Cycling Britain's fastest growing mode of transport

by Michael Smith (Veshengro)

Cycling is one of the fastest growing modes of transport in Britain. It is clean, healthy and good for the environment. But the government is still lagging behind those of other EU countries in providing a proper safe cycling infrastructure for British cyclists.

The Mayor of London, Boris Johnson, has created a “vision for cycling”, but then he is a cyclist and understands, for an unbroken network of cycle routes in London. And while there are many things that one could disagree with with Mr. Johnson this is not one of them.

However, we need more than just an unbroken network of lanes, as they are today, even though very fragmented, as they are not safe for cyclists. The lanes must be, as they are in most countries of Europe, physically separated from the motor traffic.

Mayor Johnson has also stated that he wants to “de-Lycrafy” cycling and bring it to the masses and this is indeed something that must be done if we want to have a sustainable low- to zero-carbon transportation future.

This vision in which many of us who use bicycles to get around, some as primary mode of transport even, share with the Mayor of London can only come true if we keep knocking at the right doors by demanding that proper, separated, bicycle lanes get created in the same way of those that can be found on the European mainland, whether in the Netherlands, in Germany or in Denmark.

Cycling is becoming, and it is evident in the new faces one can see on a daily basis using the bike for commuting, to go to the shops or to visit friends, more popular than it has been for many decades and many young people shun the car, in fact, in favor of the bike.

One of the main fact, aside from environmental consciousness and wishing to become fit or fitter, for cycling being the fastest growing mode of transportation in Britain today is the ever increasing cost of fuel and motoring per se, for insurance and road tax also pay part in this.

Motorists are always fuming about the fact that cyclists need not to pay the road fund license and neither have to have insurance but no one forces those people that moan to use their cars. They too could use a bike. In addition to that they seem to forget that the bicycle was here before the car, as were pedestrians.

Britain has been, and still is, sadly lacking behind other countries in Europe as to provisions for cyclists and if one sees the cycle lanes in places such as the Netherlands – yes, OK, more people use bikes than cars there – and in Germany, which go from about everywhere to everywhere one can but dream and hope to get something like that in the UK too (one day).

Unfortunately, presently, Britain has the worst provisions for cycling and cyclist of all the EU countries and this is, despite the increase in cycling as mode of transportation presently, still preventing many people from getting on their bike instead of into their car, especially for shorter journeys. This must change for our health and for that, especially, of the Planet.

© 2013

ACTIVE TRANSPORT: THE FAST TRACK TO BETTER LIVING

Good for the environment, the economy and our wellbeing, cycling and walking also provide a range of social and health benefits for individuals. In its latest policy statement, ‘Active Transport,’ CIWEM calls on Government to make Britain’s streets and roads safe for walking and cycling.

Cycling and walking are everyday activities that enhance and complement the built and rural landscape and living environment, yet current infrastructure, facilities, motoring laws and protocols do not support routine cycling and walking. In its new policy position statement published today, the Chartered Institution of Water and Environmental Management (CIWEM), calls on government to: create a high profile Centre for Active Transport - dedicated to integrating safe cycling and walking into the nation’s everyday lives; promote a safe roads initiative; and allocate greater funding for active transport with cross-departmental cooperation to maximise the benefits from this investment.

Currently, planning policy does not explicitly encourage walking and cycling. Given the expected increase in levels of urban living (60% of the world’s population by 2030), investment and commitment are urgently required to secure cities and towns where walking and cycling are primary transport options.

The statement highlights the need for immediate safety concerns to be addressed; proposing that each local authority should have a road safety plan and a director-level manager or chief officer with responsibility for embedding safe cycling and walking in their communities. CIWEM also calls for full inclusion of all the benefits of active transport when comparing them with other transport investments.

CIWEM痴 Executive Director, Nick Reeves OBE, says: 展e all know that motorised transport is the main contributor to urban pollution; walking and cycling are not. Government must work harder to make active transport options truly accessible and democratic. Strong policy and more investment in cycling and walking are essential to sustainable and resilient local economies. The health and environmental benefits would also be significant, and transform peoples�lives. By foot and bike, what痴 not to like?

