Good news coming from Kenisngton and Chelsea, where planning for the new Boris Bike docks is at an advanced stage.
The crucial decision over Lavender Gardens in Wandsworth borough is due next week.
And though this blog was set up to comment exclusively on cycle hire issues, I would draw your attention to the work a number of us have been engaged with in the Regent Street / Haymarket area. This part of town is quite dense with docking stations, yet a nightmare of conflict between traffic and cyclists. Let's hope for a resolution which benefits us all.
And maybe Westminster are eventually seeing the light on cycling. This article in the Evening Standard suggests they are starting to take safety seriously.
Friday, 3 May 2013
Thursday, 25 April 2013
Planning for new docks nearing completion
The Standard is running a quite silly article today.
The impression seems to be that hires are in decline, but if we look towards the end of the article, we notice that hires in the first two months of the year are up. And do you remember last March? It was the summer we never had, beautiful weather until the skies opened in April and, with a brief Olympic respite, continued all year. The contrast with freezing March 2013 couldn't be greater.
Over in the Times Matthew Parris has apparently complained he can't find anywhere to dock. I haven't read the article (I don't pay for the Times online) but is the fact that there are tidal flows of bikes during the day really big news? Sure we need more docks and better redistribution, but it was ever thus.
Another fun bit of news was that we might get bonuses for returning our bikes to an empty docking station. 'No immediate plans' is perhaps the take-home message of this article.
There is more concrete news though from the boroughs, where the long and largely unseen process of selecting and approving sites for new docking stations is underway for the southwesterly extension.
In Kensington and Chelsea, by my count 29 docking stations have been approved, with only 4 refused. In Wandsworth 57 have been approved, with only a few remaining to be determined, the most controversial being Lavender Gardens, on which my last post commented. Lambeth have approved most of their latest applications, 19 accepted, 1 refused. The loss of the site on Exton Street is regrettable, as the area around Waterloo is desperate for new docks. In Hammersmith and Fulham, 59 sites have approval, 3 were refused, and 27 are still pending.
It is disappointing that whereas the eastern extension also featured 'intensification' in the central area, this does not seem to be a feature this time. There are no new applications for sites in Westminster and the City.
Within a year all these new stations should be up and running. I imagine March 2014 will see quite a bounce back in hires from those the Standard reports today.
The impression seems to be that hires are in decline, but if we look towards the end of the article, we notice that hires in the first two months of the year are up. And do you remember last March? It was the summer we never had, beautiful weather until the skies opened in April and, with a brief Olympic respite, continued all year. The contrast with freezing March 2013 couldn't be greater.
Over in the Times Matthew Parris has apparently complained he can't find anywhere to dock. I haven't read the article (I don't pay for the Times online) but is the fact that there are tidal flows of bikes during the day really big news? Sure we need more docks and better redistribution, but it was ever thus.
Another fun bit of news was that we might get bonuses for returning our bikes to an empty docking station. 'No immediate plans' is perhaps the take-home message of this article.
There is more concrete news though from the boroughs, where the long and largely unseen process of selecting and approving sites for new docking stations is underway for the southwesterly extension.
In Kensington and Chelsea, by my count 29 docking stations have been approved, with only 4 refused. In Wandsworth 57 have been approved, with only a few remaining to be determined, the most controversial being Lavender Gardens, on which my last post commented. Lambeth have approved most of their latest applications, 19 accepted, 1 refused. The loss of the site on Exton Street is regrettable, as the area around Waterloo is desperate for new docks. In Hammersmith and Fulham, 59 sites have approval, 3 were refused, and 27 are still pending.
It is disappointing that whereas the eastern extension also featured 'intensification' in the central area, this does not seem to be a feature this time. There are no new applications for sites in Westminster and the City.
Within a year all these new stations should be up and running. I imagine March 2014 will see quite a bounce back in hires from those the Standard reports today.
Sunday, 14 April 2013
Boris bikes and bad journalism
Thank goodness few people read the Wandsworth Guardian, because it contains one of the worst pieces of journalism I have ever read. It pains me to give it more coverage than it's due, but here it is.
Once you've got over that shock, a few points are worth making. Firstly, at the end of the article Nick Aldworth explains why the power supply has been put in early, and makes it clear that it will be removed if planning consent is not given. The rest of the article is mainly scaremongering. What possible danger can sedately-paced Boris bikes pose to a nursery school, or for that matter, to a blind person? Far less than motor vehicles I can assure you. The loss of six parking spaces is nothing compared to the multiple journeys which will be possible into and out of the area by hire bike. As for the Shrubbery's 'Tudor foundations', has no-one noticed cars have been parking outside it for years? Let me be clear - cars clutter our streets, pollute, and are potentially dangerous. Bikes are smaller, emission free, and safe. My hope for Lavender Gardens is that it will be transformed from a busy motor thoroughfare into a haven for pedestrians and cyclists.
