a press release that they had reacted to the family’s call for the case to be referred to the crown prosecution service. They stated: “The [Met’s Directorate of Professional Standards] DPS supported the Detective Inspector’s original decision, but have referred the matter to the Director of Public Prosecutions.”
On budget day, the MET issued a correction to the press and media organisations before notifying the family or their solicitor:
CORRECTION: We have previously stated that the below matter was referred to the Director of Public Prosecutions. This is incorrect. No referral has been made.
Several members of Stop Killing Cyclists have written to their MPs to express their anger at the way the MET Police have handled the situation.
Nic Fripp wrote to his MP and stated in part:
I’m writing about the appalling miscarriage of justice that continues to unfold over the killing, just over a year ago, of Michael Mason.
Can you and your colleagues bring any pressure to bear on the Metropolitain Police to desist from this farrago of incompetence and stupidity? As the old proverb has it, one should never attribute to malice what can be explained by stupidity, but in this case…
Another member, Andrew Reeves-Hall wrote this to his MP:
It disgusts me how MET police have acted recently in this tragic case, let alone how they failed to act initially. Is there any pressure you can apply to get to bottom of their poorly timed press briefings, shocking behaviour to family (they learned of this through media) and failure to refer the case to CPS?
Reaction by other members can be found on the Stop Killing Cyclists Facebook discussion group HERE.
Statements from other organisations can be found in these articles:
On Friday, 13 March 2015, a ride, vigil and Die-In was held in conjunction with the Cyclist’s Defence Fund to remember Michael Mason who was killed in a crash on Regent Street a year earlier.
Mick was hit from behind by a car on 25 February 2014 and died in hospital 19 days later. The ride and vigil remembered not just Mick but also the many other people who have lost their lives on London’s roads and across the UK.
Further information from the inquest can be found in this article by Martin Porter: Inquest into death of Michael Mason
If anyone would like to donate to the Cyclist’s Defence Fund to assist with the case for Mick Mason, please text BIKE 38 and the amount you wish to donate, to 70070
eg “BIKE 38 £20” to 70070
Donations are also accepted online at https://www.justgiving.com/justiceformichael
Cyclists’ Defense Fund… Tweet:
Thanks to everyone who has already donated to #justice4michael appeal https://www.justgiving.com/justiceformichael #stopkillingcyclists
Thank you to everyone who came along tonight, particularly all the speakers, and especially to Mick’s daughter Anna Tatton Brown – a very powerful and moving speech. Also thank you again to the Met police who stopped the traffic, esp Seargent Paul Findlater who made sure all his officers took their caps off during the 2 minutes silence.
The coup of the night being so very welcome at All Souls Church, where we had great food, listened to wonderful Jazz music and our vigil and die-in and the message to make the roads safer for all, young and old, was incorporated into the sermon.
Cyclists’ Defence Fund
I spent my evening yesterday at the location of another road death, quietly contemplating with others all that is wrong with our streets and the miserable lack of UK road justice.
The police chose not to charge the driver and didn’t consult with the Crown Prosecution Service (CPS) before making their decision.
The event last night was organised by Stop Killing Cyclists and the Cyclists Defence Fund (CDF). The latter are helping Mick Mason’s family to get answers from the police as to why they didn’t discuss the case with the CPS and are thinking about possibly carrying out a private prosecution of the driver. The CDF has launched a fundraising appeal to ensure there are sufficient funds in the event that a private prosecution is needed.
For more of Joe’s photos, please see his website: COTCH DOT NET
On 4th March 2015, popular Channel4 TV presenter Jon Snow interviewed Nicola Branch of Stop Killing Cyclists, a co-organiser of Monday’s protest, vigil and die-in at Westminster City Hall. (Video is embedded below).
I want protected cycleways which is slightly different [to segregated cycleways]. I want the model they have in Holland [The Netherlands].
Also in the studio was Steve McNamara, general secretary of the Licensed Taxi Drivers Association (LTDA). In January, Mr McNamara stated on BBC London radio that his organisation is against the “Crossrail for Bikes” Cycle Superhighways across central London:
“We’re against it, lots of businesses are against it. We are considering a Judicial Review against the scheme in conjunction with Canary Wharf and others.”
Last night, Mr McNamara stated that he and his LTDA members are in favour of segregated cycleways but not money being spent on building them:
We are all for segregated cycling lanes, my members want segregated cycling [but] The Mayor is spending £1bn of money he hasn’t got in London on cycling, we questioned that.”
The fundamental problem is [that] London is the greatest city on the planet – you cannot implement a system in London identical to the one in Amsterdam – systems that work there won’t work in London, we haven’t got the road space for one…
Andrew D Smith, a speaker at Monday’s protest, stated today,
When LTDA say they want “segregated lanes” they mean the maze of disconnected fragments on back streets that don’t go anywhere, disappear at junctions so few people want to use them. The moment there’s a proposal for protected lanes that go somewhere useful – like Victoria Embankment or Elephant to Kings Cross, the LTDA fight it tooth and nail.
Campaigning group CyclingWorks.London has stated that over 170 London employers support the Cycle Superhighways scheme.
Jon Klaff, a member of Stop Killing Cyclists, commented on Facebook that, “Steve needs to go to Amsterdam when he comments on lack of road space. He might notice the big, wet things in the middle called ‘canals’. Amsterdam has less space than London. Then he brings up New York, a city that is on the verge of being redesigned around the bike. Basically, he has no facts and lots of opinions.”
Donnachadh McCarthy, co-founder of Stop Killing Cyclists told BBC News on Monday at the protest,
Westminster Council has spent ZERO on protected cycle lanes over the last 5 years; And what we want is 10% of the budget spent on protecting people cycling to work and school. We are not asking for more money to be spent on transport – we asking for 10% of the existing budget to be spent on cycling.
