“Blessed are the peacemakers” the Bible tells us, but it forgets to add the obvious corollary “and awesome are those who strip naked and cycle the streets of central London in the name of peace and the environment”. Thousands of revellers – displaying not a shred of inhibition and not the slightest consideration for the very real possibility of genital chafing – shed their fabric shackles for the Naked London Bike Ride and embraced the freedom of the summer air, the fervour of the two-wheeled carnival, and the inevitability of bemused passers-by taking photos of their funbits.
http://www.youtube.com/watch?v=vxZa2ANHXYc
Such frivolity! Such bare-cheeked, multicoloured pastiche! Whistles, glowsticks, bodypaint – all were in abundance as the happy crowd rolled down Fleet Street. Their noble cause? To protest against oil dependency. A flyer explained what this gallant act of exhibitionism was all about: “The World Naked Bike Ride”, it elucidated, “draws attention to the absurdity of oil dependency and celebrates the potential of cycling and the human body”. Obviously. “Riding naked emphasises the vulnerability of cyclists on the road, at the same time as celebrating humanity in the face of mechanisation”.
Vulnerability, however, was not something that these postmodern Luddites displayed as they rolled gloriously through the streets of the capital. Bicycles, tricycles, even unicycles were ridden by these devastatingly exposed libertines – some completely naked, some in their pants, some painted head-to-toe in bodypaint and anti-mechanic slogans, but all grinning from ear to ear. Hail these celebrators of the human form, these most honest and pure of protesters! Just make sure you cover your children’s eyes.
Sour-faced policemen and women coasted along beside their churlish charges, not bothering (or daring) to arrest anyone but looking decidedly embarrassed about the whole affair. Cheer up plod; I expect half of them were envious of the protesters’ nudist whimsy. Perennial nudity is something to which we should all aspire. Undoubtedly the world would be a better place – would the Cuban missile crisis really have been so dire if Kennedy and Khrushchev had just decided to chill out naked by the pool? I think not. So, naked bike riders of London, I want to thank you for two reasons; firstly, for braving sunburn and awkwardly-positioned blisters to encourage us to cease our unwavering commitment to corporal modesty; and secondly, for granting me the opportunity to see more nipples in a ten minute period than I am ever likely to see again.
Wednesday, 28 July 2010
Thursday, 22 July 2010
Delays to the cycle hire scheme!
Along with the recent Cycle Superhighway launch, Boris Johnson has pointed out to everyone that from the 23 of July you’ll be able to register for membership of the cycle hire scheme from: www.tfl.gov.uk/barclayscyclehire
The bad news is that unless you register you won’t be able to use the bikes for another month. The reason given is that “This will enable TfL and its contractor, Serco, to understand and learn from how pioneer members engage with the scheme, including patterns of bicycle usage.”
In order to use the scheme when it launches on the 30th of July, you’ll have to have a Cycle Hire Key and it will need to be activated. TfL’s Managing Director of Surface Transport, David Brown said: “Barclays Cycle Hire will revolutionise how we get around central London. Building on the experience of other cities who have launched similar schemes, we and Serco will use the first month of operation to learn more about how Londoners engage with the scheme, including patterns of use, how we can best support customers and to enable the scheme to bed down."
A membership key costs £3 with membership costs at £1 for a 24 hour membership, £5 for seven days and £45 for an annual membership. The first 30 minutes of any journey will be free, but prices rise to a very steep £15 for three hours - making a 3 and a half hour bicycle tour for £18 seem like great value: http://www.biketouroflondon.com/
This means an unexpected (or expected, depending on your viewpoint) delay for the scheme and will mean a lot of people that have been eagerly waiting to try it out will have to wait another month. It’s not very impressive to hear about this so late and it’s also a bit of a dubious reason that has been given.
The bad news is that unless you register you won’t be able to use the bikes for another month. The reason given is that “This will enable TfL and its contractor, Serco, to understand and learn from how pioneer members engage with the scheme, including patterns of bicycle usage.”
