Stop Killing Cyclists

Cyclists ‘Die in’ at TfL HQ – Blackfriars Rd, London

Cyclists ‘Die in’ at TfL HQ: On Friday evening on 29th November 2013 over a thousand cyclists came to demand safer roads for cyclists and pedestrians across London. 14 cyclists had been killed already that year on London streets, including six in the previous two weeks.

Cyclists generally get a bad press here in the UK, and proposals and schemes that improve safety for cycling often meet with considerable opposition from non-cyclists, especially where these provide joint use of paths by pedestrians and cyclists.

Of course some cyclists are irresponsible – but so too are many not on bikes, whether driving vehicles or on foot. And we all sometimes do stupid things. Some may ride through red lights – but so do some motorists, and the statistics show that around 95% of pedestrians killed or injured in accidents caused by jumping lights are killed by drivers rather than by cyclists.

Motorised vehicles – cars, motorbikes, vans, lorries, buses etc are far more dangerous than cyclists because of their higher mass and often much greater speeds which mean that they bring many times more energy to any collision – typically more than 10 times as much, sometimes very much greater.

It’s hardly surprising the of the around 400 pedestrians killed in road traffic accidents each year in the UK on average only 2.5 involve collisions with bicycles – even on those shared pavements you are many, many times more likely to be killed by a collision with a car or other vehicle.

Cyclists are – like pedestrians – vulnerable road users. Unlike drivers in vehicles they are not surrounded by a protective shell of metal, and they have seat belts and air bags which proved extra safety – and its good that they do. But this does all remove them some way from the dangerous reality that all cyclists – however well-behaved and experienced – when sharing road space with them.

It would not of course be feasible to provide entirely separate street networks for vehicles, cyclists and pedestrians, although it would be good to provide these where possible, and we have made some progress in doing so. But there are many more places where separate ‘dedicated’ cycle paths can and should be provided.

Encouraging cycling has many positives. It reduces the toxic air pollution in our cities – estimated to cause almost 10,000 early deaths in London alone, as well as a great deal of suffering from various lung conditions. And by reducing the number of vehicles on our roads it cuts the congestion on our roads which often brings transport in London to a near standstill (and which is also highly polluting.)

*Donnachadh McCarthy announces it was time for the die-in*

And cycling provides healthy exercise (which would be even healthier if we cut pollution by having more people on bikes) helping to cut the obesity which, particularly among children, is now a major health problem. It has also been shown to improve mental health.

Cycling is also the cheapest form of transport other than walking, and is often the fastest way to travel in London for relatively short journeys, including some that most of us would find too far to walk.

Worries about safety put many off cycling, as does the weather. But there are relatively few days when our weather makes cycling a real problem (and mudguards help.) Making our roads safer is more of a problem, but doing so would increase the quality of life in the city for all of us. Even drivers breathe the same air and have sometimes to get out of their cars and walk.

Things are happening slowly, but too slow. We are getting more dedicated cycle routes. 20mph zones make streets safer for pedestrians and cyclists, despite the outcry about them in some areas. Improvements in design of lorries to provide all-round vision are slowly coming in…

Protests such at outside the London HQ of TfL on 29 Nov 2013 to protest at the lack of safe road provision that leads to many deaths of cyclists and pedestrians, with a vigil, rally and a 15 minute ‘die-in’ on Blackfriars Road help to raise awareness of the need to improve our road system and encourage TfL to make a positive effort to do so. You can read more about it in my post on My London Diary, which includes the eight demands made by those taking part as well as a description of the event and many more pictures.

Cyclists ‘Die in’ at TfL HQ

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Die-in against Greenwich cycle deaths – 2018

Die-in against Greenwich cycle deaths: On Thursday 7th Jun 2018 Cyclists staged a die-in outside Greenwich Council offices in Woolwich Town Hall after three cyclist were killed by vehicles in the area in recent weeks, two by HGV(Heavy Goods Vehicles) trucks on the notoriously unsafe Woolwich Rd.

Cyclists are vulnerable road users – as also are pedestrians. But while almost everywhere at least in urban areas we have separate pavements for pedestrians, most of the time cyclists have to share roads with cars and lorries. While all road deaths are tragic its important to keep things in proportion.

Official statistics shows 462 pedestrians were injured by cyclists in 2022, compared to 437 in 2021 when one person is recorded as dying, and 308 in 2020, when four people were killed. The figures relate to deaths on roads and there are some other deaths and injuries on footpaths, cycle paths and elsewhere which are not included but the numbers are relatively small.

Similar figures for pedestrians killed by cars have in recent years been between 346 and 470 with between 4 and 7,000 serious injuries. While around a hundred cyclists are killed by cars and over 4,000 seriously injured.

The differences in numbers are huge and depend on various factors. But simple physics plays a part with the extra mass of cars and higher speeds of travel making them on average around 60 times more lethal than bicycles in collisions, and much more where traffic is fast moving and vehicles heavier.

Where pedestrians and cyclists share paths or other spaces there are still differences, but on a lesser scale, with cyclists typically only having around 15 times the energy of pedestrians due to their greater speed.

The government fact sheet states “Pedal cyclists are one of the vulnerable user groups. They are not protected by a vehicle body in the same way car users are, and tend to be harder for drivers to see on the road. They are, therefore, particularly susceptible to injuries.”