Nicola concluded the interview with an invitation,
I would like Steve to come cycling with me but I think Steve is too scared to come cycling with me – many people are too scared to go cycling.
Later in the evening, Nicola tweeted that her invitation had been accepted,
Steve agreed to cycle round Elephant & Castle [with] a hand shake & witnessed by @kemenzerem [Keme Nzerem, Correspondent, Channel 4 News]
Steve McNamara confirmed in an article published in the LTDA’s trade magazine ‘Taxi’, that: “the LTDA has already instructed its lawyers to prepare the grounds for a legal challenge by judicial review.”
The London Cycling Campaign stated on 29 January 2015: “the LTDA (represented by Bob Oddy) and the Canary Wharf Group (Peter Anderson) – sit on the TfL Board, which must ratify [the Cycle Superhighway’s] funding. Indeed, the Canary Wharf Group PLC already has form– being behind a damaging and inaccurate behind-the-scenes briefing against the superhighway proposals.”
In the same issue of ‘Taxi’, the LTDA reaffirmed its policies which include: ‘a complete ban on pedicabs‘; and, ‘taxi access to all bus lanes‘. Ed.Note: people who choose to cycle are permitted to do so in many of London’s bus lanes.
Jon Snow is also president of CTC, and has promoted their Space4Cycling campaign.
You can watch the full interview here (it was preceded by Keme Nzerem’s report): Nicola Branch debates with LTDA on Channel 4
* For immediate release *
For the fourth time this year, Stop Killing Cyclists, the cycling activist group, will commemorate with a Vigil and Die-In a person killed, while riding a bicycle, by a lorry being driven through our streets.
The person being remembered is 36 year old Claire Hitier-Abadie, who died when her bicycle was hit by a Cross Rail lorry as she cycled through the road works at Bressenden Place near Victoria Station on Thursday, 19 February.
Stop Killing Cyclists will start their protest outside Westminster City Hall in Victoria Street, gathering to music from 5pm on Monday 2nd March 2015.
From 5.30 there will be speakers who campaign for safer streets for people who walk and cycle in Westminster. These include Tom Kearney, Oxford Street Collision Survivor & TfL Bus Safety Campaigner; Caroline Russell, Walking and Cycling campaigner; speakers from Westminster Living Streets, and representatives from Road Peace.
Westminster City Council is notorious for poor cycling provision, and must take responsibility, along with Transport for London and the construction industry, for this latest tragedy. This area, outside one of the busiest stations in London, is terribly dangerous for people on foot or bicycle.
At 6.30, the vigil for Claire will begin, still at Westminster City Hall rather than on the dangerous corner of Bressenden Place where she died.
In this, sadly now familiar ritual, short speeches will be offered along with a candle-lit ghost bike before everyone lies on the ground, with their bikes, to silently commemorate Claire Hitier-Abadie.
Traffic will be brought to a standstill for two minutes, and all will be given a space to contemplate the terrible price paid by cyclists and pedestrians through traffic violence in London.
Stop Killing Cyclists calls on Westminster City Council and Transport for London to truly recognise that cycling must be a priority for road design and transport planning if London is to become a safe place for everyone to cycle, not just the fit and the brave, but the pensioner, the child, the parent taking children to school, the ordinary person going about their daily business.
Transport for London must appoint cycling representatives to its board, to balance the representatives of the HGV and taxi industries. It should allocate 10% of its budget to cycling provision, and ensure that every facet of road maintenance, building and planning considers the needs of cyclists.
Westminster City Council must take immediate action to provide protected lanes for people who cycle in this busy area. If our streets are allowed to become construction sites, as has happened outside Victoria Station, then construction site standards must apply to vehicles on them, with restrictions on movements, careful checking and provision for those who must pass through.
Vigil Co-organiser Abby Taubin said:
“We must put an end to these terrible tragedies and invest in making our roads safe for all who use them. “
Release Dated: 24 February 2015
Stop Killing Cyclists is the direct action protest group set up in November 2013 after the terrible spate of cyclist killings in London. They arranged the first mass Die-In at TfL HQ where 1,500 cyclists laid down in the road in protest at lack of safety investment in London.
Photos and information about previous vigils can be found on our website at http://StopKillingCyclists.org. All photos on the website are available for media use – with credit given to the photographer and Stop Killing Cyclists.
Representatives are available for interviews and media contact by emailing contact@StopKillingCyclists.org or by calling 07947 884299.
We would like to highlight this video about road danger in Westminster; it was published in January by Rod King of the 20’s Plenty campaign: http://youtu.be/-sNImwSaC1k
A new, 15-minute documentary called ‘A Cycling Revolution‘ highlights the campaigning done by members of Stop Killing Cyclists and includes a segment shot at the recent National Funeral protest along Oxford Street.
Student filmmakers from the University of Westminster embarked on a journey to discover from campaigners, people on the street, and politicians like the Mayor of London and his cycling commissioner, what is being done to reduce road danger.
Their visit to Amsterdam is not to be missed – the reaction by locals to pictures of cycling in London is priceless!
On Saturday, 15th November 2014, Oxford Circus in central London was brought to a silent, still moment of remembrance of those who have been killed, or are living with terrible maimings or illnesses, due to our brutal car culture.
The protest continued along Oxford Street to Marble Arch for a “die-in” and rally.
The National Funeral for the Unknown Victim of Traffic Violence protest was organised by the Stop The Killing coalition, which includes Stop Killing Cyclists.
Further details, video, media reports and photos are on our website: Stop The Killing.