A couple of cycling specific news stories have come out of Colchester in the past week, highlighting how pedal power is starting to gain momentum around the town.

First we have the news that cyclists will be allowed to use three Colchester town centre pedestrianised routes from next week:

“Essex County Council has made an order to allow people to cycle along Culver Street West and East and Long Wyre Street from Monday 4th April. The move is the latest in a three year project to turn Colchester into a Cycle Town, using £4.2 million of government and local authority funding.”

This is a welcome move, although one that needs to be introduced with a degree of caution from cyclists and pedestrians alike:

“Town centre traders and shoppers said many cyclists already used the roads, although the police often stopped them.”

As some of the comments in the Gazette story suggest, even keen cyclists around Colchester share some reservations about the shared use of space with pedestrians. There’s quite a leap of faith in cycling considerately with walkers about, and then being the Lycra King as you treat Culver Street as a Tour de France time trial:

“Even as a cyclist, I have big reservations about this. While most will cycle sensibly, some will not. Shared-use pavements can work where there are not many pedestrians, but it’s a potentially disastrous combination when you have cycles trying no negotiate through wandering kids, little old ladies, wheelchairs, bagged-down shoppers, people emerging from doorways etc. Head Street, High Street, Queen Street and St John’s Street are all OK for cycling along, but I see problems with this plan.”

The solution it would seem is that there is surly space for everyone. Trying to cycle down Queen Street en route to Slack Space can be a little hairy if you adopt your urban cycling warrior persona. Busses will cut you up if you aggressively invade the space.

A little consideration however, a polite hand wave and a negotiated use of the road space through eye contact, and most bus drivers will kindly give cyclists the right of way.

This food chain for shared space should also trickle down, allowing pedestrians to feel safe amongst cyclists around Colchester. Alienating other pavement users is not going to help the cause of Colchester as a thriving Cycling Town.

Meanwhile, the very same money that has been able to support Colchester Cycling Town (and also Keep Colchester Cycling) is about to come to a close. A separate news story in the Gazette reports:

“A total of £4.2million has been invested in improving Cycling in Colchester in the last three years, but the funding ends today.”

This doesn’t mean the close of the project, simply the ending of the first phase, with hopefully a future for cycling now established high up on the agenda:

“Colchester Cycling Campaign members Will Bramhill and Paul Avison say transport chiefs will have to choose between whether to promote more road cycling or to try a Dutch-style system, with more dedicated paths for cyclists.”

“The group says the Dutch-style system would see all residential roads made 20mph zones, and other major changes introduced, but would result in a bigger increase in people cycling.”

Wivenhoe is about to implement a 20mph zone around the lower part of the town, after consultation with local residents. The narrow streets around Wivenhoe act as a natural speed deterrent for most motorists. It would be interesting to see how residential roads around the Greenstead for example would take to this experiment.

As the Gazette recognises, cycling to key destinations such as North Station or the General Hospital can be hellish by bicycle. For Colchester to become a true Cycling Town, consideration is needed as to how best feed cyclists into these key locations.

On yer bike was very much the message given to Wivenhoe locals last month when the Estate Management team from the University tried to explain the confusion that the new Knowledge Gateway is going to create.

Clingoe Hill is clogged up. It ‘aint gonna get any better with a new feeder road being built. The serious suggestion for folk commuting out of the Tendring Peninsula was one of pedal power. Fine in theory, but you need the infrastructure to convert people to two wheels.

Which *possibly* is where Keep Colchester Cycling comes in.

Coming from the good folk that brought you Keep Colchester Cool, the Colchester Free Festival and pretty much all that is good in the live music scene around Sunny Colch, keepcolchestercycling.co.uk is being launched to simultaneously showcase Colchester, and encourage people to enjoy the town from a free to hire bike:

“The Colchester cycling community has donated the bicycles. They are made available for use by members of the public who do not own the bicycles, but can pay a fully refundable deposit to hire them for personal use.

Every Keep Colchester Cycling bike will come with a lock, a safety pack and set of cycle maps, including discount vouchers for venues along the different routes.”

It is a fascinating project, combining transport practicalities with social art. As well as getting from A to B, it is hoped that users will use social media to document their ride, and open up the culture of cycling to others.

The project is being rolled out by asking for memories about your first bike. It’s all about creating a buzz about bicycling, and proving that the purest form of transport can open up new lifestyle possibilities. I’ve blogged my little bit over here.

More locally and a similar scheme is already informally in place down at Cansdale Ross & Co. Frustrated by the pace of an officially sanctioned Wivenhoe bike hire scheme, the lovely Nigel and Lisa simply put a couple of bikes on the racks outside the grocers for locals to use.