And it also notes that the figures for non-fatal casualties involving “pedal cyclists are amongst the most likely to be under-reported in road casualty data since cyclists have no obligation to inform the police of collisions.” Certainly the two incidents I can remember where I was knocked flying by cars whose drivers had failed to see me and where I clearly had right of way were not reported.

The greatest risk of cyclists being killed comes in collisions with HGVs. Reported collisions involving one car cause around four times as many deaths but there are roughly there are roughly 50 times as many as with HGVs and those with HGVs are roughly 15 times as likely to kill cyclists.

One of the speakers at this event in Woolwich spoke about the research he was involved in 37 years earlier on designing safer lorries. Few of the suggestions from this have been implemented, although things are slowly changing. But most HGVs are still unsafe with limited visibility and huge blind spots.

Other speakers talked about the failure of Greenwich Council to support the plans for Cycle Superhighway 4, allegedly because of the personal antipathy of the former council leader to Boris Johnson’s former cycling commissioner Andrew Gilligan. Since 2018 some progress has been made on what is now called Cycleway 4, though it still ends short of Woolwich. And others pointed out that air pollution, much due to road transport was a huge killer in London, causing an estimated over 9,000 deaths a year. We don’t just need safer roads but need to find ways to reduce vehicle usage.

More pictures at Die-in against Greenwich cycle deaths.

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All photographs on this page are copyright © Peter Marshall.
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Naked Cyclists Ride Against Oil

Naked Cyclists Ride Against Oil: I thought people might like some more naked cyclists so here are some pictures from the 2012 ride, eleven years ago today on 9th June 2012. Men were in a fairly large majority in the thousand or so riders taking part and photographically they represent rather more of a challenge, at least to make pictures that editors think suitable for family viewing. So I’ve chosen pictures of men, though there is a woman in one of them.

The only country from where I’ve had any negative feedback about my pictures of naked cyclists is the USA, where I’ve had emails from teachers and librarians requesting that I remove these pictures from My London Diary as they say they make the site unsuitable for young people.

I find this difficult to understand but reply politely refusing to do so. Their complaints seem to come from some kind of warped religious objection and I like to remind them “So God created mankind in his own image, in the image of God he created them; male and female he created them.” and to somehow find that image offensive seems to me to be blasphemy.

Perhaps the most striking thing about the ride is not the nudity in itself but the variety of the human form it illustrates compared to the photographs of naked or near-naked people we usually find in newspapers or on our screens.

I tried hard to find pictures that reflected the purpose of the ride, a protest against dependence on oil and other forms of non-renewable energy and a culture based on cars and to “expose the unique dangers faced by cyclists and pedestrians” in modern cities. Some of the riders did so with a considerable sense of humour.

And some good drawing skills.

Careful timing and cropping sometimes makes the pictures more acceptable to a wider range of publications. And a bus with the message ‘Get Your Socks Off’ seemed rather appropriate though few in the frame were wearing them.

Another bus had three men in dark glasses who unlike all those watching the event from the pavements seemed to view it rather sternly. This is an event that causes a tremendous amount of hilarity on the streets as it goes past, but they are clearly not amused.

And finally, close to the former City Hall I photographed The Vitruvian Man.

There is a description of the ride and many more photographs – including some that would apparently shock some people at Naked Cyclists Ride Against Oil.

Red Cross, School Cuts and Dead Cyclists

Red Cross, School Cuts and Dead Cyclists: Six years ago on Friday 26th May 2017 I phototographed a vigil outside the Red Cross HQ, the Fair Funding for All Schools’ ‘School Assembly Day’ in Walthamstow and a protest against the hege toll of deaths due to air pollution and lack of proper cycling infrastructure.

Red Cross act for Palestinian Hunger Strikers – Moorgate

Human rights group Inminds were holding a vigil at UK Mission of the International Committee of the Red Cross (ICRC) in Moorgate, London, demanding the organisation end its complicity with Israel’s violation of the rights of Palestinian prisoners.

The vigil with flags, banners and some live music came as a hunger strike by Palestinian prisoners in Israeli jails were on the 40th day of a hunger strike and Israel was making preparations to force-feed them.

Inminds also called on the ICRC to restore the twice-monthly family visits and uphold the Geneva Conventions relating to the treatment of prisoners. They chalked the outline on the pavement of one of the underground cells in which some Palestinian child prisoners have been held for many days in solitary confinement, adding a soft toy to the chalked outline of a child.

Although quite a large proportion of those who saw the vigil read the display and came to sign the petition, the ICRC headquarters building is on a back street and not widely visible.

Red Cross act for Hunger Strikers

E17 Protest Against School Cuts – Walthamstow Town Square

Students, parents and teachers from 17 schools in London E17 marched to a rally in Walthamstow Town Square in protest against the cuts in school funding on Fair Funding for All Schools’ ‘School Assembly Day’.

City areas like Walthamstow will be disproportionately affected by the cuts and schools in the borough will lose over £25m from their annual budgets with the loss of around 672 teachers. On average schools will lose £672 per pupil, with some expecting cuts of over a thousand pounds per pupil.

I left the crowded square as people were listening to a long series of speeches from teachers, parents, educationalists, local politicians and education experts.

