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ses the 20th century view that placed the motor vehicle as the top priority of urban street design this new view puts vulnerable road users first and starts with pedestrians it was always recognized that taming the area between tottenham court road and the eastern border of the borough of camden by introducing the cycle track s would also bring benefits to pedestrians i was surprised that you didn t include any issues with the scheme for pedestrians in your points when i prompted you about this you responded by saying that i m not sure it really makes any difference to pedestrians if anything the unpredictability and general aggressiveness of cyclists makes the streets far more dangerous at rush hour but at other times there s little difference i actually take it as a good sign that pedestrian issues hadn t occurred to you no doubt if you or others reported issues you would have brought them up without needing to be prompted https www youtube com watch v 8qs67fnimno feature youtu be here we reach my first point of difference with you there is no doubt that cycle tracks provide for more predictability not less this is well attested by research and as predictability in general is an important factor in road safety i dispute your view that the scheme is now more dangerous than before so at the top of our design hierarchy the scheme is doing well as suggested by your unawareness of any problems until prompted my own experience is that it is enormously better walking through the area as i often do going between euston station and tottenham court road than it was before the cycle track was installed as the area is heavily used by pedestrians going to work college hospital shops cinemas etc the motor traffic reduction aspects of the scheme alone would mark it out as one of the most important and welcome recent developments in central london it is worthwhile noting that torrington place is effectively a main road running through the centre of a university campus a crazy concept when you think about it students began campaigning about this since the 1950s as this video unearthed by cycleoptic shows i m greatly heartened to say that the cycle route scheme has achieved so much in this respect even if the level of motor traffic outside waterstones remains excessive https twitter com ucl status 847427719247708160 the length of the motor vehicle queue if it contained as many motor vehicles as there are cycle waiting at the red light the second level in the rebalanced hierarchy is cyclists i can certainly agree your comment that nobody contests that the scheme has had benefits to cyclists the ever increasing number of cyclists using the route demonstrates how much the facilities despite a number of less than perfect points is welcome to people who want to be able to cycle in safety and in that respect the scheme meets its primary objective of stimulating cycling levels in a previously hostile urban environment as you found no fault with the scheme as far as cycling is concerned we can move on to deal with your points relating to motor traffic the refuse collection issues should by no means be unsolvable cycle tracks are widely used throughout many parts of continental europe and solutions to any problems can be devised given goodwill if necessary by adopting good practice from our former eu partners my own preference would be for refuse trucks to use the motor lane to ensure that cycle traffic is not badly disrupted especially as the number of users grows apace this would only delay motor users for short periods and would be no different from the situation found in many narrow roads found throughout our now sovereign realm an alternative would be for the trucks to use the eastbound cycle lane as this would not necessitate cyclists to have to advance head on into oncoming motor traffic as this is obviously particularly dangerous as for the no stop zone i think the problem is less severe than you imply it doesn t arise from the junction with gower street through to the junction with woburn place as side road deliveries servicing is applicable to all the businesses as far as i can see for example the tavistock hotel is fully serviced from side streets with only guests using tavistock place and arrangements have been implemented here similarly it s not clear that any businesses on the northern side of the road are badly affected on the southern side of the road and east to marchmont street and on to judd street businesses can be serviced from side roads at short distances in special cases where unusually large loads are involved special arrangements can be made we should note in contrasts that there can be many benefits for businesses that spot how to make cost savings and efficiencies thanks to the cycle route we can see this happening with the growing number of cargo bikes being used in the area an increasing number of local businesses is beginning to benefit from the significant cost savings they can make by using bike deliveries for small to medium loads i spoke to the cyclist with the cargo bike seen in the upper photo he told me he works for a small chain of coffee shops who have a couple of outlets in the area previously deliveries to the shops from one point were made by van but now can be done with the cargo bike the cost savings of having a bike no ved no mot low insurance enormously cheaper maintenance much cheaper parking perhaps eliminating parking costs by leaving the bike inside one of the shops overnight importantly healthier fitter happier staff over motor transport are significant go ahead businesses finding real gains in many different business sectors regarding traffic circulation problems causing huge delays in journey times for emergency services i am not aware of any specific reports of delays due to the circulation pattern the underlying determinant factor with delays is the same as it has been for some decades primarily by excess motor traffic and secondarily by all manner of road and utility works the introduction of two way working on tottenham court road restricted to buses and cycles during the day plus taxi access should offer a pretty unobstructed run for emergency vehicles on that road it is often the pattern of revised road layouts that any losses in the sense of longer journey times are offset by gains i e shorter journey times in different directions thus making an overall net neutral effect the same applies to the first point you raise and which in the hierarchy comes further down private motor traffic any inconvenience in terms of longer ingress routes is likely to be balanced by shorter egress routes obviously for people who rely on cars in inner city areas there will often be issues of restricted mobility though for many residents those issues are offset by the many great advantages of having the facilities of that city close to home whether it be university college hospital university college of london the british museum tottenham court road etc etc another important factor in this area is that car ownership levels are among the lowest in the borough and in the city as a whole given the closeness of many facilities it is well established that car ownership is also lowest among the less affluent and the young it also drops off with ageing it is all too easy to overlook these aspects of society given the visual effect of the presence of lots of cars which take up lots of public space while serving a minority of people figures show that