We need a shift in perceptions. One of the reasons given for rejecting a docking station on the Mall was conservation. Yet that street is a busy dual carriageway, with a car/coach park down one side. I hope Wandsworth, and other councils, will see through this sort of nonsense and embrace cycling as a safe, clean and healthy mode of urban transport fit for our future. I look forward to docking in Lavender Gardens soon.
 |
| Boris bikes - a threat to children and blind people? Unlikely |
Once you've got over that shock, a few points are worth making. Firstly, at the end of the article Nick Aldworth explains why the power supply has been put in early, and makes it clear that it will be removed if planning consent is not given. The rest of the article is mainly scaremongering. What possible danger can sedately-paced Boris bikes pose to a nursery school, or for that matter, to a blind person? Far less than motor vehicles I can assure you. The loss of six parking spaces is nothing compared to the multiple journeys which will be possible into and out of the area by hire bike. As for the Shrubbery's 'Tudor foundations', has no-one noticed cars have been parking outside it for years? Let me be clear - cars clutter our streets, pollute, and are potentially dangerous. Bikes are smaller, emission free, and safe. My hope for Lavender Gardens is that it will be transformed from a busy motor thoroughfare into a haven for pedestrians and cyclists.
We need a shift in perceptions. One of the reasons given for rejecting a docking station on the Mall was conservation. Yet that street is a busy dual carriageway, with a car/coach park down one side. I hope Wandsworth, and other councils, will see through this sort of nonsense and embrace cycling as a safe, clean and healthy mode of urban transport fit for our future. I look forward to docking in Lavender Gardens soon.
Monday, 8 April 2013
New docks in Kensington and Chelsea
The Royal Borough has kindly sent me this map of potential new docking stations in the borough. Some have already been determined, 11 are currently in process. Note they fall in two clusters, to the northwest and southwest, filling in those parts of K&C not already covered by the scheme.
Together with the map of docks in H&F and the list of sites in Wandsworth (see earlier posts) we are starting to get some clear picture of how the new zones will look.
The proposals for K&C look good, but only if they get permission for all the sites. There is still time to submit comments on the 11 sites still being decided - go to the Planning page and search for 'cycle hire'.
 |
| New docks for Kensington and Chelsea. To view the image in greater detail right click on the picture and click 'Open Link in New Tab' |
Together with the map of docks in H&F and the list of sites in Wandsworth (see earlier posts) we are starting to get some clear picture of how the new zones will look.
The proposals for K&C look good, but only if they get permission for all the sites. There is still time to submit comments on the 11 sites still being decided - go to the Planning page and search for 'cycle hire'.
Thursday, 4 April 2013
Construction starts on new docks
Work has begun to build the new docking stations which will extend the scheme south and west. They look set to become operational in the autumn.
Details of the docks being planned in Wandsworth are available here.
Other boroughs included in the extension are Hammersmith and Fulham, Lambeth, and Kensington and Chelsea. Plus there will be a few new docks in the existing zones.
Some useful background is provided in this TfL paper.
Details of the docks being planned in Wandsworth are available here.
Other boroughs included in the extension are Hammersmith and Fulham, Lambeth, and Kensington and Chelsea. Plus there will be a few new docks in the existing zones.
Some useful background is provided in this TfL paper.
Saturday, 9 March 2013
Boris biking - a new dawn?
In the 4 months (!) since my last post, not a lot has changed. Slow and steady planning progress has been made towards the Western Extension; bad weather has reduced useage to a quarter of what it was at its Olympic peak; oh, and yes, the charges did go up. And then everything changed ...
See the Mayor's new vision for cycling here.
The obvious caveat is to wonder how much of this will actually come to fruition, but for now let's applaud the vision, and admit that the Mayor's vision for cycling has certainly changed from the rather impotent 'Cycling Revolution' we were initially promised. A good analysis of the new strategy is on the Cyclists in the City blog.
So let's think about what it promises on cycle hire - here's the text with my comments:
XII. Expanding and improving cycle hire
We will extend Barclays Cycle Hire to many parts of Hammersmith & Fulham, Lambeth and
Wandsworth by the end of 2013. This represents a nearly 30 per cent rise in the size of the
scheme, to around 11,000 bikes.
No news here, this is already in planning. More likely early 2014 by the time all the docks are installed.
Our new mainline terminus Cycle hub will have London’s largest docking station, with at least
several hundred bikes, at our new mainline terminus Cycle Superhub (see above), with very
good cycle routes linking from it. This and the wider bike parking at the Superhub will help
address unsatisfied commuter demand.
One assumes this will not be Waterloo which already has a superdock. Paddington maybe? Kings Cross / St Pancras would probably be my preferred option, though the Euston Road is a barrier to cycling. Victoria would be nice, but I don't think there's space. A consideraton here will be the massive new commuter flow set up - are there enough docks in central London to cope with the increased demand?