E17 Protest Against School Cuts

Cyclists Tory HQ die-in against traffic pollution – Westminster

Stop Killing Cyclists were holding a protest vigil and die in outside the Tory Party HQ a short distance from Parliament against the huge number of avoidable deaths from air pollution and the failure to encourage cycling since the Tories came to power in 2010. They had carried out a similar protest outside the Labour party HQ the previous week over their failure to take action when in power.

Statistics suggest that over the seven years of Tory government around 280,000 people have died prematurely due to the effects of air pollution, largely due to traffic on our streets. The campaigners called for a ban on diesel vehicles in city centres within 5 years, and on all fossil-fuel powered vehicles within 10 years, for all non-zero emission private cars to be banned from cities on days where pollution levels are predicted to rise above EU safety levels, and for regular car-free days in major cities following the example of Paris.

Cyclists particularly suffer from the effects of traffic pollution as they are exercising on city roads, breathing in the dust and fumes. As well as illegally high levels of gaseous pollution from exhausts, including nitrogen oxides, there are also dangerous levels of particulates from tyres and brakes. The carbon emissions from petrol and diesel vehicles also contribute massively to the global rise in temperature.

People also die early from a lack of exercise, and estimates suggest that proper provision for cycling in cities and elsewhere could have cut these deaths by 168,000 over the period of Tory rule. As well as deaths, more people cycling and cleaner air would also greatly reduce the stress on the NHS from respiratory and related illnesses. A report by the Royal College of Physicians in 2016 estimated that currently treatment for transport pollution related conditions costs the NHS £20 billion a year, around a sixth of the total NHS budget.

Many people are put off from cycling as they do not feel safe in the heavy traffic on many city roads and the protest called for an increase in providing safe routes including separate protected cycle routes. The point out that Holland spend £24 per head on cycling, twelve times as much as the UK. The UN has called for an increase to spend 20% of the transport budget by 2025, which would be roughly £3 billion per year.

Spending on cycling infrastructure benefits everyone across the country whether or not they cycle, and would reduce pollution on city streets to greatly improve life for all who live and work here. It would particularly be of benefit for child health, giving them more exercise but also in reducing the dangerous effects of pollution. Children are less tall and pollution levels are higher the closer you are to road level.

Cyclists Tory HQ die-in against pollution

Die-In At The Elephant

Die-In At The Elephant: In the early evening of Wednesday 21st May 2014, several hundred cyclists came to the Elephant and Castle, one of South London’s major transport junctions, following the death 8 days earlier there of a cyclist, 47 year-old Abdelkhars Lahyani, killed when he was run over by a heavy goods vehicle. The HGV driver was arrested on suspicion of causing death by careless driving.

Road design in London and elsewhere in the UK has always been about design for the movement of cars and lorries, with little regard given to the safe movement of cyclists and pedestrians, and campaigner Donnachadh McCarthy described this death as “a designed-in killing” rather than an accident.

The traffic system at the Elephant & Castle, one of south London’s busiest and more complex junctions, had been redesigned a few years ago at a cost of £3 million, but the changes made had not made proper provision for cyclists.

The junction is in the London Borough of Southwark, and their transport plan had argued against safe routes which would segregate cyclists from traffic. It stated that including them in traffic is useful to slow traffic flows; it may, but at the expense of regarding them as expendable, using vulnerable and unprotected human beings as some kind of traffic bollards.

The protesters marked out in chalk a “bypass lane” across the wide area of pavement close to the Strata Building at the junction with Newington Butts where the killing had taken place which would provide a segregated safe route for cyclists.

This chalked lane was soon filled with chalked messages about cycle safety and the protesters laid down their bikes on both sides of it before staging a die-in, leaving the lane with its chalking as a ‘sacred space’ in memory of the killed cyclist.

Afterwards there was a rally where the names of the 14 cyclists killed in London in 2013 and the six so far in 2014, after which poems by Seamus Heaney written about his feelings when his younger brother was killed in a road accident. Another speech was read out, written by a cyclist still in hospital with serious injuries after having been driven over by an HGV on a City road on the same day as Lahyani, and there were other speakers.

The final speech was by Donnachadh McCarthy, who set out very clearly the failures that were leading to the deaths of cyclists, and also thanked the police for their cooperation in the event. At the end of his speech he talked about the great advantages of cycling for personal health and for the environment: “Cycling is a gift: cleaner planet; safer lives.” But only if we make our cities safe to cycle in. As he pointed out as well as the roughly 60 cyclists and 300 pedestrians killed in London traffic accidents since the last election, an estimated 13,000 had died before their time because of traffic pollution.
My London Diary – May 2014

The junction in 2023 remains a dangerous place for cyclists, and no improvements appear to have been made here or elsewhere at the Elephant. It has bicycle symbols painted between the two lanes leading up to and advance waiting box at the traffic lights, though much of the paint had been worn by traffic when I last looked. Past the lights are some more road markings for bikes, but these can only be reached by cycling in the traffic.

More about the protest, speakers etc and many more photographs at Cyclists protest Death at the Elephant

Bikes Alive Say Stop Killing Cyclists

On the evening of Monday 9th January 2012 cyclists and pedestrians protested at Kings Cross in the evening rush hour calling for an end to the killing of cyclists on city roads.

