Road Collision Reporting Guidelines work continues

In 2021, working with the University of Westminster’s Active Travel Academy, I launched a consultation on guidelines to inform better use of language in the media around road collisions, the toll they take on human life and how we can better understand them in public life. In autumn 2021 I launched the UK’s first Road Collision Reporting Guidelines.

Included in the ten clauses were those that recommended using the word collision instead of accident, and including the presence of a driver in collision reports, and not just their vehicle. Research shows subtle changes to news report wording can impact how readers, viewers or listeners understand not only the incident itself but the wider issues at play, and any solutions.

Since then, I’m delighted to note, a handful of news outlets and professional bodies have adopted the Guidelines but I recognise a lot still needs to change. Some publishers and broadcasters defend the use of potentially unhelpful language as ‘common usage’, i.e. the person in the street would understand what you’re saying. People are familiar with ‘accident’, goes the argument - why change it? With the driver/car clause, meanwhile, there were understandable if unfounded, concerns that mentioning a driver in a collision amounts to attributing blame when this is, in reality, not the case. It’s also not something that comes up when describing the actions of a cyclist, interestingly.

In early 2023 I won funding from the Foundation for Integrated Transport’s Alastair Hanton Memorial Fund, to continue and disseminate the Guidelines, not least ‘upstream’ of news reports. This means working with police and other emergency services on their press releases, many of which are copied verbatim by busy reporters in underfunded newsrooms.

This work has been ongoing for a number of months, with some success - and while I blogged about it on my Road Collisions Reporting Guidelines site, and on RoadPeace’s site as a guest blog, I was remiss in not updating my personal website, which I have neglected somewhat.

I am in the process of working with various stakeholders, and have reported on growing calls for National Highways to stop using ‘accident’ on its road signage, which came about as part of these discussions. I also presented to PACTs’ ‘tackling speed’ conference in November. I spoke about the need to improve professional language, if we are to change ‘common usage’ to something that better reflects the cause and impact of the five deaths and more than 20 life-changing injuries that take place on the UK’s road every day.

This is important work and I’m enjoying collaborating with those both inside and outside of journalism, from road safety campaigners to those working on the front line of road collisions in our ‘blue light’ services. I hope to have some positive updates soon, so watch this space. In the meantime, do get in touch with any questions, via my contact page.

Announcing the launch of Project Pedestrian: Exploring Footway Fatalities

This year I’m embarking on a year-long journalistic project, Project Pedestrian, in which I’ll investigate road safety through the lens of pedestrian deaths on pavements in 2020. The project is the brainchild of me, inspired by Gary Younge’s (Guardian Editor at large) year-long project on knife deaths in youngsters, Beyond the Blade. I’ll be supported by the University of Westminster’s Active Travel Academy (see previous blog post) and in particular, Dr Rachel Aldred, reader in transport at the University - who will conduct much of the data analysis.

I’ve built my second ever website for the project - on which I’ll keep all the news, features, analysis, etc., updated.

Through the year I will produce pen portraits of each of the projected 40 pedestrian pavement deaths in the UK in 2020, talk to consenting families and experts and conduct a detailed follow-up of at least one death. Rachel and the ATA will undertake data analysis of pavement deaths from the last 15 years, from which we will identify trends and try to find out why people die on footways and verges and what the potential solutions are.

The project will look at who is affected by danger on pavements, the impacts, the vehicles and the drivers involved, and how justice is done.

We hope with this project to start a conversation, and look at ways to tackle road danger as a society.

This website will collate cases, along with news, features and analysis of pedestrian fatalities on footways and verges in England.

Although it’s a sad topic I’m looking forward to looking at a subject in-depth for a year, to investigating some of the issues we as a society face around road danger, and what some of the solutions are.

I’ll use the hashtag #projejctpedestrian - do keep in touch and tweet me your thoughts

Active Travel Academy and the inaugural Active Travel Media Awards

I’ve been working for the past couple of months with the University of Westminster’s Active Travel Academy, a cycling and walking think tank, as it were, bringing together academics and specialists from inside and outside the university to help solve some of the challenges we face around car dominance.

My role is to use my journalistic knowledge and expertise to forward the ATA’s aims.