This bottom up approach to transport is incredibly effective. Keep Colchester Cycling aren’t quite sure where the project will take them – this is a deliberate approach, as well as being half the fun. You start the wheels rolling, and then see what possibilities come your way.

Wivenhoe itself is incredibly accessible by bicycle, both from the outside and within. You need something quite sturdy for the Trail; mudguards are essential.

I tend to walk around Wivenhoe doing my various bits of local business during the day, but anything north of the Cross sees a cycle trip. The notorious Wivenhoe parking woes aren’t a factor, and I’m free to pretty much allow my day to unfold wherever my travels may take me.

So yeah – if you’re clogged up on Clingoe Hill over the coming months, think seriously about Keep Colchester Cycling. I appreciate that it’s not for everyone – young families, work materials, suited ‘n booted – all of these aren’t exactly bicycle friendly.

But it’s got to be better than banging your head against the dashboard as you crawl down Clingoe Hill.

Chapeau!

Whoops.

But wait – it’s alright. This one is a heavily modified fixed wheel Moulton.

Blimey.

Much like my bonkers multi-coloured Moulton, the eBay auction of the Little Red Wivenhoe Devil was a temptation too far for me to resist. Not to sure about the BMX mag wheels (although I know a neighbour who will probably put me right…)

I don’t think that the gearing will get me up Boundary Road on the way back to Wivenhoe. A ride along the Trail at high tide will probably end up with a baptism in the Colne. Looks like my new Moulton is strictly a Co-op bike, then.

The beauty of shed ownership has afforded me more bicycle storage space. I admit that six frames stacked up back in the old London kitchen was stretching it a bit. I now have parking space for another half a dozen down in my little den at the bottom of the garden.

As I’m sure the good @thebikeshow would agree – everyone needs one red bike. Or possibly two, or even three…

I better stop there.

I took out the Little Red Wivenhoe Devil for a brief spin around Valley Road and the surrounds over the weekend.

“Look Mummy! There’s a silly man on a funny bike!

…was the only publishable comment of choice.

I’m tempted to take it out for a spin at Herne Hill Velo. I doubt if old Dave would allow me on the track with it. Technically it isn’t breaking any velo rules. But BMX Mags ‘aint exactly Herne Hill etiquette.

Like it’s owner, the Little Red Wivenhoe Devil is proudly Made in Nottingham (although both have now buggered off to Wivenhoe…) Dear old Alex would disown me. My membership of the fine Moultoneers would be no more.

The Wivenhoe Mini Moulton Fixed Wheel scene starts here.

Any takers?

My days of two fixies and a track bike ownership are over. It’s a London North Essex thing, baby.

A built to budget bike from yer man Bob of, um, Bob’s Bikes SE17, and then come Saturday morning and the beast was ready to roll out. It was damn hard work, with the heavy tread making heavy going of the treacle like Walworth Road. Get me on that Wivenhoe Trail ASAP.

Front suspension, disc brakes and enough rubber to power a condom factory. I can’t say it’s gonna be a ride of choice, more one of circumstances. When in Rome.

Chapeau!

Part cafe, part bicycling workshop, the Old Street establishment is fast becoming a central meeting point for London cyclists. It offers somewhere to meet up for fellow riders, share road experiences and refresh, before rolling out once again.

Cafes that cater for cyclists are surprisingly rare. There’s Cafe St Germain at Crystal Palace, although this is more a cafe of coincidence, serving as the regular roll out location for the mighty Dulwich Paragon.

With my morning cycling companion @richardgallon cutting a swath through the back streets of the city, we pulled up outside Look Mum, and locked up our Raleigh rides. As you would expect, parking provision is ample, both outdoors and indoors within the spacious set up.

Bicycles old and new hang from the walls and the ceiling. Some of these are for sale, some are historical reminders as to how far, and yet also how little cycling has changed over the past one hundred years.

We ordered an espresso and a cappuccino, and then chose to soak up the morning sun, sitting outside towards the front of the cafe. Despite being positioned in the centre of Old Street, there was still a feeling of tranquilly and shelter away from the main stretch of the road.

Bicycling books, magazines and clothes are all for sale. Races are also shown on the main projector. Time was running against me, but I was intrigued by the live screening of the Tour of Poland later in the afternoon.

In a week where cycling within London has hopefully become more inclusive, it was reassuring to see that Look Mum has little of the snob factor that can sometimes become absorbed within cycling circles. Our couple of hours spent drinking coffee saw a range of different riders and bicycles enter the building – road racers, fixies, Brompton boys and girls, weekend hybrids, MTB’s and even a couple of those very nice bicycling Bobbies.