Bikes Alive wanted Transport for London to make changes in their policies which are leading to too many cyclists being killed on London’s Streets and were taking more direct but peaceful action to put pressure on them to make cycling in the city safer.

Kings Cross was chosen as one of the most dangerous areas for cyclists with major roads including Euston Road, Pentonville Road, Caledonian Road, Kings Cross Road all meeting in a gyratory system of confusing one-way streets.

In particular they want changes at all major road junctions with longer gaps between different phases that would allow both pedestrians and cyclists to clear junctions before traffic from other directions dashes across, as well as changes that will lead to reductions in private car use in London and an increase in bike use.

*Tamsin and a man with a bike block traffic for the ride to start*

Similar protests in later years have been organised by Stop Killing Cyclists who began with a major ‘die-in’ protest outside TfL’s HQ in November 2013.

I arrived early for the Bikes Alive protest and found a group of friends of cyclist Deep Lee (Min Joo Lee), a 24-year old student who was killed riding her bike there on 3 Oct 2011 came to put fresh flowers on the ‘ghost bike’ which is chained to a lamp post at the centre of the junction.

Others soon began to arrive on bikes and on foot, gathering on the wide pavement in front of Kings Cross Station, including a dozen or so police officers on bikes. As well as Bikes Alive spokesperson Albert Beale who had said that this protest “is the first step in a campaign to stop – by whatever nonviolent means needed – the completely unnecessary level of deaths, injuries and fear inflicted by motorists on the more vulnerable“.

Green Party mayoral candidate Jenny Jones took part, stating “London’s roads must be fixed urgently if we are to make them safe for cyclists and all other road users. This is the Mayor’s responsibility, and I hope that if we make a statement through peaceful, direct action he will start to listen.”

*The protest blocks the box junction and Tamsin leads some chanting*

Also present was Tamsin Omond of Climate Rush, who have organised several cycle protests, including one in July 2011 against London’s terrible air quality with briefly blocked a junction a little to the west of tonight’s protest.

Eventually the protester began to cycle slowly, accompanied by protesters on foot on the roads around the junction, turning up York Way and then returning back down Caledonian Road and returning to Kings Cross where some stopped to block the box junction. When police came and told them they had to move they made a few circuits along a short section of the Euston Road in front of Kings Cross, making a ‘U’ turn at the traffic lights and going back east along the road to go around the one-way system again. By the time they were on their second or third circuit I felt I had seen enough and left.

London’s roads eleven years later remain dangerous for cyclists, and this junction in particular was among the three still named as the most dangerous of 22 that the London Cycling Campaign named in parliament in November 2022 as needing urgent action. There have been some improvements, with new cycle ‘super-highways’ and changes in traffic light phasing, but much more still needs to be done to make the city safer, with huge benefits in public health as many more people who would cycle if they felt safe. Unfortunately some London councils, partly thanks to lobbying from taxi drivers and others, still have virulent anti-cycling policies.

More at Bikes Alive – End Killing Of Cyclists.

Bhopal: Drop Dow From London Olympics

Earlier that day I had photographed another protest, where Farah Edwards, a survivor of the Bhopal Disaster, challenged Lord Coe, and Mayor Boris Johnson, to taste some Bhopal drinking water, bottled as ‘B’eauPal’ mineral water. 200 days before the start of the London Olympics they called for London to drop Dow Chemicals as a major sponsor, as thousand of families in Bhopal are still being poisoned by the Bhopal disaster, when Union Carbide, a subsidiary of Dow Chemicals, released a huge dense cloud of lethal gas from their plant on the night of December 2-3, 1984.

*Barry Gardiner MP holds a bottle of contaminated Bhopal water in Trafalgar Square*

Government estimates say more than 3,700 died immediately and since deaths have risen to between 8,000 and 25,000 people. Around 100,000 to 200,000 people are thought to have permanent injuries and the number continues to grow as much of the contamination produced by the disaster has not been cleaned up.

But of course the idea that Lord Coe or Johnson would worry for even a split second about taking dirty money for the Olympic project was ridiculous.

Bhopal: Drop Dow From London Olympics

Cyclist Deaths and Militant Muslims – 2013

On Friday 29th November 2013 I went to two very different protests in London.

Islamists Protest Angolas Ban on Muslims – Angolan Embassy, Friday 29th November 2013

I’d had an interest in the rise of extremist Islamic movements in the UK since 2004, when I first photographed a march by Hizb ut-Tahrir Britain, and the activities of Anjem Choudary had attracted my attention for some years before this event in 2013. In 1996 he had been one of the founders of the Islamist al-Muhajiroun, an organisation which dissolved itself shortly before it was banned by the UK government as a terrorist organisation in 2010, going on to found a series of new organisations considered by many to be al-Muhajiroun under different names.

I can’t now remember under what title Choudary had announced ‘DEMONSTRATION AGAINST THE CHRISTIAN TYRANNY UPON MUSLIMS IN ANGOLA!’; another group he was associated with, Muslims Against Crusades, had been banned in November 2011, but I think many of those at this protest were the same individuals. The many posters they held named no organisation.

I’d gone to the Regents Park Mosque where a march had been announced to start to the Angolan Embassy, but as the crowds emerged after Friday prayers there was no sign of Choudary or his followers. Asking people there I learnt a small group had been present earlier but had left before the time announced and I gathered it had been made clear they were not welcome at the mosque.

