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Cyclists aren't the only ones who should worry about road safety in London Cyclists aren't the only ones who should worry about road safety in London
(1 day later)
Six cyclists killed in a fortnight in London and the city's roads have become a battleground – a highly political one. The capital's cycling lobby – young, energetic and media-wise – has launched a strong assault on Boris Johnson, London's "cycling mayor", questioning his commitment to cyclists' safety and accusing him of victim-blaming. The media, smelling blood, has fallen into pack formation.Six cyclists killed in a fortnight in London and the city's roads have become a battleground – a highly political one. The capital's cycling lobby – young, energetic and media-wise – has launched a strong assault on Boris Johnson, London's "cycling mayor", questioning his commitment to cyclists' safety and accusing him of victim-blaming. The media, smelling blood, has fallen into pack formation.
Johnson has fought back with subtle skill. Urging cyclists not to be plugged into headphones while riding and to obey the highway's codes will have a struck a chord with many motorists and pedestrians and shifted the debate towards the Tory home turf of individual responsibility. The heavy fire aimed at a key element of "brand Boris" may have done some damage, but no meaningful concessions have been made.Johnson has fought back with subtle skill. Urging cyclists not to be plugged into headphones while riding and to obey the highway's codes will have a struck a chord with many motorists and pedestrians and shifted the debate towards the Tory home turf of individual responsibility. The heavy fire aimed at a key element of "brand Boris" may have done some damage, but no meaningful concessions have been made.
So much for the world of mayoral warcraft. As ever at such times, truth becomes clouded and perspective is an early casualty. Is cycling in London really getting more perilous? The statistics can both enlighten and obscure. The spotlight on death rates has enabled Johnson and his "cycling commissioner" Andrew Gilligan, one of his biggest media chums, to claim that the long-term trend is healthy – the number of cyclists killed per trip has fallen over time.So much for the world of mayoral warcraft. As ever at such times, truth becomes clouded and perspective is an early casualty. Is cycling in London really getting more perilous? The statistics can both enlighten and obscure. The spotlight on death rates has enabled Johnson and his "cycling commissioner" Andrew Gilligan, one of his biggest media chums, to claim that the long-term trend is healthy – the number of cyclists killed per trip has fallen over time.
The Telegraph Twosome doesn't look quite so clever when the totals of those killed and seriously injured (KSI) are combined. This much bigger statistical picture shows a pretty consistent KSI rate over the past 10 years, though Johnson's critics point to an overall increase since he became mayor. The rate for 2012 matched the previous highs of 2002 and 2003. The variations are small, but clearly not in the direction desired.The Telegraph Twosome doesn't look quite so clever when the totals of those killed and seriously injured (KSI) are combined. This much bigger statistical picture shows a pretty consistent KSI rate over the past 10 years, though Johnson's critics point to an overall increase since he became mayor. The rate for 2012 matched the previous highs of 2002 and 2003. The variations are small, but clearly not in the direction desired.
There's a still broader story here, though, one in danger of being overlooked with the focus so very firmly, if understandably, on cycling tragedies. Of the 134 people killed on Greater London's roads last year, by far the largest number were pedestrians – 69 of them. A further 27 were riding a "powered two-wheeler" (motorbikes, moped, scooters), 19 were in cars, 14 were cyclists and the remainder were in a taxi, bus or coach, or heavy goods vehicle.There's a still broader story here, though, one in danger of being overlooked with the focus so very firmly, if understandably, on cycling tragedies. Of the 134 people killed on Greater London's roads last year, by far the largest number were pedestrians – 69 of them. A further 27 were riding a "powered two-wheeler" (motorbikes, moped, scooters), 19 were in cars, 14 were cyclists and the remainder were in a taxi, bus or coach, or heavy goods vehicle.
These figures of themselves tell us little about relative levels of risk, but they're a reminder that safety is an issue for all who use the roads, including those seeking to cross them on foot – while cycling fatalities in London were becoming national news, three pedestrians were killed in the capital on a single day. The road death stats also indicate that road safety is inseparable from the wider issues of urban street design and road space management. This is where the complications start and deeper failings of Johnson's mayoralty are revealed.These figures of themselves tell us little about relative levels of risk, but they're a reminder that safety is an issue for all who use the roads, including those seeking to cross them on foot – while cycling fatalities in London were becoming national news, three pedestrians were killed in the capital on a single day. The road death stats also indicate that road safety is inseparable from the wider issues of urban street design and road space management. This is where the complications start and deeper failings of Johnson's mayoralty are revealed.