We will expand popular docking stations, where space and planning allows, to reduce the
problem of empty and full docks. This will involve reducing the number of bikes at less wellused
docking stations.
That's fine - but why reduce the number of bikes at less popular stations? Just have more bikes overall surely?
We will open (or move) docking stations along our Quietway and Central London Grid routes
(within or just beyond the existing footprint of the scheme) to drive usage of the new routes.
Perfectly sensible, though opening new stations is to be preferred. If, as I think, this strategy will significantly stimulate cycle use in central London, many more centrally located docks will be needed. Plus why abandon sites which are already installed and have planning permission?
We will carry out incremental expansion of the footprint where there is strong demand.
This is quite nebulous - what is strong demand? And might this favour affluent neighburhoods rather than others, where community groups are vocal and well-organised. Indeed, might it depend on the particular whims of local authorities? I would prefer to see a more centrally-planned scheme for expansion which will eventually cover all of London.
We will work with local authorities who wish to pay to extend the footprint such as to Kentish
Town.
See above - what if authorities don't want to pay? No-one should be denied the bikes simply due to local politics.
To drive usage, we will encourage companies, universities, colleges and hotels to install new
docking stations on their premises, at their own expense, for the use of their staff, students
and guests.
This is brilliant, if it's carried out properly, and the docking stations are located in public areas. In fact, it's probably the best way of addressing the capacity issues in central London. I could imagine a large dock in the grounds of Imperial College, just to choose one example.
For this, we will particularly target companies and universities with a number of separate
central London sites which are slightly too far apart to walk between, but slightly too close for
public transport to be convenient.
I'm not entirely sure how effective this will be, but I don't object.
Given the heavy use of the scheme by tourists, we will develop and market Barclays Cycle Hire
tour routes, along quiet streets, which they can follow, with appropriate signage, printed
leaflets, website downloads and apps for their phones. This again will drive usage.
Great idea - though I also think docking stations need to be better sited for tourist useage. Docking stations for St Paul's and Westminster Abbey for example are hidden in side streets. And dare I mention the Mall??
We will integrate cycle hire with the roll-out of contactless payments using credit, debit and
charge cards, to make it a fully joined-up part of the transport network.
No objection to that - shame the system can't accept Oyster
Overall, the opportunities for cycle hire within the strategy are somewhat more limited than the ambitious initial phases of the scheme. Yet .the network of safer routes should significantly stimulate demand for the bikes, which in itself will further the case for further expansion and intensification. Boris calls for cycling to be 'de-lycrafied' - what better way than through the bikes which bear his name?
See the Mayor's new vision for cycling here.
The obvious caveat is to wonder how much of this will actually come to fruition, but for now let's applaud the vision, and admit that the Mayor's vision for cycling has certainly changed from the rather impotent 'Cycling Revolution' we were initially promised. A good analysis of the new strategy is on the Cyclists in the City blog.
So let's think about what it promises on cycle hire - here's the text with my comments:
XII. Expanding and improving cycle hire
We will extend Barclays Cycle Hire to many parts of Hammersmith & Fulham, Lambeth and
Wandsworth by the end of 2013. This represents a nearly 30 per cent rise in the size of the
scheme, to around 11,000 bikes.
No news here, this is already in planning. More likely early 2014 by the time all the docks are installed.
Our new mainline terminus Cycle hub will have London’s largest docking station, with at least
several hundred bikes, at our new mainline terminus Cycle Superhub (see above), with very
good cycle routes linking from it. This and the wider bike parking at the Superhub will help
address unsatisfied commuter demand.
One assumes this will not be Waterloo which already has a superdock. Paddington maybe? Kings Cross / St Pancras would probably be my preferred option, though the Euston Road is a barrier to cycling. Victoria would be nice, but I don't think there's space. A consideraton here will be the massive new commuter flow set up - are there enough docks in central London to cope with the increased demand?
We will expand popular docking stations, where space and planning allows, to reduce the
problem of empty and full docks. This will involve reducing the number of bikes at less wellused
docking stations.
That's fine - but why reduce the number of bikes at less popular stations? Just have more bikes overall surely?
We will open (or move) docking stations along our Quietway and Central London Grid routes
(within or just beyond the existing footprint of the scheme) to drive usage of the new routes.
Perfectly sensible, though opening new stations is to be preferred. If, as I think, this strategy will significantly stimulate cycle use in central London, many more centrally located docks will be needed. Plus why abandon sites which are already installed and have planning permission?
We will carry out incremental expansion of the footprint where there is strong demand.