I hurried down to the Angolan Embassy in Dorset Street, arriving to find a noisy demonstration taking place, but with no sign of Choudary. Another photographer told me I had missed them setting off firecrackers when they arrived. There were some loud chants echoing the message on the placards that ‘Muslims Will Destroy The Crusade & Implement ISLAM!’

As I wrote in the captions, “I came to the protest thinking for once that Amjem Choudary and his supporters had a just cause – Angola is clamping down on non-Christian religions including Islam. But it isn’t a ‘crusade’ but something that most Christians around the world and secularists would firmly oppose. But they would oppose it in the name of freedom. This was something rather different.

Finally Choudary himself arrived and began a lengthy speech. It was interesting and there was much that many including myself would agree with, as the Angolan regime has embarked on a purge of all non-Christian religions in the country. According to a report in The Guardian, there are only 83 approved religious organisations in Angola, every one of them Christian, and a statement from the Angolan embassy in the US claimed that they had ‘lots of religions’, citing “Catholic, Protestants, Baptists, Muslims and evangelical people.” In other words, freedom of religion – so long as it is Christian.

But what Choudary and his supporters advocate is not freedom of religion but the establishment of an Islamic Khilafah (caliphate), establishing Sharia law, where the only religion tolerated would be their extremist distortion of Islam. There was something new in his speech, when he talked about Islamic armies rising to “establish the Sharia” which at the time I thought was just wishful thinking on his part, but was in fact a chilling reality which became obvious as ISIS rose to occupy not Angola but a large territory in the Middle East around six months later.

Many of us were convinced in 2013 that Choudary was, if not an MI5 agent, at least protected by them and the police as a ‘honeypot’ for Islamic extremists, gathering them together to enable them to be readily recognised and kept under observation. It’s difficult to see otherwise why he had not been arrested for some of thee statements in his speeches at protests, careful though he was. But it was the rise of ISIS and his support expressed for Islamic State that led to his eventual arrest and sentencing in 2016 for five and a half years under the Terrorism Act 2000.

Islamists Protest Angolas Ban on Muslims

Cyclists ‘Die in’ at TfL HQ – Blackfriars Rd,
Friday 29th November 2013

Cyclists are the most vulnerable of road users, riding unprotected among cars and lorries whose drivers are cased in powerful and heavy metal shells. Pedestrians also lack any protection, but are usually provided with pavements which cyclists cannot legally use.

That of course is stating the obvious, but it’s an obvious that is almost always obscured by heated anti-cyclist opinions forcefully expressed, about cyclists who get in the way of motorists, or who ride aggressively on pavements, cross red lights and fail to wear cycle helmets etc.

I write as a cyclist and a pedestrian, and a former if reluctant driver. As the latest Highway Code makes even clearer, cyclists have a right to be on the road and are a part of traffic just as much as any car or lorry. And there are probably about as many bad cyclists as there are bad drivers, perhaps rather more given the number of people too young to get a driving licence who ride bikes.

We now have many shared paths for bicycles and pedestrians and accidents on them are rare, and very seldom cause significant injuries to either party, though the few that do get great publicity. Many of us also occasionally ride on pavements which are not officially shared, and do so with care for those on foot, in places where the roadway is dangerous and there is no separate provision for cyclists. I won’t get into cycle helmets in depth, but they provide little protection and may well decrease the safety of cyclists as well as making cycling a rather less convenient activity. And the emphasis on their use is simply trying to put the blame on the victims of road accidents rather than trying to make the roads safe.

There are many reasons why cycling should be encouraged and proper facilities provided. It improves the health of those who cycle and leads to a cut in expenditure on health services, is an almost non-polluting form of transport and much more efficient in the use of road space, reducing congestion for others, and a cheap solution particularly to many shorter distances in cities. Many cities have become better places to live by welcoming and providing proper provision for cycling.

The protest outside the London HQ of TfL demanded safer road provision for cyclists. It was organised after 14 cyclists had been killed in London over the previous years. For more than 50 years the design and provision of roads has been almost entirely based on increasing the flow of motorised vehicles, with other considerations being largely ignored. And faster traffic becomes more dangerous for pedestrians and cyclists – congestion actually makes cycling in central London safer.

Even where TfL has begun to provide cycle ‘superhighways’, these have been badly designed at many junctions, and marked cycle paths are often used as parking places, forcing cyclists into the heavy traffic the path is meant to avoid. Some cycle lanes in my area are far too narrow and on uneven road edges making them dangerous to ride on even where they are not obstructed by parked vehicles, others have stop signs at every minor road or even injunctions to dismount.

On My London Diary you can read the list of eight demands the protest made to improve safety and get more people using bikes. As well as spending more money on cycling infrastructure they included a ban on vehicles whose drivers are unable to see adjacent road users. Most deaths of cyclists are caused by drivers who turn left at junctions unaware that there is a someone on a bike in their path.

