|The North-South Cycle Superhighway, at Southwark Street: surprising balm for the soul.|
|A muddy section of the Wirral Trail, in Cheshire:|
site of my unaccustomed boldness
|The honking taxi driver of milled Canal St:|
a picture to get the stress hormones racing
The London routes don’t, like so much provision in New York, disappear at the points where conditions get most challenging. From my temporary accommodation in Limehouse, East London, I zipped to work on Thursday and Friday down Upper Thames Street, a traffic sewer through the City of London financial district. Riding there used to involve terrifying games of chicken with big trucks and black taxis. Last week, it was, for the first time I can recall, a positive pleasure to ride on, thanks to the east-west cycle superhighway, which bore me down towards Southwark Bridge untroubled by any interactions with the neighbouring vehicles. The contrast with the treatment of difficult areas in New York - say, the section of Second Avenue where cyclists have to deal with traffic turning into the Queens-Midtown Tunnel - could scarcely be more stark.
|Upper Thames Street: a cycling paradise if not exactly|
regained, at least found for the first time
Yet the grudging tone of those involved in the Taxi and Limousine Commission hearing was at least as depressing as the recollection of the incident itself. There seemed to be a general feeling that for a group of cyclists to be followed closely by an angrily honking taxi driver wasn’t really that big a deal. The defence attorney, meanwhile, demanded to know if I’d been in the bike lane when honked at. The question suggested the attorney didn’t know the street had no bike lane. It was built on the false assumption that bike lanes should serve as prisons for cyclists, not havens. It also entirely missed the point that a left-turning cyclist could scarcely stay in a bike lane on the right, even had one existed.
|The Victoria Embankment not only hosts|
those darling little lights - but an actual,
well-designed cycle track junction
London’s new cycle tracks, by contrast, feel like acts of generosity. They are mostly wide and those I’ve used so far seem well designed. My enthusiasm for them isn’t unique. One colleague - previously only an intermittent commuter cyclist - raved to me about how she could scarcely believe London had built such things. “They’ve got those little lights!” she squealed excitedly, referring to the small repeater traffic lights positioned at cyclists’ eye level. The other striking point is how quickly it’s possible to get around a city by bike when one isn’t constantly dodging around cars double-parked in bike lanes or grappling with “mixing zones” of vehicles trying to cross one’s path. My bike computer is consistently telling me I’m going around 1mph faster on average than I used to in New York.
The tracks’ building is clearly an act of political boldness that far outstrips even Janette Sadik-Khan’s efforts to put in cycling infrastructure in New York. The scale of that boldness was clear to me as my family and I rode on Thursday morning from Heathrow Airport to our temporary accommodation. At mid-morning, as we were making the trip, motor traffic remained heavy and very slow-moving while, next to us, wide, well-designed cycle lanes stood, getting only relatively light use.
It is hard to imagine any contemporary senior New York politicians’ having the nerve to try to push such a network not only through the city council but also through the myriad of community boards that are determined to obstruct progress. My experience of testifying before the taxi and limousine commission’s tribunal was certainly a reminder that there is so far not even the vaguest consensus in New York that cyclists have a legitimate place in urban transport.
|London cyclists like these were yearning|
for a miraculous transformation.
Astonishingly, they seem to have found one.