The coffee was the quality that you would expect for the £2.40 price; the food looked incredibly tempting. The sausage pie in particular almost got the better of me, but I feared it would slow down my return passage climbing the category one climb that is the North side of Blackfriars Bridge.

A morning of gossip soon passed. The guys in the workshop worked on a couple of bikes right next to where we were sitting. They were approachable, and happy to answer any basic bicycling questions. It is this shared sense of community that will hopefully keep Look Mum in business, once the current buzz of bicycling in London calms down once again.

With Old Street being something of a regular route for many London cyclists, Look Mum already has a potential passing trade. The coffee and cycling culture now established should hopefully see the business continue to build.

Chapeau!

But at 103 pages long, I was prepared to give the Report some analysis and see if there is anything positive to be found within for Lambeth cyclists. I hoped that by the time I reached page 103, I hadn’t read the rallying call for cycling to be banned along the riverbank.

Um, major spoiler alert…

Whoops.

“In 2009 we commissioned the South Bank Employers’ Group to draft a cycle strategy for the South Bank and Waterloo area.

The unique aim of the strategy was to consider all aspects of cycling from a neighbourhood perspective rather than addressing any particular theme, such as cycle safety or cycling behaviour.

We are interested in hearing your comments on the strategy.”

OK…

First off it is the very good Councillor Nigel Haselden who has written the above forward for the report. He goes by the rather fancy title of Deputy Cabinet Member for Sustainability and Transport. Forget that – Nigel is a passionate a cyclist who knows his stuff.

“With the Mayor’s Cycle Hire Scheme and Cycle Superhighways being launched, an increasing drive towards sustainable travel, and rising cycle theft, the report should represent part of an ongoing conversation with key stakeholders [urgh] about how to deliver services to encourage people to take to their bikes.”

Interesting times ahead. It should be noted however that the Boris Bikes bare very little relevance to the wider needs of cyclists within Lambeth.

There is the geographic issue of the Boris Bikes only touching the very North tip of the borough. Plus the provision of a public bicycle hire scheme has been implemented for short-term immediate needs, and not to address the needs of the wider cycling community.

Trying to find somewhere to park your bicycle safely in Streatham, having had to fight the near motorway madness that is Streatham High Road, is a very different cycling experience compared to taking out a Boris Bike at Kennington and then making the short hop to Waterloo and dropping it off at a well defined docking station.

The significance of Waterloo as the hub [urgh] for Lambeth cyclists shouldn’t be understated either. This is the location where Critical Mass rolls out once a month, and the area is also home to a high concentration of bicycle shops.

This shouldn’t mean however that the needs of other Lambeth cyclists from Stockwell up to Streatham are overlooked, all at the expense of the perceived sexiness of cycling along the South Bank.

The report makes some good points, such as:

“The area suffers from particularly pronounced levels of cycle theft, and there is some debate as to whether this reflects a basic correlation between high numbers of available cycles and high thefts, or whether it also reflects a lack of resource for cycle crime prevention and detection.

Sentences for cycle thieves are relatively lenient, and often served within the community. For this reason, court injunctions and Anti Social Behaviour Orders served on convicted cycle thieves might be considered as part of the toolkit to combat this crime.”

Also part of this toolkit [urgh] is displacing the crime to other parts of the borough no doubt.

But let’s fast-forward to the money shot, and the conclusions reached by the community embracing South Bank Employers’ Group:

“The debate about cycling on the River Walk is polemical. The River Walk is not a designated cycle route and private landowners in the study area recommend that a ban on cycling in this location be enforced.

Although it is technically illegal to cycle on the River Walk, the London Borough of Lambeth have indicated that they do not wish to see enforcement against cyclists on the Albert Embankment section between Westminster and Lambeth Bridges, for which the Council is responsible.”

Which is basically saying we’ll turn a blind eye at policing our statutory requirements, and then wash our hands over what we’re not legally obliged to provide. Which pretty much sums up Lambeth Council policy en masse.

The reason behind this is explained in the telling line of:

“Relatively limited funding is available to implement the recommendations.”

This is of course the role of the South Bank Employers’ Group, who did after all author the report:

“Private landowners Southbank Centre and Coin Street Community Builders to support enforcement of no cycling rule on the River Walk between Oxo Tower Wharf and London Eye. Should no enforcement support be agreed with police, landowners should support the signage plan.”

And so no surprises that a report authored by the South Bank Employers’ Group concludes by supporting business through the process of trying prevent people from cycling. And it only took 103 pages to reach this viewpoint.

