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: 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.
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.
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.
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.
A cycle lane to nowhere – a dead end 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.
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.
‘Ghost bike’ for Deep Lee killed here in October 2011
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.
Jenny Jones holds her at right
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.
Cyclists take to the road
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.
and some people on foot
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“.
The ride goes past the ‘ghost bike’
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.
Jenny Jones
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.
Earlier that day I had photographed another protest, where Farah Edwards, a survivor of theBhopal 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.
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.
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.
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.
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.
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.
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.
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.
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.
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.
Lord Dubs speaks
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.
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.
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.”
A few weeks ago I came to the end of a walk with friends and we stood at a bus stop on the edge of the A3 in south-west London with a relentless flow of traffic moving past in all four lanes in both directions. We were a few yards away on a slip road, but the noise was making my head throb and I could smell and taste the pollution, though I hope the Covid mask I was wearing might filter out some of the particulates. It was a horrible reminder of the mad dedication to traffic which is killing so many of us, poisoning adults and particularly children and playing a significant role in killing the planet through the huge carbon emissions in manufacturing vehicles, building yet more roads and of course burning fossil fuels. Fortunately our bus came earlier than expected.
The switch to electric cars will help a little, and reduce some of the pollution, though not its possibly most dangerous aspect, the particulates that come mainly from rubber tyres and from brakes. And there is still a huge carbon footprint from their manufacture – roughly equivalent to running around 150,000 miles of burning petrol or diesel, and much of the electricity used to power them will come from power stations burning gas or forest-destroying wood.
We can only have a sustainable future if we wean ourselves as a species away from travel, and take what journeys are still necessary by ways that reduce the carbon footprint as much as possible. Going on foot or by bicycle, using public transport and severely limiting the more polluting and high-carbon forms of transport. It means measures such as banning private cars in cities, giving priorities to buses, building more light rail and tram systems, ending subsidies to air travel, stopping new road-building and more. But also it means great changes in our way of life.
It’s something I realised over 50 years ago when I sold the only car I’d ever owned. Something I considered very carefully in choosing where to live and what jobs to take. And something which has constrained the holidays I’ve chosen to take and other aspects of my life, but not anything I really regret. I’ve only ever made three trips by air related to my work – where no real alternative was possible, and only taken two holidays which involved flights.
Of course there are some things and situations where cars are essential. It’s very hard to manage without one for those who live in more remote areas, and some need to. I’ve chosen always to live in towns or cities and have been healthy enough to be able to ride a bicycle or walk. In 2019, George Monbiot wrote for the Guardian a piece with the sub-head ‘Cars are ruining our lives. We should cut their use by 90% over the next 10 years’. Like other posts on his web site its worth reading and goes into much greater and well-argued detail than this piece.
Donnachadh McCarthy
On 15th November 2014 I photographed the ‘Funeral for the Unknown Victim of Traffic Violence’ organised by environmental campaigner Donnachadh McCarthy and ‘Stop Killing Cyclists’. It made its way through the centre of London from Bedford Square going along Oxford St, with a bagpiper playing and a horse-drawn hearse carrying a coffin for a mock funeral ceremony at Marble Arch.
It made the point that while too many pedestrians and cyclists are still killed and maimed by cars and lorries on a road system largely engineered for the convenience of motorised transport, their numbers are dwarfed by the many thousands of premature deaths each year caused by the pollution from road traffic, with pollution levels in many places being well above legal limits. After the funeral, there was a die-in by cyclists more or less filling the hard standing at Marble Arch, and a trumpeter sounded the Last Post.
Here is a list of the demands made by the protesters:
Stop the Killing of Children with a national, multi-billion pound programme to convert residential communities across Britain into living-street Home Zones and abolish dangerous rat-runs.
Stop the Killing of Pedestrians by a national programme to fund pedestrianisation of our city and town centres, including the nation’s high-street, Oxford Street.
Stop the Killing of Pensioners from excessive speed with an enforced speed limit of 20 mph on all urban roads, 40 mph on rural roads/lanes and 60 mph on all other trunk roads.
Stop the Killing of Cyclists, investing£15 billion in a National Segregated Cycle Network over the next 5 years.
Stop the Killing by HGVs by banning trucks with blind spots, making safety equipment mandatory and strictly enforcing current truck-safety regulations; currently around 30% are illegally dangerous.
Stop the Killing without liability with a presumed civil liability law for vehicular traffic when they kill or seriously injure vulnerable road-users, unless there is evidence blaming the victim.
Stop the Killing from Lung, Heart and other Diseases caused by vehicular pollutants with mandatory for particulate filters that meet latest EU emission standards on all existing buses, lorries and taxis.
Stop the Killing at Junctions with pedestrian crossing times long enough for elderly disabled to cross, filtered junction crossings by cyclists and strict legal priority for pedestrians and urgently provide physically protected left-hand turns for cyclists.