The Chartered Institution of Water and Environmental Management (CIWEM) is an independent professional body and a registered charity, advancing the science and practice of water and environmental management for a clean, green and sustainable world. www.ciwem.org

CIWEM痴 policy position statement, Active Transport, can be found online at http://www.ciwem.org/policy-and-international/policy-position-statements/active-transport.aspx.

The All Party Parliamentary Cycling Group is a cross-party group of MPs, is co-chaired by Ian Austin, the MP for Dudley (Lab) and Julian Huppert, the MP for Cambridge (LD). It has conducted an Inquiry and taken evidence on cycling and will publish its report with recommendations in April 2013. http://allpartycycling.org/inquiry/

Peter Treadgold, CIWEM Honorary Vice President, has initiated CIWEM's work in active transport; drawing on his experience in the promotion and delivery of cycling and walking programmes in London, and nationally for the Olympic Games.

Full Disclosure Statement: The GREEN (LIVING) REVIEW received no compensation for any component of this article.

CYCLE logistics: Moving goods by bicycle

Achieving concrete reduction in energy used for urban freight transport

By Michael Smith (Veshengro)

As societies face urban congestion, rising fuel costs and increased air and noise pollution, using bicyles to move goods is now being seen a viable transport solution. This is clearly the idea behind CYCLE Logistics, the EU funded project being launched in May 2011.

“All modern sustainable companies and cities will incorporate delivery of goods by bikes in their logistic systems” proclaims Dr. Bernhard Ensink, Secretary General of the European Cyclists’ Federation (ECF), and one of the key partners involved in the project. The CYCLE logistics project will build upon this new trend of moving goods out of trucks and vans and onto bicycles.

Running from May 2011 to 2014 and spanning across 12 countries, this project will draw upon the expertise of local authorities, the private sector, cyclists’ groups, communications experts and energy agencies. With ECF as a main partner of this project, CYCLE logistics will strive to remove unnecessary motorized vehicles from roads by using more bikes to transport goods in city center across Europe.

A clear example of bikes being used as part of every-day business

“Currently, half of all trips in the city are related to the transportation of goods with light goods representing over a third of these trips”, explains ECF Project manager Dr. Randy Rzewnicki, noting that “there’s a huge potential for CYCLE logistics to shift these trips away from motorized vehicles and towards cycling-related solutions”.

Despite the mammoth task ahead of him, Rzewnicki is upbeat: “In Berlin, London, Paris, and many other cities elsewhere it’s happening already for business. Even for those who have the most efficient delivery networks, cycling solutions lead to increased efficiency”.

But, let's face it: this is not a new concept now. Baker's, butcher's, etc., used to do their deliveries around towns, villages and even part of the countryside by “cargo” cycles and the postal service, even in rural areas of the UK, for instance, has been using bicycles until they enlarged the delivery areas too much.

Germany has seen a return of the courier, as in DHL kind of, and also other delivery services, including grocery home deliveries, so I understand, on “cargo” cycles and also in Britain some small ventures have taken up that option once again.

On a larger scale, I should think, as far as Britain is concerned, the talk would be about needing “pilot” projects before, say, local authorities and such would take up this option of bicycle deliveries.

In other countries of Europe, for instance, this is happening and also other alternatives to car and truck are being used and not just “explored” such as horse-drawn dustcarts in a number of areas in France, including, so I understand, some districts of the capital.

According to reports from France the savings are huge in switching from the huge diesel-turbine trucks to horse and cart and even collection speeds do not seem to have suffered.

As far as deliveries in towns and cities are concerned if one considers that, due to the congestion, the traveling speed of a truck may be less than that of a bicycles, especially if cycle paths are available, deliveries by bike might just be rather a viable option, and maybe not just in towns and cities.

© 2011

Increase in rail and bicycle usage in Britain

By Michael Smith (Veshengro)

According to recent figures rail journeys in the UK have increased tremendously pointing to the fact that people leave the car at home more because of the cost of fuel going up, and up, and up.

Bicycle usage also has risen rather greatly from what I can observe on a daily basis and more and more people seem to join the throng of those riding through our parks on their way to work or from work, or to take the children to school, or to go to the stores.