But in-between there are some fine observations. Recommendations in relation to bike theft are extremely positive:

“Bike marking / registration days in central areas and at major employers, police-supported scheme with local cycle shops asking customers to register cycles with national property register, lock discount scheme at workplaces.”

Let us not forget that this type of report, attempting to recommend what steps can be taken to make cycling more appealing, would have been pretty much non-existent even a decade ago.

It is a step in the right direction, as long as you overlook the vested interests of the anti-cycling lobby that is the South Bank Employers’ Group.

Oh – and a few more bike stands wouldn’t go amiss outside Lambeth Town Hall.

The regulations governing CS7 makes them a mandatory cycling route, and therefore being out of bounds for other road users, either moving or stationary. Flexibility is of course needed from cyclists and all other road users. But parking and blocking CS7 all day?

The workmen were carrying out repairs to a property along the Clap’ham Road. I appreciate that access to the property is required, but not at the cost of blocking a dedicated cycling lane.

Any approaching cyclist had to swerve way over to the right, and then run the risk of being bumped from behind by oncoming cars that weren’t expecting such a move.

I’m still broadly in favour of CS7. It has made cycling along the Clap’ham Road at least a more visible experience, if not offering total protection.

Time to educate other road users though.

But for all the faults of CS7 [PDF], I would rather be given the opportunity to freewheel along the big blue bicycle lane, than to be left at the mercy of the free for all that is the traditional car haven that is the Clap’ham Road.

Yes – parked cars tend to clog up CS7; busses are no better. The stop / start random nature of the big blue experiment seems slightly confusing as well. Plus the paint is already starting to peel off around my #hyperlocal patch, less than a month since it was first put down, and before the official opening as well.

But never mind the length – feel the thickness. There is a certain feeling of elevated safety gained from cycling in a dedicated blue lane that warns away any non-pedal power modes of transport. There is also the safety in numbers element, as the pelaton hurtles down my #hyperlocal patch each morning and early evening.

The visual element of the Cycle Superhighway will be what defines it as a success. You simply can’t miss the great big blue swathes currently cutting through the main routes of the city. Cyclists are attracted towards it, creating a genuine critical mass of cyclists.

It is difficult to imagine just how dire cycling was in London less than a decade ago. Anyone seen around town on two wheels was viewed even lower down the social scale than a Bus Stop Johnny. Cycling wasn’t cool – it was the form of transport for the have nots, the losers, the weirdoes.

I’m pleased that I’ve stuck with cycling, and although I may not have fully escaped from this demographic, cycling down the Cycle Superhighway with the Bright Young Things of SW8, now no longer means having insults, or even objects, thrown at you.

Chapeau!

Here are some photographs of some lovely locations within Lambeth (um, and Southwark…). I think I have neglected these over recent months.

I hope this blog can return to some sense of normality over the coming weeks.

Blimey.

The Lambeth Cyclists political call to arms wasn’t quite the Red Flag revolutionary radical hotbed of the Stop the War hustings from the night before. But bicyclists are passionate, and they tend to talk a lot of sense.

The #hyperlocal hometown patch of the Community Resource Centre at Sunny Stockwell was handy. My local @LambethLibDems Councillor thought the same. Sadly @janeinlondon / East Hampshire and the rest of the @LambethLabour local Oval candidates either don’t care about cycling, or perhaps they just got a little lost outside of East Hampshire.

Whoops.

But anyway. It was good to see @LambethLabour representation from the very decent Councillor Haselden, a fine local politician, and a passionate cyclist. Councillor Heather was representing @LambethLibDems, Councillor Whelan (female variety) the Tories and John Hare was speaking for Lambeth Greens.

As is the format with most hustings, each candidate was first given an opportunity to introduce their policies. Councillor Whelan proudly declared: “half of the Lambeth Conservative group are passionate cyclists.” I think she meant herself and the good husband.

Much was made of the Tory enthusiasm for bicycling, as promoted by Boris and Dave. I’ve actually got a bit of a *shhh* soft spot for the wet, ineffectual Lambeth Tories; but it was when Councillor Whelan brought the Bullingdon boys into the conversation that my love of the blue rinse receded.

Councillor Whelan explored the idea of building bicycle lanes on disused railway lines. A fine principle, but there ‘aint that many of these around Lambeth. The Lambeth Tory record of supporting an increase in bike racks and an increase in cycling routes was also mentioned.

The Tories locally are also on the record for calling for increased cycle training. Councillor Whelan raised the stakes further by calling for all car drivers to also undertake cycle training course.

Cripes.

So yeah, the Conservatives in Lambeth have genuine green credentials, albeit little political power. A fine opening.