In order to use the scheme when it launches on the 30th of July, you’ll have to have a Cycle Hire Key and it will need to be activated. TfL’s Managing Director of Surface Transport, David Brown said: “Barclays Cycle Hire will revolutionise how we get around central London. Building on the experience of other cities who have launched similar schemes, we and Serco will use the first month of operation to learn more about how Londoners engage with the scheme, including patterns of use, how we can best support customers and to enable the scheme to bed down."
A membership key costs £3 with membership costs at £1 for a 24 hour membership, £5 for seven days and £45 for an annual membership. The first 30 minutes of any journey will be free, but prices rise to a very steep £15 for three hours - making a 3 and a half hour bicycle tour for £18 seem like great value: http://www.biketouroflondon.com/
This means an unexpected (or expected, depending on your viewpoint) delay for the scheme and will mean a lot of people that have been eagerly waiting to try it out will have to wait another month. It’s not very impressive to hear about this so late and it’s also a bit of a dubious reason that has been given.
Wednesday, 14 July 2010
Is there anything super about the cycle superhighways?
The first two of the cycle superhighways are on track for their completion date of the 19th of July. After this we will see an incremental increase in cycle lanes with two more superhighways being added every year. These two cycle superhighway routes are pilot routes and while a lot of criticism has been coming in it’s important to note that up until the 19th of July they are still not officially finished. In fact the final thing we will see is the signage being added and the last road markings going in on busy junctions.
Smurf lanes
The main criticism of the cycle superhighways is also the most obvious: “It’s just a lick of blue paint”. This is justified as large parts of the first two routes already existed as the more traditional green cycle lanes. However, TfL were keen to stress that a lot has gone into it that we don’t see. For example, the road surface has been re-done in many areas that were suffering from potholes. There’s also been a lot of behind the scenes engineering work, planning and testing. The blue paint has been running through light box tests where they run a tyre over it many times to test it doesn’t fade. A couple of previous revisions of the paint used have been scrapped as they were found to fade far too easily.
Why not segregate?
Copenhagen, Amsterdam, Rio De Janeiro, Barcelona are all places that have segregated cycling infrastructure working well. It’s one of the main things cyclists request to feel safer: a small barrier between drivers and cyclists would surely make this more of a cycle “super” highway.
Segregation however, is not something that is being considered for the cycle superhighways. TfL said the routes are simply not being used frequently enough to warrant separation of traffic. It is only during peak hours that you will see many cyclists in the lanes. TfL claim that segregating the lanes would create many problems for loading vehicles. They also claim that cyclists don’t want to be treated differently to other vehicles.
TfL are more keen to address the problem of motorists in cycle lanes through police enforcement, branding and working with companies to ensure their drivers are not blocking the lanes during peak hours. The experience of cyclists will tell if this approach will have the desired effect.
Direct and continuous cycle superhighways
Cyclists have also been raising concern about how continuous the cycle lanes are. Around 80% of the route is covered by the blue lanes. The other 20% involves blue boxes with CS markings in them and crossings at junctions. The break in the continuity is meant to inform cyclists that they need to pay extra attention. It is used when a continues blue lane was deemed inappropriate.
A super experience
A cycle superhighway should surely be designed to give beginners that confidence they need to tackle London’s roads. It should be a pleasure to ride along without any fear. This is noted as being an experience of the equivalent of superhighways in other countries and unfortunately it is not the same in London.
In the end the superhighways are a compromise. On one side you have organisations such as the LCC and bicycle activists calling for more to be done. On the other you have motorists, TfL and the Mayor having to try to decide how the two sides can work together. There has been a lot of obstacles to overcome in order to complete the first two routes. Whilst it remains hard to discover the “super” in the cycle superhighways they are a positive step forward in the vision to make London a cyclist friendly city.