I had the idea to run a Media Awards for journalists writing about the issues car dependency brings about, as well as issues affecting cycling and walking, and micromobility.

If I had the idea, Dr Rachel Aldred drove it forward, organising the website, the venue for the event, the panel, and many of the logistics. Long story short, we held a call for submissions, shortlisted those submissions, and with our panel, picked the winners - which wasn’t an easy task.

We held the event on 25 November 2019. I acted as host, introducing the ATA, the awards, and talking about our aims and why we shortlisted and picked the winners. We handed out medals made from recycled bike chains and inner tubes. It was a huge success, not least given the limited time and resources we had to run it - and we can’t wait to hold a bigger and better event next year.

I wrote a blog about it for the ATA website, so you can read (and watch the video) of our inaugural event here.

In other news there will be some exciting news about the journalistic part of my role, coming soon. Watch this space!

Is the HS2 cycleway a Kafkaesque impossibility?

Map of the national cycleway associated with HS2

The government today announced £23m for cycling projects, some of which I understood would go to the HS2 Cycleway – although Sustrans seems to have, understandably, earmarked its share of the money for priority links across the existing network.

Either way, my conversations with stakeholders in Buckinghamshire have raised questions over whether, even with Government funding, the HS2 Cycleway could ever happen. The Government-owned company has been accused of failing to agree to add bridges and tunnels, or change bridge alignments, even with landowner and planning permissions, and minimal cost - and preventing children from ever cycling to school. HS2 Ltd says it doesn’t recognise any of these claims.

HS2 Ltd made a ‘legally-binding commitment’ to ‘cycle proof’ the rail line, i.e. consider cycle crossings along its length, which it then seemed to back down on. The point is while the cycleway can be built in the future, bridges and tunnels need to be built with the railway track, as costs to retrofit are high – and the window is fast closing.

HS2 Ltd building more road than rail - and very little cycling

A spokesperson for Buckinghamshire County Council told me although local residents and councillors want the cycleway, which forms a backbone across the county, “[HS2 Ltd] have definitely made it difficult for us”.

“From [HS2’s] perspective they have been very clear ‘we are building a railway and we don’t care about cycling’, their interest is getting the railway built, as smoothly and quickly as possible,” the spokesperson said.

In reality HS2 Ltd is actually building more miles of road than rail. My FOI revealed the Cycleway could reap up to five times greater returns than the rail line itself - making cycling possibly the most valuable part of the project.

John Grimshaw, Sustrans co-founder, identified issues with the 12 crossing points in Buckinghamshire, extending south to Stoke Mandeville, and north, via to Doddershall and Claydon House, a National Trust property. Three of those, he says, are crucial to the Cycleway’s future.

Courtesy of John Grimshaw

“Kids will never be able to cycle to school again”

One of the links, a tunnel near Quainton, which Grimshaw says were in original HS2 plans, were later dropped.

“Right now kids are cycling to school, and they will never be able to do that again, ever,” Grimshaw said. “The problem for school children etc., is that all the new roads they are building … are built to a high fast standard which encourage more traffic.”

Grimshaw said: “They are replacing like with like, i.e. roads with roads. They are replacing public footpaths even if they are not used.”

“What they aren’t doing is creating a new world for local people, for all these settlements that they are blasting past, they are doing absolutely nothing.”

There are potentially scores of crossing points up and down the country like this. As things stand there is a real risk communities will be permanently locked into car dependence by simple inaction.

Three crucial links - image courtesy of John Grimshaw

Then there is the issue of funding. Government says it’s up to local authorities to fund the cycleway from various pots. However, the Bucks spokesperson says actual opportunities are limited: one pot has a £1m limit, and councils can’t reapply within 6 months (and are apparently unlikely to get a second go); another is for business development projects like business parks, and Local Cycling and Walking Investment Plans (LCWIPs) have no funding attached to them.

Grimshaw said: “We said we will find the money, but [HS2 Ltd] won’t even tell us how much is needed, so we can’t even do that.”

The Bucks spokesperson said while some easier links, such as realigning bridge ramps to link with cycle routes, are likely to happen, new underpasses or structures “haven’t got a chance - or at least less of a chance.”

“All the [HS2] plans say no cycleway at the moment. However, they are talking with us and that’s our opportunity,” they said.