With the equivalent of US$8 and more for a US gallon of ordinary gasoline this change in choice of mode of transport really is not surprising. What is surprising that not more bikes are about on the commuting trail and the school run or the trip to the stores for the pint of milk or the loaf of bread.

The way people are and have been using the car is not really sustainable and nor has it ever been. We clog up the village and town centers, the roads to and fro, and we pollute the air. Short journeys cause much greater emissions than the loner runs and vehicles idling are the biggest cause of automobile air pollution.

While most readers of this journal will know the facts as to pollution caused by idling cars and such like very well indeed already it is, nevertheless, interesting and, dare I say, encouraging, to see that rail journeys are going up and, as far as I can see, the use of bicycles too is very much on the increase, for commuting as well as for taking the kids to school or for the run to the shops.

Let us just hope – and, those who do, pray – that this increase will not just dissipate again if and when oil and gasoline become cheap again. Not that I, personally, think that this is going to be the case again, ever.

And if it is indeed the case that the era of cheap and abundant oil has come to an end everyone best prepare for a return to mass transport, such as, especially, rail, for the longer journeys and to the use of the bicycle and walking for the shorter journey. Unless, that is, you can afford to keep and maintain (no, not a musket, silly) a horse and cart.

The problem though is that this fact is not, as yet, really sinking in with the majority of the people who still think that they are entitled to a car and to be able to be running it.

I don't know about such entitlements. Even the Constitution of the United States of America does not make mention of any of that. There is no right to have access to cheap gasoline enshrined in that document, not even in any of the many Amendments to said Constitution.

© 2011

British politicians advocate electric cars

by Michael Smith (Veshengro)

Top figures from both side of the political spectrum in Britain have spoken out in favor of electric vehicles this week, saying consumers need to be encouraged to switch to low carbon cars.

The Prime Minister Gordon Brown hinted at a potential 2,000 GBP subsidy for those choosing to exchange their current car for an electric equivalent while London Mayor Boris Johnson said he wants to make the city the European capital for electric vehicles.

Government is currently considering the grants for those purchasing electric cars, as well as a 'scrappage' scheme which would pay out to those scrapping their old cars in favor of more environmentally efficient models.

Mayor Johnson has said he wants to see 100,000 electric vehicles on the streets of London.

Both announcements are slightly vague - details on the government scheme are thin on the ground while Mr Johnson has simply said he wants to see more electric vehicles out there 'as soon as possible' - but both also promise political support for low carbon vehicles.

This is not surprising, the vagueness I mean, for it would appear that the British government, on all levels, just is rather vague when it comes to green issues. Strong on rhetoric but very little specific and definitely even less action. That is something that We The People should be able to address though if we but would dare to do so. Think elections, folks.

Reaction to Mr Brown's announcement has been mixed, with the car manufacturers saying that a similar scrappage system in measures in Germany have simply led to people trading up to bigger cars and claiming that the incentive will not encourage many motorists to go electric due to the current lack of choice in the market.

This claim by the car industry is also not really correct. They apparently think that the general public do not read or listen to news. In Germany the problem is more that the people trading in their cars, primarily, went for foreign made cars rather than German made ones and that has upset the makers there. Mostly for cars that has a better gas mileage and such. So, not as much bigger cars but foreign cars and often more efficient cars is the state of affairs in Germany, it would appear.

Green energy groups have pointed out that electric vehicles are only as environmentally friendly as their power source.

"This move is only as green as the electricity that charges the batteries," said Gaynor Hartnell the Renwable Energy Association's director of policy.

"It is vital that the electric vehicles push ties in directly with an even greater expansion of renewable electricity at all scales, otherwise we will be building yet more dirty power stations.

"The government will need to bring renewables, the network infrastructure and car industries together to ensure that this happens."

This, on the other hand is a load a garbage as well. While it is true the power source must be taken into consideration that is being use to charge the vehicles electric cars and vans at least cause little or no pollution while they are being driven.

Another environmental consideration that seems to be missed, however, is the battery or batteries and their components. How environmentally friendly are they and their manufacturing processes?