Smurf lanes
The main criticism of the cycle superhighways is also the most obvious: “It’s just a lick of blue paint”. This is justified as large parts of the first two routes already existed as the more traditional green cycle lanes. However, TfL were keen to stress that a lot has gone into it that we don’t see. For example, the road surface has been re-done in many areas that were suffering from potholes. There’s also been a lot of behind the scenes engineering work, planning and testing. The blue paint has been running through light box tests where they run a tyre over it many times to test it doesn’t fade. A couple of previous revisions of the paint used have been scrapped as they were found to fade far too easily.
Why not segregate?
Copenhagen, Amsterdam, Rio De Janeiro, Barcelona are all places that have segregated cycling infrastructure working well. It’s one of the main things cyclists request to feel safer: a small barrier between drivers and cyclists would surely make this more of a cycle “super” highway.
Segregation however, is not something that is being considered for the cycle superhighways. TfL said the routes are simply not being used frequently enough to warrant separation of traffic. It is only during peak hours that you will see many cyclists in the lanes. TfL claim that segregating the lanes would create many problems for loading vehicles. They also claim that cyclists don’t want to be treated differently to other vehicles.
TfL are more keen to address the problem of motorists in cycle lanes through police enforcement, branding and working with companies to ensure their drivers are not blocking the lanes during peak hours. The experience of cyclists will tell if this approach will have the desired effect.
Direct and continuous cycle superhighways
Cyclists have also been raising concern about how continuous the cycle lanes are. Around 80% of the route is covered by the blue lanes. The other 20% involves blue boxes with CS markings in them and crossings at junctions. The break in the continuity is meant to inform cyclists that they need to pay extra attention. It is used when a continues blue lane was deemed inappropriate.
A super experience
A cycle superhighway should surely be designed to give beginners that confidence they need to tackle London’s roads. It should be a pleasure to ride along without any fear. This is noted as being an experience of the equivalent of superhighways in other countries and unfortunately it is not the same in London.
In the end the superhighways are a compromise. On one side you have organisations such as the LCC and bicycle activists calling for more to be done. On the other you have motorists, TfL and the Mayor having to try to decide how the two sides can work together. There has been a lot of obstacles to overcome in order to complete the first two routes. Whilst it remains hard to discover the “super” in the cycle superhighways they are a positive step forward in the vision to make London a cyclist friendly city.
Wednesday, 30 June 2010
Worth a visit?
Should you happen to be in the Macdonald's at Marble Arch, you will be sitting in the equivalent of the back row of the executions a Tyburn. If that doesn't put you off your burger, nothing will!
Thursday, 17 June 2010
Back to biking
You’ve probably seen David Cameron or Boris Johnson doing it – but don’t let that put you off! Cycling is increasingly becoming the most fashionable way of getting around London. It’s not quite reached Amsterdam or Copenhagen levels, where every other person seems to be riding a bike, but cyclists are becoming more and more ubiquitous on the streets of London. Whilst the Underground is arguably the most efficient and practical way of navigating the city, there is definitely something to say for enjoying the scenic delights of London while in transit. Buses serve this purpose reasonably well – particularly if you seat yourself on the top deck. But for a more visceral, at-one-with-nature experience, you simply cannot beat a bicycle.
Of course, the growth in popularity of the humble bike is unlikely to be down to the sight of our esteemed new Primer Minister regularly cycling to work, or indeed the surreal and ungainly image of Boris’ haystack of blonde hair swirling in the wind as he makes his way across the Big Smoke. More likely factors are a heighted awareness of environmental issues, a tightening of purse strings amid the recession, and a greater interest in health and fitness. The authorities have certainly taken notice of this spike in cycling. Two cycle superhighways are due to open this summer – corridors of cycle lanes that will lead from south Wimbledon to Bank and Barking to Tower Hill – adding to what is already one of the largest urban cycle networks in Europe. On top of that, there is the recent introduction of a cycle hire scheme in the Capital, which should make cycling an ever more visible activity over the coming months.