Another planned ramp to a new bridge could be realigned to cut a quarter of a mile zig-zag off the Waddesdon Greenway, after the existing bridge is destroyed by the rail line, but Grimshaw says HS2 Ltd won’t make those changes.

70,000 users expected on ‘pathfinder’ route in first year

The Waddesdon Greenway is an HS2 cycleway ‘pathfinder project’ in Bucks, opened in September 2018, with a whopping 70,000 cycling and walking trips predicted in its first year – up from virtually no cycling trips on a busy A-road.

John Grimshaw, the Sustrans co-founder who fundraised and organised construction of the Greenway, with the agreement of Lord Rothschild, who owns Waddesdon Manor, says plans to extend the route are in jeopardy since HS2 Ltd froze planning permission for an underpass 18 months ago. The alternative will be a busy, likely fast road.

Grimshaw said: “At early meetings with Richard Adams (HS2 Ltd) at Canary Wharf, he said that provided we obtained planning consent and land-owners agreements then HS2 would be able to consider revisions along these lines. Greenways and Cycleroutes [Grimshaw’s company] along with Buckinghamshire County Council have played their part but there has been no reciprocal support.”

“HS2 Ltd would have blocked the Waddesdon Greenway if they could.”

“They have definitely made it difficult for us”

From the Bucks experience, even with (notional) government support, local council support, demand from residents, planning and landowner permission, and even funds, the HS2 Cycleway seems a Kafkaesque impossibility.

“In the back middle of last year there were lots of strange things going on,” the spokesperson said. “This [issue] got bumped up to the chief executive of HS2, they all agreed that we should work on it. Once we have been meeting about it and talking, there’s an acceptance on HS2’s part, if Bucks County Council can put everything in place, land agreements, etc., then they might consider it. Then we come back a month later, we are still in the same place, none of the actions have been done, and we are back to the start again.”

“It’s deeply frustrating, and it makes broader planning more difficult. The HS2 national cycle route forms a backbone through Bucks, and all our local cycling plans are routed around that, the idea being once you’re in a town you can get around with the local cycle route, which links up to the NCN.

“Without this all of that is up in the air.”

The Department for Transport keeps telling me: “We would encourage local authorities interested in progressing cycle routes to incorporate them into Local Cycling and Walking Infrastructure plans and explore funding opportunities with their Local Enterprise Partnerships.”

The reality for cycling seems very different.

An HS2 spokesperson said: “We do not recognise these claims. We are developing the detailed designs for HS2, and have made clear that if proposed cycleways fall within our land limits and do not incur any additional cost to the taxpayer, we would try to incorporate them wherever possible.  We have met with Buckinghamshire County Council on this matter and continue to work with them and other relevant local stakeholders to develop these plans, as well as discussing the necessary planning consents and permissions.”

Bucks County Council tell me the above is not their official line, and asked me to include the following.

Buckinghamshire County Council Deputy Leader and Cabinet Member for Transportation Mark Shaw said: “Our official position remains that we strongly support the recommendations of the HS2 National Cycleway Feasibility Report, which plays a central role in our emerging walking and cycling strategies.

“We have a constructive relationship with HS2 Ltd on this issue and are continuing to work with them to ensure that, wherever possible, necessary accommodations are made to emerging HS2 designs to avoid the need for costly and disruptive retro-fitting at a later date. Where it is identified and agreed that these accommodations are feasible, the County Council and its partners are seeking to secure the funding and consents required for these cycleway elements to come forward as part of the construction of the HS2 line.”

World Book Day - cycling books written by women in 2018 (or therabouts)

In the absence of ‘cycling books by women’ in most ‘books about cycling’ lists, inspired by excellent female cycling author, speaker, inspirational adventurer and general hero, Emily Chappell,

Pause for breath…

Here’s a quick list of books written in and around 2018 alone, by women, on cycling, that I pitched to a few outlets in the hopes of making a Christmas gift ideas list (that was sadly declined).

