All healthy activities have a downside. Maria Bitner-Glindzicz, a professor of molecular genetics, was knocked off her bicycle when a van driver opened his door and she was then dragged under the wheels of a London black cab on September 19 2018. She died in hospital the following day in a tragic waste of life. The inquest into her death at Poplar Coroner’s Court in August 2019 led to a narrative verdict. She was one of twelve cyclists killed in London during 2018. Another 770 cyclists were seriously injured in the same period.
As part of improving the health of Londoners and reducing carbon emissions, a cycling infrastructure is being developed in London. This comprises a network of Cycleways, which were preceded by Cycle Superhighways and Quietways, alongside cycle parks and cycle hangars. Most of London’s roads unfortunately, do not physically separate cycle lanes from other moving traffic through the use of bollards, raised kerbs or concrete barriers. By contrast, in the Netherlands, where cycle use is widespread, segregated cycling lanes help make cycle transport much safer.
The London cycle hire scheme was launched in July 2010. It started with 5,000 bicycles located across 315 docking stations in central London. Following an extension to the east London in March 2012, the scheme grew to 8,000 bicycles at 571 docking stations.Registered users can register online for an access key (registered users), while casual users can pay by credit or debit card at the docking stations.
Cycling has become increasingly popular. Cyclists thus end up competing with a variety of other forms of road traffic, putting them at considerable risk from collision. Debris on the road, potholes, drain covers and parked cars are all potential added sources of injury. Traffic junctions with multiple lanes and roundabouts, in particular, increase the risk of collision.
HGVs (heavy goods vehicles) with high cabs are a particular hazard, being linked with many fatalities,even though they comprise only around 5% of all vehicular traffic. The issue of the driver’s blind spot for cyclists is being addressed by the use of mirrors, cameras and sensors with driver alerts, and more radically through improved cab designs.
Safe cycling mandates adequate training to develop cycling proficiency and maintaining good road discipline. Current British road traffic legislation does not allow cycling on pavements, but this prohibition is frequently disregarded. The use of timely hand signals and avoiding jumping red lights are considered examples of good practice. The use of lights and reflective clothing ensures high visibility in the dark. Cycle helmets, although shown to protect against head injury, are not compulsory in the UK and there is some controversy about their use. The debate seems to be driven by considerations of personal freedom and choices. To be effective, helmets should be fitted for individual use, worn correctly and should meet safety standard EN 1078 (for adults) or EN 1080 (for children).
Many of London’s roads are unsuitable for cycles as they are narrow and have to be shared with all forms of vehicular traffic . Competition for limited road space occasionally leads to conflict and even confrontation, as “road rage” leads on to violence. In the short term, cyclists have to prioritise self-protection and take extra care on, or maybe altogether avoid, dangerous stretches of road, especially those identified by accident statistics-the so-called accident “hot spots.”.
Cyclists depend on the good will of other road traffic users. Motor vehicle drivers will have to make allowances for the increased cycle traffic on the roads and adjust their driving techniques accordingly. Change is likely to involve a slow process of altered attitudes and behaviours, aided by public information campaigns highlighting the real benefits of cycling to the wider community.
Ashis Banerjee. (ex-cyclist; friend of cyclists; also treated many injured cyclists)