The sheer size of London may scare off many would-be cyclists, but any proficient biker should experience few problems. The city’s motorists may not be the most considerate in the world, but they are used to sharing their roads with cyclists, and will generally be tolerant of them. If you’re not confident enough to confront the city on your own, or with a partner, there are a number of expert tour companies that provide group trips, as well as route suggestions and other useful tips. These tours are also good for ensuring you experience some of the city’s major historical and contemporary attractions.
BrakeAway Bike Tours operate daily London bike tours. The chief tour guide, Chris Abbott, is London born and raised; yet spent five years living and working in San Francisco, spending some of that time employed as a walking tour guide. Now back on home territory, Chris’ knowledge and experience makes him possibly one of the best bicycle tours guide in London, largely because he is actually from here – a surprisingly rare commodity in the bicycle tour business!
Of course, the growth in popularity of the humble bike is unlikely to be down to the sight of our esteemed new Primer Minister regularly cycling to work, or indeed the surreal and ungainly image of Boris’ haystack of blonde hair swirling in the wind as he makes his way across the Big Smoke. More likely factors are a heighted awareness of environmental issues, a tightening of purse strings amid the recession, and a greater interest in health and fitness. The authorities have certainly taken notice of this spike in cycling. Two cycle superhighways are due to open this summer – corridors of cycle lanes that will lead from south Wimbledon to Bank and Barking to Tower Hill – adding to what is already one of the largest urban cycle networks in Europe. On top of that, there is the recent introduction of a cycle hire scheme in the Capital, which should make cycling an ever more visible activity over the coming months.
The sheer size of London may scare off many would-be cyclists, but any proficient biker should experience few problems. The city’s motorists may not be the most considerate in the world, but they are used to sharing their roads with cyclists, and will generally be tolerant of them. If you’re not confident enough to confront the city on your own, or with a partner, there are a number of expert tour companies that provide group trips, as well as route suggestions and other useful tips. These tours are also good for ensuring you experience some of the city’s major historical and contemporary attractions.
BrakeAway Bike Tours operate daily London bike tours. The chief tour guide, Chris Abbott, is London born and raised; yet spent five years living and working in San Francisco, spending some of that time employed as a walking tour guide. Now back on home territory, Chris’ knowledge and experience makes him possibly one of the best bicycle tours guide in London, largely because he is actually from here – a surprisingly rare commodity in the bicycle tour business!
Tuesday, 15 June 2010
JFK says
Nothing compares to the simple pleasure of a bike ride, according to Big John, so let's all get on our bikes and take the freedom road to progress.
Tuesday, 8 June 2010
Our friendly bobbies
Organized policing dates back less than 200 years. Until the Industrial Revolution of the early 1800s brought thousands flocking into cities, most crime was combated by the local constabulary with the help of the occasional citizen patrol. As the cities became more crowded, individual companies organized police forces to protect their interests. In England, one of the most prominent was the Thames River Police, created by the powerful West India Trading Company in 1798 to deter thefts along the London wharves.
The Thames River Police, numbering about 80 full-time men, policed by establishing a patrol presence in the London port. The private police force was so effective that Parliament authorized money to add the men to the public payroll. But for the most part the public was suspicious of waves of permanent police roaming the streets. But the plagues of urban ills brought on by surging immigration and mounting poverty began to weigh on Londoners.
If you're wondering what all the fuss is about, here's the film report of the Climate Camp protest:
The Thames River Police, numbering about 80 full-time men, policed by establishing a patrol presence in the London port. The private police force was so effective that Parliament authorized money to add the men to the public payroll. But for the most part the public was suspicious of waves of permanent police roaming the streets. But the plagues of urban ills brought on by surging immigration and mounting poverty began to weigh on Londoners.
If you're wondering what all the fuss is about, here's the film report of the Climate Camp protest:
Subscribe to:
Posts (Atom)