Bikes and Bloomers, by Kat Jungnickel Published Mar/Apr 2018. - women inventors who pushed back against Georgian/Victorian societal constraints, and risked life and limb, to ride bikes. I read and loved it, and spoke at the book launch. She wrote this on it: https://www.theguardian.com/environment/bike-blog/2018/apr/16/the-ingenious-cyclewear-victorian-women-invented-to-navigate-social-mores; you can buy it here: https://www.waterstones.com/book/bikes-and-bloomers-victorian-women-inventors-and-their-extraordinary-cycle-wear/kat-jungnickel/9781906897758

Queens of Pain, by Isabel Best - published Oct 18 - Inspiring stories of tough women racers from racing's history - many women in this book were forgotten until now but they were just as gutsy as their better-known male counterparts, even if less well paid (plus ca change). Women who pushed boundaries and expectations and proved themselves champions. I bought a copy at the Rapha book launch https://www.rapha.cc/gb/en/stories/queens-of-pain-legends-and-rebels-of-cycling

Bicycle/Race by Adonia Lugo - published October 9, 2018 - about cycling and race, which is important as cycling is still very white (https://microcosmpublishing.com/catalog/books/7833).

Jools Walker's Back in the Frame will be out this year, soon. Jools is a big champion of better representation of women of colour in cycling. One to look out for: https://www.amazon.co.uk/Back-Frame-Jools-Walker/dp/0751570788. 

How to build a bike by Jenni Gwiazdowski - published Oct 17 but brilliant, and unusual, as a bike building book by an awesome woman. https://microcosmpublishing.com/catalog/books/8870

The Road Book 2018 - on the 2018 women's racing season. You can be what you can see, as Emma Pooley put it, at the launch of the Women's tour this year, when they announced equal prize money https://www.kickstarter.com/projects/velofocus/the-road-book-2018-womens-cycling-coffee-table-boo

And of course, by the woman who inspired publication of this blog, What Goes Around is Emily Chappell’s wonderful account of her years as a London cycle courier, which you can buy here: https://guardianbookshop.com/catalog/product/view/id/363009/s/what-goes-around/?utm_source=editoriallink&utm_medium=merch&utm_campaign=article

London Bicycle Film Festival panel write up. How can we get more people cycling?

Photo courtesy of Alex White (@AlexAlexjwhite)

The eternal question.

I chaired a panel of excellent speakers on Saturday at the London Bicycle Film Festival, under the title ‘Are we born or made cyclists’.

With me were Dr Rachel Aldred (Westminster University, Near Miss Project), Erik Tetteroo (APPM), Cllr Clyde Loakes (Waltham Forest Council), Fran Graham (LCC), Louise Gold (Sustrans London), and Caspar Hughes (Rollapalluza, Stop Killing Cyclists, etc).

Almost everyone introduced themselves by saying how they’d got into cycling and/or advocacy, why they are passionate about it, as well as the issues in their areas, and how they relate to the question. I think it’s good to remember we all do this because we love it.

We then discussed how to improve diversity in cycling, and the answer was largely ‘safe infrastructure that normalises cycling, by making it feel safe and comfortable’, as well as specific events and spaces to empower women and people from black, Asian and minority ethnic groups to cycle.

Louise Gold asked everyone to close their eyes and think of a cyclist. Of course a man in Lycra popped into everyone’s thoughts, unbidden. Louise said if we want more people cycling, we need to stop talking about ‘cyclists’. To get more people on bikes, who don’t already cycle, behaviour change needs to be core to every cycling project, she said. Louise managed the award-winning Marks Gate Community Street Design project, of which community engagement was a key part.

Erik Tetteroo showed us clips from two films, Why We Cycle, and Turkish Delight. He said in the Netherlands people who cycle one day drive the next, which means there’s less ‘us and them’ than in the UK.

Rachel Aldred reminded us the happiest commuters are those who cycle. She mentioned a favourite ginger cat she sees on her daily commute, which I’m sure many of us can relate to (the fact of the cat, not necessarily the cat itself). She said cycling needs to be seen not as an individualistic pursuit, that you need special skills and determination to do, but one that’s treated as mass transport, for everyone.

Future of bike shops

One audience member asked about the future of bike shops, given the rise of online retailing. Clyde Loakes said new bike shops have opened up in Waltham Forest since the Mini Holland infrastructure went in, because more people cycling means more demand. He made the case that people like him, who don’t want to, or don’t have time to fix their own bikes will always need shops to carry out repairs, give advice, etc. I believe ebikes are one potential saviour of the bike industry as they cater to non-cyclists, as car replacements. Fran Graham said local bike shops can do more to be more inclusive.