Johnson may be the "cycling mayor" who's introduced a hire scheme, but the policies of his predecessor Ken Livingstone (who would have introduced one too) helped cyclists and pedestrians in ways Johnson has eschewed. Transport professor David Beggs has described Livingstone as a trailblazer who "believed in a roads hierarchy which prioritised pedestrians, cyclists and buses in that order", and "presided over a modal shift from car to public transport, walking and cycling which was unrivalled worldwide". Road-pricing – the congestion charge – was central to Livingstone's approach, as were "public realm" reforms such as the remodelling of Trafalgar Square. Johnson may be the "cycling mayor" who's introduced a hire scheme, but the policies of his predecessor Ken Livingstone (who would have introduced one too) helped cyclists and pedestrians in ways Johnson has eschewed. Transport professor David Begg has described Livingstone as a trailblazer who "believed in a roads hierarchy which prioritised pedestrians, cyclists and buses in that order", and "presided over a modal shift from car to public transport, walking and cycling which was unrivalled worldwide". Road-pricing – the congestion charge – was central to Livingstone's approach, as were "public realm" reforms such as the remodelling of Trafalgar Square.
Under Livingstone the car went down the pecking order, to the benefit of everyone else. Johnson, by contrast, has halved the congestion charge zone, dumped or declined to embrace pedestrianisation, produced no significant plans for expanding the bus service, dismantled the modal hierarchy and made a priority of "smoothing traffic flow" – code for helping cars get around the place faster. Rallying his troops before last year's mayoral election campaign he called his opponents "car-hating". For "good old Boris" motorist umbrage has been a source of votes. His recent "cycling vision" has excited some campaigners, not least for pledging to "go Dutch" with some segregated lanes. But it remains to be seen how much of the vision will live up to the PR.Under Livingstone the car went down the pecking order, to the benefit of everyone else. Johnson, by contrast, has halved the congestion charge zone, dumped or declined to embrace pedestrianisation, produced no significant plans for expanding the bus service, dismantled the modal hierarchy and made a priority of "smoothing traffic flow" – code for helping cars get around the place faster. Rallying his troops before last year's mayoral election campaign he called his opponents "car-hating". For "good old Boris" motorist umbrage has been a source of votes. His recent "cycling vision" has excited some campaigners, not least for pledging to "go Dutch" with some segregated lanes. But it remains to be seen how much of the vision will live up to the PR.
Parts look nailed on – like the ones planned for roads controlled by Transport for London, a mayoral agency. But most of it, like most of London's roads, will require the support of London's boroughs. Some will take a lot of persuading. And what cyclists really need is a bold strategy for roads encompassing them along with others; tailored measures to calm, regulate and reduce car and lorry traffic, impose the best order of privilege including for the bus – the most numerically efficient means by which people are moved around the city – and create street environments conducive to walking, shopping and socialising too.Parts look nailed on – like the ones planned for roads controlled by Transport for London, a mayoral agency. But most of it, like most of London's roads, will require the support of London's boroughs. Some will take a lot of persuading. And what cyclists really need is a bold strategy for roads encompassing them along with others; tailored measures to calm, regulate and reduce car and lorry traffic, impose the best order of privilege including for the bus – the most numerically efficient means by which people are moved around the city – and create street environments conducive to walking, shopping and socialising too.
Johnson's second term in city hall often resembles a sort of laissez-faire zoo, over-stocked with backbiters, cronies and cranks. Expecting a bold "liveable streets" approach from it is like asking a skunk to smell sweet. Effecting the right type of change is a huge challenge, not only because it requires great political skill and will but also because different good objectives often conflict. Should pavement width be sacrificed for cycle lanes? Why shouldn't the bus always come first? Infrastructure is one thing, but habits and attitudes need changing too. What's more, cars, lorries and, of course, taxis will always be a necessary and often valuable part of London's transport mix. The secret lies in getting that mix right.Johnson's second term in city hall often resembles a sort of laissez-faire zoo, over-stocked with backbiters, cronies and cranks. Expecting a bold "liveable streets" approach from it is like asking a skunk to smell sweet. Effecting the right type of change is a huge challenge, not only because it requires great political skill and will but also because different good objectives often conflict. Should pavement width be sacrificed for cycle lanes? Why shouldn't the bus always come first? Infrastructure is one thing, but habits and attitudes need changing too. What's more, cars, lorries and, of course, taxis will always be a necessary and often valuable part of London's transport mix. The secret lies in getting that mix right.
• This article was amended on 23 November. Prof David Begg's surname was originally misspelled as Beggs. This has now been corrected.
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