Stop the Killing from Climate Crisis caused by CO2 emissions by insisting that all transport fuels are from truly environmentally-sustainable, renewable sources within 10 years.
Focus on Life! with transport governance making safety and quality of life the top priority. Reform all council transport departments, the Department of Transport and Transport for London into Cycling, Walking and Transport Departments with formal pedestrian and cyclist representation.
Again you can read more detail and more evidence in Guardian posts by George Monbiot, available on his own web site such as Don’t Breathe.
Cyclists die-in where a cycle bypass would have prevented a cyclist death
When I was growing up in a working-class area of Greater London there were few private cars around. Only one of my friends was from a family that owned a car, and they could only afford it because both of his parents worked. Working mothers were much looked down on in the area at a time when most married women were housewives, and many employers still expected or even required women to stop work when they got married. There were men in middle-class occupations, but even few of them had cars, walking to local companies or to the station for the train to London. Otherwise people walked to work or took a bus or rode a bike.
My father at the time was self-employed, a man who did odd jobs; a little building work, plastering, plumbing, carpentry, roofing, glazing, electrical wiring, painting, decorating as well as gardening and bee-keeping. He worked for people in our area who mainly were as poor as we were; every penny counted – and there were seldom any spare to count at the end of the week. He rode around on an ancient bike, often with a bucket on the handlebars for his tools, and when he needed a ladder or more equipment or materials, left his bike at home and pulled everything on a hand cart.
For us kids, a bike was a great liberation. We played games on them, sometimes rather dangerously, and rode for miles often along busy main roads. But there was less traffic then and it moved much slower. I got my first two-wheeler – old but newly painted – for my sixth birthday, learnt to ride it that day and was then off, at first along our street and its side avenues, but soon much further afield, either with friends or by myself. By the time I was at grammar school I was riding miles out from London as well as cycling to school.
But things changed. It became the aspiration of many if not all working men to own a car – and more and more married women worked to make it possible. Car makers produced more and more cars aimed at a wider market, something that perhaps began in this country with the 1948 Morris Minor and Ford Popular, introduced in 1953, but accelerated in the late 1950s, when Harold MacMillan told us “most of our people have never had it so good.” Though in 1957 it still had to make its way down to areas like that I lived in.
Riding a bike began to be associated with poverty and cycle clips became an icon of failure. England developed a strong anti-cycling culture, with cyclists becoming an object of derision and hate. They cluttered up the road, preventing the free movement of motor cars. It’s an attitude still prevalent among car owners, and one pandered to by our road designers who until recently largely discounted cyclists in designing roads to enable drivers to drive faster. Pedestrians too were something of a nuisance, to be caged off whenever possible and forced to move away from crossing near corners to motorists could negotiate the rounded profiles at greater speed.
We have seen some changes in recent years. The 2005 bombings made many more consider cycling in cities, and increasing concern about healthy exercise has also led to more recreational cycling – if often by people carrying bikes by car to safer places to cycle. And we now have a few segregated cycle routes in London and elsewhere.But London as a whole is still often a very dangerous place for cyclists (and pedestrians.) One reason is the poor design of many large vehicles with very limited visibility for the drivers. Another is road design inherited from years of ignoring the needs of cyclists and the continuing failure to put enough money into developing roads and paths that are safe for cyclists.
The problems are in part political, with a lack of national leadership and many local politicians remain rabidly anti-cyclist and respond to powerful lobbies from some drivers and in particular taxi drivers organisations. In London it was made worse by the local government reorganisations of the 1960s and the abolition of the Greater London Council in the 1980s. Traffic – including the problems faced by cyclists – is one area that clearly needs to be dealt with for London as a whole and not left to the whim of local boroughs as is currently the case. Some have an almost complete disregard for the safety of cyclists.
Stop Killing Cyclists has organised a number of bike die-ins taking place shortly after cyclists have been killed at the sites where they died. The protest these pictures come from was at the Elephant and Castle in Southwark on Wednesday 21 May 2014, following the death of 47 year-old Abdelkhars Lahyani on May 13, killed by a HGV (heavy goods vehicle) whose driver was arrested on suspicion of causing death by careless driving.
The traffic system here was completely redesigned a few years earlier at a cost of £3 million, but without making proper provision for cyclists. Southwark Council’s transport plan argues against segregation of cyclists and says that including them in traffic is useful to slow traffic flows. While it may do so, it is at the expense of regarding them as expendable.
The protesters marked out a bike ‘bypass lane’ which if implemented would have taken Lahyani away from the dangerous area where he was killed. Many accidents at junctions are caused by drivers turning left and driving over cyclists they have failed to see on their left side, either in a blind spot because of bad vehicle design or simply because they have failed to check their route before turning.
All photographs on this and my other sites, unless otherwise stated, are taken by and copyright of Peter Marshall, and are available for reproduction or can be bought as prints.