The question, therefore, is as to how green electric cars can be in this equation, especially if and when we consider their components. Plastics for the bodywork – to make the cars lighter – the batteries, the motors, etc. Many of those are toxic components too. Here we encounter the great “hmm???”, don't we.

Meanwhile Boris Johnson has said he will work with businesses, boroughs and other public sector organizations to deliver 25,000 charging points in London's workplaces, retail outlets, streets, public car parks and station car parks by 2015 and attempt to alter planning guidance in the capital so that 20% of parking places in new developments should be equipped with charging points.

Mayor Johnson said: "The time for simply talking about electric vehicles is over - we need real action on the ground to make the electric vehicle an easy choice for Londoners.

"I am today committing millions to install the infrastructure needed for when, in just a few years time, these vehicles become much more widely available.

"This is an unprecedented package of measures to make London the electric car capital of Europe.

"By taking these steps, we will not only create green collar jobs, but also smooth the way for less polluting transport choices which will improve our air quality, reduce traffic noise and contribute significantly to my carbon emissions reduction target."

The estimated cost of the 25,000 charging points and conversion of the Greater London Authority fleet is £60million - the Mayor has pledged to fund a third of this and is calling for the Government and the private sector to commit the remainder.

This all sounds very grand indeed but... and here comes the but... the technology has not been given enough boost to be developed to a standard that will make electric cars and vans viable for longer distances and for rural areas and such.

The electric car the size of, say, the Smart Car from Mercedes Benz (I know it presently is still gasoline powered) is fine and good for a runabout and for going into the cities and living and driving in the cities as a single person or a couple. As soon as you add a few kids there is a problem in the offing which has not, as yet, been sufficiently addressed.

On the other hand we should, especially in towns and cities promote the use of bicycles a lot more – the way it is done in Denmark, the Netherlands and Germany – rather than always the car, whether electric, biofuel or still gas and diesel.

However, the great love affair that we all, and especially the governments, and they very much so as the taxes on the gas and diesel give them a nice little earner, have with motorcar and the internal combustion engine that runs gas or diesel that powers it, I think it highly unlikely that alternative means of transport will be pushed, especially that of the human-powered variety. Shame rather.

The only way this will ever change if we, the people, change our approach and tell our elected representatives to do as we ask or else.

© 2009
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Britain attempts to push for leading position on green transport

by Michael Smith

A high powered meeting of industry experts, academics and policy makers was held in London in October 2008 to discuss how to get the mass market production of electric vehicles and other low carbon transport properly started.

Delegates from more than 15 countries came together in London to discuss the technological challenges, barriers and opportunities that could be created from the low carbon and electric vehicle market.

This meeting, arranged by the UK government, was a follow up to the Prime Minister's announcement made earlier this year that he wants to see Britain at the forefront of the development of green transport.

Business Minister, Ian Pearson, said that currently less than 0.1% of the UK's 26 million cars are electric. He added that the government is committed to bring lower carbon vehicles to Britain's roads as soon as possible. For that, he said, we need to act now to ensure that the UK is at the forefront of this new industry.

Continuing he said that the UK's automotive sector has a global reputation for research and development, design engineering and manufacturing. The development of electric vehicle technology is an opportunity for the UK to take the lead and, given the current state of the global economy, we need to seize that opportunity now.

What I would like to know, and it is a shame that I could not ask that question directly, is why we keep harping on about cars, cars and cars again. While electric cars are fine they cannot meet the needs for proper green transport.

The only way we will ever see Britain in the forefront of green transport is when the UK finally gets its act together on cheap – and I do mean cheap – and reliable – and I also stress that word – public transport, especially the railroads, whether local, commuter or long distance. It does not make sense when a ticket from South West of London to Birmingham in peak time is over £200 return when flying would have cost less than £70.

It is NOT electric cars that we need but a proper green transport infrastructure that makes the use of public transport, from rail, over metro to bus, cheap, reliable and safe, and which also have provisions for completely linked cycle routes, as are found in other countries of Europe, such as the Netherlands, Denmark and Germany; cycle routes that are physically separated from the motor vehicle traffic.

It would appear that the only thing that they were really interested in this gabfest was the car, and this is rather a shame.