After a short introduction to the event there was a long silent vigil while a cellist played solemn music, and those who had brought candles came and lit them around a bicycle. Then there was a speech reminding us that Amsterdam had become a much more pleasant city with high bicycle use following a series of protests in the 1970s had prompted the city into action – with die-ins such as that which followed. Police at the scene estimated a thousand bicycles and cyclists took part, though organisers thought it was double this. The BBC reported it as ‘hundreds’ in a typical media response to cyclists and protests. Then the rally continued, with more speeches and the reading out of the names of cyclists killed on the streets.

More at Cyclists ‘Die in’ at TfL HQ.

Cyclists’ Die-In And A Visit To The Oral Squat

On Wednesday 8th November 2017 I spent the evening in Islington.

Vigil for Islington cyclist killed by HGV – Islington Town Hall, Wed 8 Nov 2017

On May 2nd 2017, City trader Jerome Roussel was cycling to work along Pentonville Road when he collided with a heavy goods vehicle which had stopped in the cycle lane. He was seriously injured and died in hospital on June 25th, seven weeks later.

Police say that the cyclist had told them he had put his head down and had failed to see that the lorry had pulled in ahead of him and he crashed into the back of it.

Cycling around parts of London there are many streets with ‘cycle lanes’ marked at the edges of the roads but often obstructed by parked vehicles. The driver in this case had only just pulled into it, intending to turn into a side street, but for many others the cycle lane is a convenient parking place, perhaps for a few minutes while they visit a shop, or for much longer.

These roads have cycle lanes because there is enough faster moving traffic on them to make them dangerous for cyclists. But cars and lorries parked on them mean that cyclists have to move out into this traffic. We need a law which makes it an offence to park on cycles lanes – and for it to be enforced.

*Islington Labour – For the few who drive*

Better still we need far more physically separated cycle lanes, though where these exist there are also sometimes cars parked on them, rendering them unusable, and sometimes road surfaces so poorly maintained that they are uncomfortable to ride on and even at times dangerous. Even small potholes that a car would cruise over can send the unwary cyclist flying.

As I wrote back in 2017, “Islington has not built a single protected cycle route in over 20 years and Transport Minister Jessye Norman has so far failed to sign the the commencement order to allow TfL to fine HGVs and traffic that drive into mandatory cycle lanes, such as the one on Pentonville Road where Jerome Roussel was killed. Islington, responsible for 95% of the roads in its area has reserves of £277 million (and growing) and campaigners say it should spend some of this on making its streets safer for cyclists and pedestrians.”

I don’t cycle in Islington, but although the council on its web site states it is “on a mission to improve cycling in Islington” I get the impression that relatively little has changed since Roussel’s death on a cycle lane in 2017. At the 2022 elections the London Cycling Campaign was calling on Islington Council to provide protected cycle routes on all busy roads by 2026, for low traffic neighbourhoods to cover the borough by 2024, to provide sustainable freight hubs, to set more ambitious targets for sustainable transport and provide secure cycle parking.

Cyclists gathered on the pavement outside Islington Town Hall and listened to a number of speeches before police stopped traffic and the campaigners held a 5 minute silent die-in on the road in memory of Jerome Roussel, after which there were more speeches and a final address by Donnachadh McCarthy.

More at Vigil for Islington cyclist killed by HGV.

ORAL squat empty NatWest Bank – Upper St, Islington, Wed 8 Nov 2017

As I walked back from Islington Town Hall to the Underground station with another photographer we met activists who knew us outside the squatted former NatWest Bank on Upper St and stopped to talk.

*Inside things are a little messy, but there is no real damage*

This had been squatted around a week earlier by the Order of Rampaging Anarchist Lunatics (ORAL) and they were using it as a centre to provide tea, coffee, clothing and shelter for the street homeless of the area.

*The building was well lit and warm – the squatters are paying for electricity*

We were invited inside for a tour of the squat and to take photographs. The squatters were expecting to be evicted in the near future, and actually were a few days later, after which they published a ‘final communique’ on their Facebook page. You can read this in full on My London Diary, but here is the first paragraph:

Several years ago, what began as a ridiculous idea to form a satirical nation of squatters evolved into one of the most infamous land pirate crews known around the world. Originally coined the Autonomous National of Anarchist Libertarians [ANAL] we’ve penetrated deep into London, forming a property portfolio that undoubtedly far exceeds any other crew; Having taken roughly 60 buildings in zone 1 over a period of around 4 years. Most notably Admiralty Arch.
My London Diary

Their communique goes on to say that they felt their activities had acheived nothing and that they would be forming a new group focused on “setting the example of how to evolve society & humanity” though “construction & creation” and would shortly be opening “a new community hub”.

My assessment was rather more positive, in that they and other activists had drawn attention to the scandal of so many empty properties while we have a housing crisis. Thanks to the Tory programme of austerity we had seen a huge increase in the number of homeless people and there should be legal ways to bring these properties into use. The current situation remains shameful in what is still one of the world’s wealthiest countries.

ORAL Squat empty NatWest Bank.

Funeral for Cyclists, Against Islamophobia, Iranian Repression

London, Saturday 13th October 2018

National Funeral for the Unknown Cyclist

I’ve been a cyclist since my sixth birthday, when my parents bought me a second-hand two wheeler to replace the trikes I’d been on since before I could walk. By the end of the day I could ride it, if rather unsteadily, along the pavement of our street.