Councillor Heather of the @LambethLibDems was then allowed his ten minutes to explain the opposition policy towards cycling.

“I am not a cyclist myself, but I do recognise that the Council has appointed an extremely good Cycle Programme Manager in Richard Ambler.”

With the @LambethLibDems pledging in their manifesto to cut down on council bureaucracy, I think our man Richard can rest easy at night, come May 7th.

Councillor Heather put forward the policy of introducing a 20mph speed limit around Lambeth. Given that central Brixton and Streatham High Road already operate a non law enforced go slow policy, this shouldn’t make too much of a difference if rolled out borough wide.

In a rare moment of a @LambethLibDems love in with @LambethLabour, Councillor Heather also praised the specialist training that Lambeth HGV drivers have to undertake. This is a crucial issue when you consider the increase in deaths of London bicyclists at the hands of HGV’s this year.

The Cycle Super Highway doesn’t have the support of @LambethLibDems:

“It forces cyclists on to routes that quite frankly, are rather undesirable.”

The Cycle Super Highway goes past my front door.

Yikes.

The political hot potato of potholes then surfaced. Or even re-surfaced, if you see what I mean. Councillor Heather was heavily critical of Labour’s record in reducing potholes.

As I keep saying – potholes: they are an election winner…

The right old mess of the bodged Herne Hill junction at Brockwell Park was next up on Councillor Heather’s radar. Quite right too. To give up green space with the aim of improving the traffic flow, only to find that a great big pavement has been plonked down instead, is one of the major environmental failures of @LambethLabour.

Councillor Heather continued this theme, pledging that @LambethLibDems would not build on any other green land in the borough, and in particular (and of great political significance) Streatham Common and the proposed temporary ice rink.

To defend @LambethLabour’s cycling and green credentials was Councillor Haselden – a very affable chap who is fantastic on the detail and finer points of town planning:

“We have a very good pedigree when it comes to cycling. Lambeth is the only borough in London that has two dedicated cycling officers. We want to raise the profile of cycling, and we have introduced a road reduction scheme.”

Councillor Haselden spoke of “addressing the dangers at source,” and “making cycling and walking more attractive.” This #hyperlocal approach is well used by Councillor Haselden. He understands the specific problems that various junctions around the borough present to bicyclists. The trick is of how best to solve them…

Green candidate John Hare then had his ten minutes to address the floor:

“Being the Green candidate, I have the easy gig. I have read the Lambeth Cyclists manifesto. I endorse it fully, although I don’t think it goes far enough.”

John confirmed his support for a borough wide 20mph speed limit, noting in particular how South Lambeth Road is now empty during the day. The congestion charge has seen to this, but it now gives boy racers the opportunity to put their foot down. As a former resident, I can confirm this to be the case.

“Political will makes things happen – not town planners or engineers.”

The second half of the hustings was put over to questions from the floor. With the council naming and shaming drug dealers in the borough, the idea was suggested that we should do the same with bad drivers. The consensus was no, demonstrating what the priorities and perceived threat is from a political point of view.

All candidates were then asked to commit to a policy of offering cycle training to 100% of primary school children in the borough. With cuts and books to balance for the next administration, this was a put up or shut up moment.

Yes was the Tory response, yes in theory from Labour (“although my hands aren’t on the purse strings.“) An “achievable aim” was the answer from the LibDems, adding: “staff are in posts that are not producing much.”

*cough*

Lambeth Life…

John Hare of the Greens was decent (and honest enough) to admit:

“We’re not going to be in power and so it’s not a decision we will have to make.”

A further question asked the candidates to rank the balance of power between car drivers and cyclists. In particular the example of the hellish crossover by Kennington Park into Brixton Road was cited, as well as the new junction heading up to Brixton Hill, right outside Lambeth Town Hall.

All panel members came up with anecdotes about Brixton Road, but Councillor Haselden was alone in his endorsement of the “improved” traffic flow around Windrush Square. The Brockwell Park Herne Junction then made a return, thanks to a hit and miss question posed by a young (ish) local blogger / bicyclist.

This was a detailed, and very lengthy meeting. Bicyclists are rather picky on the finer points of trying to find a safe and enjoyable way around town on two wheels.

Cheap political points weren’t there to be scored, and it was refreshing to see cross party support for cycling, and a more sustained form of transport in general throughout the borough.

Transport probably won’t play a key role in the local elections. All four main parties in Lambeth are broadly in agreement for the way ahead, come May 7th. Our role as the electorate is to ensure that this consensus is built upon and the next administration aims to keep cycling in Lambeth high up on the agenda.

Chapeau!