We should rather promote an alternative to the car, whether or not it is electric shall not be to discussion here.

The people of this country are getting obese, and are soon catching up on their American cousins, because all they do is drive to work and to the stores by car. They then sit in the office and then get back by car and sit in front of the goggle box or the computer.

This country must get on its bike or walk. It does not make sense to use the car to go to the stores to get the newspaper – around a mile or so away – or to the shops in general, whether this be by using an electric or an ICE car.

What this country must do is to actually invest in alternative transport, starting with the railroads and then cycling, rather than more roads and more cars, regardless as to whether those cars are electric or not.

But, obviously, the motor industry still is a formidable lobby, unlike the bicycle industry or the railroads, and too many of the sheeple also cannot even think of not driving a car.

So, let's hear it for the bicycle and the train!

© M Smith (Veshengro), November 2008
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Downsizing from Tractors to Camels

by Michael Smith (Veshengro)

The world is finally, even in the developing world, waking up; in Rajastan, India, at least.

There farmers are giving up on their gas- and diesel-guzzling tractors and are returning to using their trusty camels for haulage again, as they have done in times not so long ago.

Due to rising fuel prices farmers are rediscovering the "ships of the desert", and this is good too. Why they ever gave up the use of the camel for haulage is a question that can only be answered by them, but I would assume that they encountered the kind of salesman that can sell refrigerators and freezers to the Eskimos.

The price of a good camel has gone up sharply as a result: two years ago camels, good camels, were almost the same price as goats, now they are three times the price.

A good male camel will live for 60 to 80 years and costs about £500.00 while the cheapest tractor is £2,500.

This is good news according to the League for Pastoral Peoples and Endogenous Livestock Development because the camel population has been falling over the past ten years and this could lead to a revival of this age-old usage. So, let's hear it for the camel!

Camels have a long and regal history in India. They were, traditionally, used by Maharajahs and had great status and so did their breeders. Now decreasing amounts of grazing land and lack of investment in the existing lands have resulted in inadequate nutrition and lowered the resilience of the herds. Camel slaughter is forbidden in India but in fact sources believe that it is rampant, with the meat exported to Bangladesh. Not only is the use of camels being promoted but also its by-products such as camel milk, camel leather handbags and camel bone jewellery.

Well, this is in Rajastan, India. What about the Arab countries for camels and some of our countries, such as the USA, the UK, and countries in the EU for horses, mules and donkeys, once again?

The Amish in the USA still use the horse and many of their farms and businesses are, in their way, far more productive than many of the modern ones. In the UK in a number of areas the horse is making a comeback as a foresters timber moving animal and its use is beginning to spread. While a horse, alas, does not live as long as a camel, it nevertheless, I am sure, beats a tractor in acquisition and running costs.

Fair enough, you do not have the power of a tractor, but then you neither have the noise, the cost of fuel and maintenance – not that a horse may not need the vet or the farrier at times and neither of them are cheap – and neither the other associated problems you have with running a motor vehicle.

In Egypt and some other countries thereabouts the donkey is still in use as a means of haulage and in some of the new EU member states so is the horse, and not just by the Romani People in those countries. In Poland in the rural districts the horse and wagon are still a normal sight and they can even, at certain days, be found in the larger towns.

This might be something that we all should look at again. We also must not forget the ox and the bullock and others...

© M Smith (Veshengro), May 2008

Share and share a bike

New York City is putting training wheels on a new bicycle-sharing program to demonstrate to city-dwellers that two-wheelers can be a viable form of alternative transportation. Sponsored by the Forum for Urban Design, a group of architects, designers, and planners, the five-day trial run has made 20 bikes available for free from 10 a.m.-6 p.m. for 30 minutes at a time.

Bicycle-sharing programs are already thriving in European cities like Barcelona, Spain, and Lyon, France. A program in Paris will soon make 10,000 bicyclettes available for public use.

"A ride-share program would reduce the dependency on automobiles," says David Haskell of the Forum for Urban Design. "It would be a great alternative to subways and bus services -- and a lot cheaper for the city."

Also, less smelly.