bloomsbury and kings cross wards have 0 2 cars per household i e 1 in 5 households own a car and 4 in 5 don t compared with 0 5 in camden borough as a whole and 0 8 in london as a whole it s also interesting to note that bloomsbury has extremely good access to public transport calculated as 8 0 for the ward kings cross 7 8 compared with 5 7 for the borough and 3 8 for the whole city these figures underline the need for the rebalance of the public road space following several decades of providing primarily for the minority that uses private cars to get around the inner city some friends stayed in the tavistock hotel for a few days in the summer of last year they live in a pretty quiet rural area and were worried whether they would find it hard to sleep in noisy central london however they were overjoyed to find that they could even leave the window open yeah these hardy rural types eh they said there was a constant background roar of noise from the direction of tottenham court road and euston road but not enough to prevent sleeping and comparatively quiet immediate area they were delighted and refreshed and spent a petty sum in local restaurants and shops given the unexpectedly peaceful environment of the area i can t imagine what it would have been like if all night there had been cars and vans running up and down the road outside the hotel we would never have slept one said to me the calm inner city location of the taviplace cycle route as city dwellers we may find it easy to overlook this but studies show that even if one can switch off to continuous loud noise it does still have a deleterious effect on one s long term mental well being it is all too easy to overlook such benefits brought by large scale traffic calming schemes such as this cycle route indeed as easy to overlook as the great advantages the scheme has brought to pedestrians and adaptable businesses as well as to cyclists finally i need to comment on some misapprehensions you hold that are evident from your remarks you say you might say that anyway shouldn t everyone be walking or cycling we have an ageing population in bloomsbury and king s cross with mobility issues and also blind people visiting the rnib for them there is no choice but to use vehicles this is a very common argument but it is a straw man no one has ever said that everyone must walk or cycle it is blindingly obvious to all that some people cannot do either and must be catered for though it is important to note that they are more likely to be in households without a car but just as no one would argue that not everyone can drive therefore there should be no roads it s is illogical to argue tht not everyone can cycle therefore there should be no safe cycling facilities or that not everyone can walk therefore there should be no pavements it is also important to acknowledge that maybe not many but some blind people admirably brave souls one must say do venture to travel by public transport and we should do all to help encourage such independence i find it is inappropriate to make a jibe about blind people cycling as you did in one tweet similarly in greater numbers for sure many elderly people can and would like to be able to stay active and independent many people in the netherlands carry on cycling well into their late 80s and numbers have risen considerably with the availability in recent years of e bikes and it is very important with our ageing demographic to give people all the help they want and need to stay active and thus healthier the provision of safe calm cycle tracks is again the key here indeed we are already seeing local residents use teh cycle route for the school run parents are now increasingly willing to use the cycle route for the school run something unimaginable without the safe segregated cycle route of course let it be repeated not everyone wants to or can cycle even with safe cycle tracks and we must ensure that people in this situation must be able to maintain mobility in whatever ways they need but you are completely wrong when you say that an ageing population is an argument against the cycle scheme to conclude we may continue not to see eye to eye about it but i hope i have explained the wider thinking and the multi layered nature of what we are trying to achieve i do ask you to consider that the inconvenience of slightly longer journey times can be balanced out by the great benefits to everyone in general and even to you as you get used to the scheme bringing benefits to you too that you currently haven t thought about such as quiet nights cleaner air calmer streets and happier healthier people thank you for your attention taviplace cycle route where next 26 thursday jul 2018 posted by paulgannonbike in uncategorized 4 comments a bike path is only one stage in a journey not a destination it s easy when you spend a lot of time and effort campaigning for the installation of a bike path by which i mean a safe separated dutch style bike path with the necessary intense focus on the technical detail as well as the politics to see the bike path as an achievement in itself once the path is in situ and after sorting out the inevitable snags you should reasonably be able to be relieved of the slog of fighting for agreement with the local authority and overcoming the guaranteed irrational nimbyist opposition and that you ll be able to sit back and enjoy safer more pleasant cycling instead of attending endless numbers of public gatherings site meetings and press calls but life s not like that a bike path is not an end but just one step in a long journey the taviplace cycle route in the bloomsbury area of central london is in the midst of a contested upgrade the local council and camden cycling campaign want to upgrade the route from a single two way cycle path to a pair of one way cycle paths with motor traffic restricted to one direction namely east bound for most of the route this has been trialed in a simple form using armadillos for the last year or two and has worked very well but opposition from the usual suspects taxi drivers the tavistock hotel the bloomsbury residents action group etc led to a public inquiry the inspector concluded that the new scheme should not be given the go ahead but the inspector did say that if the direction of motor traffic flow was reversed i e to run westbound it should go ahead camden cycling campaign has argued that having motor traffic running westbound has major disadvantages it is now up to camden council to decide what to do and whether to reject the inspector s flawed judgment or not ccc s comments can be seen here https camdencyclists org uk 2018 06 taviplace inspectors report and ccclls response whatever the council decides it is clear that the demand for cycling is simply far too high to be catered for in a single two way cycle track indeed that was the primary reason why the council proposed the upgrade in some form or other the two one way cycle paths scheme must go ahead it s worth briefly looking at the history of the taviplace cycle route back in the dark ages of cycling in london some 25 years ago two one way painted cycle lanes were provided on either side of the roads making up the taviplace route with constant parking in the lanes taxis picking up and setting down fares vans stopping to make deliveries the painted lanes were as useless here as they have proved to be everywhere taviplace pre 2000 time limted painted london cycle network lanes camden cycling campai...
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