The bicycle gave kids like me a new freedom, and within a couple of years I was riding miles either on my own or with a couple of mates to play both in local parks and green spaces and further afield. We cycled away from our dusty streets into the countryside, often going along some of the busiest roads in the country, the A30, A4 and A3 out west from our grey suburbs.

We didn’t think much about safety back then, and though traffic was heavy, vehicles were smaller and speeds were lower. Drivers were I think more considerate back then, and almost all will have been cyclists before getting behind the wheel. So I survived, though there were a few close shaves, later mainly thanks to teenage stupidity.

Over seventy years later I still ride a bike, though with rather larger wheels, and usually just to the local shops, but I feel less safe on the roads. I’ve been knocked off it a couple of times in the past twenty years or so, both times by drivers who were extremely apologetic and confessed they hadn’t seen me as they drove out onto a main road or came up behind me on a roundabout. I was lucky and only sustained minor cuts and bruises and the motorists paid for the repairs to my bike.

During the first Covid lockdown the roads were almost empty and I went out each weekday morning for a ten-mile ride to keep fit. But then traffic began to come back and the fumes and too many close passes put me off the roads again.

In the past few years we seem to have come out of the long era where cyclists were almost completely disregarded in terms of traffic planning (and pedestrians too) but still we are largely failing to get the kind of separate provision to make cycling more safe that we see in some European countries.

Some councils are still dementedly anti-cyclist, and too many drivers see cyclists as an impediment to their progress rather than as fellow road-users. Some still accelerate past me then cut in across me to turn left at junctions, some pass where there is clearly not enough room to do so safely and some even shout insults as the drive past.

Cycling is good for individual health and for the health system as a whole, though less than it should be because of the pollution from traffic. By reducing car journeys it is good for the environment too, and good for motorists as people switching to bikes cuts congestion in cities. As a country we should be spending far more to encourage it and make it safer. In particular that means more separate provision – fears over safety when bikes are on busy roads is one of the main things that stops many getting on bike, but also driver education and improvements in vehicle and road design.

Among those at the protest were a number of families whose members had been killed on our roads, including some from Tony Spink’s family. He was killed cycling through Wakefield city centre by a lorry driver who didn’t stop, dragging him under his lorry as he hung onto the windscreen wipers and thumped on the side of the truck. His mangled bike was pulled from the lorry by the driver at a layby and then dumped in bushes miles away. The driver was jailed for two years. This was an extreme case but the sentence seemed risibly short, as are many of the sentences given to drivers who kill both cyclists and pedestrians.

Protests by Stop Killing Cyclists such as this National Funeral for the Unknown Cyclist have publicised the problem and the organisation lobbies for £3 billion a year to be invested in a national protected cycling network and for urgent action to reduce the toxic air pollution from diesel and petrol vehicles which kills tens of thousands of people every year, and disables hundreds of thousands.

Several hundred protesters on bicycles met in Lincolns Inn Fields before riding in a funeral procession behind a horse-drawn hearse to Westminster where instead of following the route the police wanted across Westminster Bridge they turned into Parliament Square and staged a 10 minute die-in before proceeding to a rally in Smith Square.

National Funeral for the Unknown Cyclist

Rally opposes Islamophobic DFLA – Parliament St

I left the National Funeral for the Unknown Cyclist as it went on to Smith Square and walked up Parliament Street to a rally opposing the racist, Islamophobic Democratic Football Lads Alliance who were ending their march with a rally at Downing St.

Stand Up To Racism and Unite Against Fascism had organise a rally here, but the DFLA marchers had not arrived at the expected time. Far fewer than expected had turned up for their march, and it had been blocked for some time by more militant anti-fascist protesters on the route.

Some of the DFLA had given up and gone to pubs along the route, but a few had walked across St James’s Park to Parliament Square from where they shouted for a while at the SUTR/UAF protest as police stopped them from getting closer, and after a while persuaded them to move away. The number who finally arrived for their rally was rather small and it didn’t seem worthwhile to take a long walk around the police barricade to try to photograph them.

Rally opposes Islamophobic DFLA

Ahwazi protest Iranian repression – Parliament Square

Instead I went back to Parliament Square where I met Ahwazi protesters marching into the square carrying Ahwaz independence flags. They protested noisily facing the Houses of Parliament calling for Iran to end the repression of their people and to get out of their land.

Al Ahwaz, the oil-rich northern side of the Persian Gulf was under British control until 1925, with the population enjoying considerable autonomy as Arabistan. The emirate was dissolved by the Persian regime following a rebellion in 1924 and the area occupied by Persian troops, and a process of ‘Persianisation’ imposed on the area, attempting to destroy its Arab culture. They renamed the area Khuzestan.

Discrimination against the Ahwazi increased under the Islamic Regime, impoverishing the area which contains much of Iran’s natural resources and there has been widespread civil unrest since 2015, with massive protests in April 2018 on the anniversary of the 2011 Ahwaz Day of Rage, itself an anniversary of the 2005 unrest. In September 2018 militants from the
Ahwaz National Resistance attacked an Iranian Revolutionary Guard parade in the city of Ahvaz, killing 25 soldiers and civilians.