Ken looks at radical new plans for cycling in London

Mayor of London, Ken Livingstone, announced today that he has asked Transport for London to examine the feasibility of bicycle hire scheme to promoting cycling in London. The Mayor recently saw at first hand the successful 'Velib' - Freedom bike - hire scheme introduced by the Mayor of Paris, which has enjoyed great success since its launch a few weeks ago.

The Mayor and Peter Hendy, the Commissioner of Transport for London, witnessed the Paris Velib scheme at first hand during the recent Tour de France.

Transport for London have been asked to look at international best practice in promoting cycling, including hire schemes like that of Paris, with a view to introducing a scheme which meets the specific needs of London. Cycling groups and other stakeholders will be consulted on the options.

A London scheme would require the support of London Boroughs, as well as the Mayor, as most London roads are controlled by the boroughs.

The Paris scheme offers 10,000 bicycles sited at 750 dedicated hire-points every 300 metres around Paris, with plans for 20,000 bikes at 1,400 hire points by the end of the year. The bikes are available at any time of the day or night and cost just about 70 pence to hire for half an hour. Theft is minimal because of the unique design of the bicycles, their highly secure parking facilities and because payment is via credit or debit card. If a bicycle is not returned the hirer is charged around £100.

The Paris scheme has been an instant success, with the distinctive Freedom Bikes now seen all around the centre of Paris.

Transport for London officials have been working with the Clearzones Partnership and central London boroughs to examine the potential for a similar scheme for some months and will be meet their opposite numbers in Paris, and other European cities, to discuss the practicalities of such schemes. Other cities with a strong record on cycling or with public cycle hire scheme include Barcelona, Lyon, Brussels, Vienna, Berlin, Munich, Oslo and Copenhagen.

Ken Livingstone, the Mayor of London, said:

‘Cycling is a clean, fast and cheap way to get around London and we have seen an 83 per cent increase in cycling since I became Mayor. I have seen the Paris Freedom Bike scheme, and discussed it with the Mayor of Paris. It clearly works and is highly popular. I have asked transport officials in London to study the Parisian and similar schemes in order to draw up proposals for a scheme which would meet the needs of London. I am sure that we can learn from the success of the Parisian and similar schemes to expand access to cycling in London.'

The Bicycle as Means of Personal Transport

The bicycle was the first affordable private transport for the masses. It was the poor man's horse and it is more valuable today, in the this era of climate change and the need to reduce our environmental footprint than ever.

The invention of the bicycle proper and especially the “mass production” of them made personal transport for the poor affordable and enabled them to get further afield for word and leisure than ever before. In fact the bike itself also became a leisure activity and many a person went on bicycle tours around the countryside on Sundays and during vacations, once they had actually arrived for the masses.

The bicycle still has a place as a means of personal private transport and not just for children. It is a viable alternative to the motor car, at least and especially around town and village. But it also has a place in the countryside for personal transportation over shorter distances. The bike also gets through were a car often cannot. This was shown by the Viet-Cong on the Ho Chi Min Path during the Viet-Nam war.

While the bicycle may not be the best means for long distance transportation this could be solved with a proper cycle policy on mass transit systems, such as trains, underground, and similar, and here ideally a carriage or two dedicated to those with cycles. This would, probably, have to mean longer trains, but so be it.

For this to be getting anywhere, however, we need to take the public transportation systems back into public ownership and the fare set at an affordable level; affordable to the poorest and not the richest.

In addition and especially we need, everywhere, networks of cycle lanes. While in some countries of Europe cycle path nigh on cover the entire country, in the UK, alas there are very few proper ones of them. This needs to change if the use of the bicycle is to become more widespread in the UK as a means of personal transportation. The current type of “cycle lanes” - now there is a joke – is entirely inappropriate as it doe not give the cyclist any safety from the traffic and all too often vehicles are parked in said cycle lanes and the cyclist has to move into the fast flowing traffic. This is especially dangerous for children and it is therefore not surprising that in the UK very few children, compared to other EU countries, actually go to school by bicycle. In addition to that the so-called cycle lanes in the UK are often just little strips here and there that end as abruptly as they started.

© M V Smith, August 2007