This is quite nebulous - what is strong demand? And might this favour affluent neighburhoods rather than others, where community groups are vocal and well-organised. Indeed, might it depend on the particular whims of local authorities? I would prefer to see a more centrally-planned scheme for expansion which will eventually cover all of London.
We will work with local authorities who wish to pay to extend the footprint such as to Kentish
Town.
See above - what if authorities don't want to pay? No-one should be denied the bikes simply due to local politics.
To drive usage, we will encourage companies, universities, colleges and hotels to install new
docking stations on their premises, at their own expense, for the use of their staff, students
and guests.
This is brilliant, if it's carried out properly, and the docking stations are located in public areas. In fact, it's probably the best way of addressing the capacity issues in central London. I could imagine a large dock in the grounds of Imperial College, just to choose one example.
For this, we will particularly target companies and universities with a number of separate
central London sites which are slightly too far apart to walk between, but slightly too close for
public transport to be convenient.
I'm not entirely sure how effective this will be, but I don't object.
Given the heavy use of the scheme by tourists, we will develop and market Barclays Cycle Hire
tour routes, along quiet streets, which they can follow, with appropriate signage, printed
leaflets, website downloads and apps for their phones. This again will drive usage.
Great idea - though I also think docking stations need to be better sited for tourist useage. Docking stations for St Paul's and Westminster Abbey for example are hidden in side streets. And dare I mention the Mall??
We will integrate cycle hire with the roll-out of contactless payments using credit, debit and
charge cards, to make it a fully joined-up part of the transport network.
No objection to that - shame the system can't accept Oyster
Overall, the opportunities for cycle hire within the strategy are somewhat more limited than the ambitious initial phases of the scheme. Yet .the network of safer routes should significantly stimulate demand for the bikes, which in itself will further the case for further expansion and intensification. Boris calls for cycling to be 'de-lycrafied' - what better way than through the bikes which bear his name?
Thursday, 15 November 2012
Higher Fares - Some Further Comments
Last week it was reported that Boris bike access charges will double from January 2013. There is some further useful comment on the folly of this decision on the Two Wheels Good blog.
I was contacted by the Evening Standard to get my view on funding and charges for the bikes. My suspicion is that when the edict came from City Hall to install the scheme across London they believed that the funding secured from Barclays plus the charges would cover the costs to finance the scheme. Now that this has not been the case, charges are rising to cover losses.
Some might argue that Boris should renegotiate a better deal with Barclays. I think it might be too late for that now, and actually it somewhat misses the point. Why should a major transport initiative be relyng on private sponsorship to make it viable? Exactly the same point can be made incidentally, for the Emirates Airline.
If TfL and the mayor are serious about introducing bikes across London to enable as many Londoners as possible to use them to get about cheaply, then they need to be properly financed from a central transport budget. Let's be clear - Boris bikes cost peanuts compared to Crossrail, or the reconstruction of London Bridge Station, or a new Northern Line to Battersea. Their initially low cost made them instruments of potential social transformation. But at £2 a go, why not take a bus, it'll be cheaper, or a tube, hardly more expensive. When the borough of Tower Hamlets, one of London's most deprived, agreed to put funds towards the bikes, did they realise a year later prices would be rising to rob local users of the cheap transport they had been promised?
If Boris biking is to have a future it should be funded centrally from a London-wide transport budget, not by dubious deals with commercial sponsors. Fare increases should be kept in line with other modes of transport, and the scheme affordable to less affluent Londoners. If not, I fear our love affair with the Boris bike might be over.
I was contacted by the Evening Standard to get my view on funding and charges for the bikes. My suspicion is that when the edict came from City Hall to install the scheme across London they believed that the funding secured from Barclays plus the charges would cover the costs to finance the scheme. Now that this has not been the case, charges are rising to cover losses.
Some might argue that Boris should renegotiate a better deal with Barclays. I think it might be too late for that now, and actually it somewhat misses the point. Why should a major transport initiative be relyng on private sponsorship to make it viable? Exactly the same point can be made incidentally, for the Emirates Airline.
If TfL and the mayor are serious about introducing bikes across London to enable as many Londoners as possible to use them to get about cheaply, then they need to be properly financed from a central transport budget. Let's be clear - Boris bikes cost peanuts compared to Crossrail, or the reconstruction of London Bridge Station, or a new Northern Line to Battersea. Their initially low cost made them instruments of potential social transformation. But at £2 a go, why not take a bus, it'll be cheaper, or a tube, hardly more expensive. When the borough of Tower Hamlets, one of London's most deprived, agreed to put funds towards the bikes, did they realise a year later prices would be rising to rob local users of the cheap transport they had been promised?
If Boris biking is to have a future it should be funded centrally from a London-wide transport budget, not by dubious deals with commercial sponsors. Fare increases should be kept in line with other modes of transport, and the scheme affordable to less affluent Londoners. If not, I fear our love affair with the Boris bike might be over.
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