Ahwazi protest Iranian repression

Refugee Children, Dead Cyclists & A Squat

Refugee Children, Dead Cyclists & A Squat – 11th February 2017

Dubs Now – Shame on May

Five years ago, on Saturday 11th February 2017, a crowd of supporters of Citizens UK and Safe Passage joined Lord Alf Dubs at Downing St to take a petition to Theresa May urging her to reverse the decision to stop offering legal sanctuary to unaccompanied refugee children.

The Tory government had been forced into an unusual humanitarian response when Parliment passed the Dubs amendment, and they were then given a list of over 800 eligible children – although there were known to be more whose details were not recorded. And because of Lord Dubs, around 300 have been allowed into the UK. But although twice that number remain in limbo, many in the Calais camps, Prime Minister Theresa May decided to end the scheme.

Among those who spoke at the protest before an emergency petition with over 40,000 signatures was taken to Downing St were speakers from four London Labour councils who all said they had told the government they would take more children but their offers had not been taken up.

Dubs Now – Shame on May

Invest in Cycling – Stop Killing Cyclists

Cyclists and supporters met in Trafalgar Square to march to the Treasury on the edge of Parliament Square to call for a significant increase in spending on infrastructure for cyclists and pedestrians on our streets.

That week five people were killed on London streets as a result of careless or dangerous driving – accidents are rare, but such deaths are made much more likely by a road system engineered around the needs of car and other vehicle drivers and cutting their journey times through the city. Facilities for cyclists and pedestrians have long been treated as secondary and chronically underfunded.

But these 5 killed, who were remembered in the protest and die-in are a small fraction of the numbers who die prematurely each week in London as a result of high and often illegal levels of air pollution – estimated at around 180 per week, as well as the much higher number of those whose lives are seriously affected by health problems – both figures including many who drive. Powerful lobbies for motorists and vehicle manufacturers have led to the domination of our cities by cars and lorries.

There are huge health benefits from cleaning the air by cutting down traffic and congestion, and also by encouraging healthy activities including walking and cycling. And the main factor discouraging people from taking to bikes for journeys to school, work and shopping etc is the danger from cars and lorries. Better public transport also helps, particularly in cutting pollution levels, and anything that cuts the use of petrol and diesel vehicles will reduce the major contribution this makes to global warming.

Invest in Cycling – Stop Killing Cyclists

ANAL squat in Belgravia

My final event that day was a visit to 4 Grosvenor Gardens, a rather grand house short distance from Buckingham Palace (and more relevant to me, from Victoria Station.) Squatting collective the Autonomous Nation of Anarchist Libertarians (ANAL) had taken over this house on February 1st after having been evicted from the Belgrave Square house owned by Russian oligarch Andrey Goncharenko which they occupied for a week.

I’d meant to go there a week earlier, but a domestic emergency had called me away earlier in the day from a protest at the US Embassy before a programme of workshops and seminars in the seven-storey squat had begun. There was nothing special happening on the afternoon I visited (though some things were happening in the evening) but I was welcomed by the occupiers, several of whom recognised me, and they were happy for me to wander around the building and take photographs.

Apart from being careful to respect the privacy of some of the occupiers who were sleeping or resting in a couple of the rooms I was able to go everywhere from the basement to the top floor, but the door leading onto the roof was locked, probably to stop any possible access from there by bailiffs. Like many other houses and hotels in the area it has a view into the grounds of Buckingham Palace, but I had to make do with the view from a rather dusty window, or the less interesting view from lower down where windows could be opened.

Few squats have blue plaques – this one for soldier and archaeologist Lieutenant General Augustus Henry Lane Fox Pitt-Rivers, but more recently it has been in use for offices, business meetings and conferences. The squatters have tried hard to cause no serious damage and had last week turned out some people who had come to make a mess of the place.

There are around 1.5 million empty buildings in the UK, many like this deliberately kept empty as investments, their value increasing year on year. The number is enough to enough to house the homeless many times over. ANAL say that properties like this should be used for short-term accommodation while they remain empty and they have opened it as a temporary homeless shelter for rough-sleepers.

It remained in use for almost month, with the squat finally evicted at 8am on 27th February. As I ended my post, “There clearly does need to be some way to bring empty properties back into use, and councils should have much greater powers than at present to do so. Until that happens, squatting seems to be the only possible solution.”

ANAL squat in Belgravia

Red Cross act for Palestinian Hunger Strikers – Moorgate

E17 Protest Against School Cuts – Walthamstow Town Square

Cyclists Tory HQ die-in against traffic pollution – Westminster

Bhopal: Drop Dow From London Olympics

Islamists Protest Angolas Ban on Muslims – Angolan Embassy, Friday 29th November 2013

Cyclists ‘Die in’ at TfL HQ – Blackfriars Rd, Friday 29th November 2013

Vigil for Islington cyclist killed by HGV – Islington Town Hall, Wed 8 Nov 2017

ORAL squat empty NatWest Bank – Upper St, Islington, Wed 8 Nov 2017

London, Saturday 13th October 2018

National Funeral for the Unknown Cyclist

Rally opposes Islamophobic DFLA – Parliament St

Ahwazi protest Iranian repression – Parliament Square

Refugee Children, Dead Cyclists & A Squat – 11th February 2017

Dubs Now – Shame on May

Invest in Cycling – Stop Killing Cyclists

ANAL squat in Belgravia

Cyclists ‘Die in’ at TfL HQ – Blackfriars Rd,
Friday 29th November 2013