Pedal to the metal?

Another asked about the glacial pace of change in cycling investment and growth, which really got (already passionate) people livened up. Caspar spoke of the urgency of action, given the recent IPCC report, that says we’ve 12 years to avoid climate change catastrophe and the fact transport is a huge contribution to carbon emissions, and said, in the absence of government action cycling campaigners can learn from the Extinction Rebellion, in terms of peaceful direct action. He cited Bank junction protests as an example of effective pressure bringing about change on the roads.

Clyde Loakes said we need to be less afraid of taking away driving licenses from people who endanger, injure and kill on our roads. He spoke of the importance of taking communities along with you on journeys to reduce car traffic, and to talk about active travel and street space, not just cycling - he and his colleagues learned that the hard way.

Overreaction and mapping

He also revealed someone threatened to go on hunger strike over parking loss on Lea Bridge Road, where the council is building a cycle superhighway. He contrasted it with the silence that greets councils losing millions from their social care budgets. Parking is uniquely bonkers - people feel the parking space outside their home is their property. He believes cycling and walking improvements will be led by councils, not central government, and urged people to talk to their councillors.

We had a question about mapping - how to find good routes in London. There’s no good answer to that yet, but TfL is making its mapping data available at some point soon, according to Rachel Aldred.

I may have missed some bits - chairing means you can’t take lots of notes - but hopefully this is a decent enough overview. I came away, if anything, with a renewed sense of urgency around action to tackle transport’s contribution to climate change.

NCN review - we wouldn’t run our roads like this, why our national cycle network?

Chances are we all know a bit of the National Cycle Network – half of us live within a mile of it. It might be a great leisure route like the Camel Trail, or the Taff Trail, or it might be a hodge-podge assortment of pavement cycle paths that throw you out on a busy road and into a field with no real indication of whether this is where you’re supposed to be.

It can be divisive. Every time I mention the NCN, and Sustrans, the charity that manages it, lively debate ensues. From barriers so tight you have to remove your panniers to get through (begging the question what disabled users would do) to muddy paths that become impassable in winter, grumbling about them seems in some quarters a national sport.

In an ideal world, the NCN would be a coherent, consistent network a sensible 12-year-old could use. It would be a mix of on-road protected cycle tracks, quiet residential roads, and well-surfaced off-road paths, ideally taking the most direct route between settlements, with the added bonus of hearing birdsong, in the absence of cars.

A new Sustrans report outlines just how far the NCN has strayed from that vision. It reveals 42% of the network is ‘poor’ – think off-road routes that cross main roads, or with poor signage or surfacing – and 4% is very poor: on roads that were probably lightly-trafficked 20 years ago when the NCN was begun, but are now full of lorries and speeding cars. There’s almost one barrier for each of its 16,575 miles – a whopping three per mile on average on the off-road sections (often to stop scrambler bikes).

Rightly Sustrans CEO, Xavier Brice, admitted to me that some bits of it are ‘crap’.

Some people would – and do – blame Sustrans, but I think that’s missing the point. Would we hand our road network to a charity, give it stop-start funding for 20 years, and no power over local road authorities to deliver to a safe, coherent and decent standard, and then blame it for a patchy, circuitous network?

I’d question why, if we don’t manage our road network that way, we do so for our national cycle network?

Sustrans has set out a vision for bringing the network up to scratch by 2040, a task that will cost £2.8bn but, it says, will reap economic and wider benefits of £7.6bn by then. Sustans wants to double the traffic-free sections to 10,000 miles, and take routes off fast roads. They may threaten to de-designate the worst bits, and some would argue they should use that stick.

It has earmarked 50 ‘activation’ projects to deliver by 2023, from a protected bike track on an A-road in Mirfield (NCN 66), to re-routing the NCN away from a three-lane wide roundabout near Stirling where an A and B road meet. It also wants to re-route the NCN 76 from a bleak, wind-blown B-road on the North Wales coast, which the NCN crosses six times within a mile, to a traffic-free coastal path. It wants speed restrictions on some roads.

The major sticking point is it still needs to find most of the money to deliver this vision.

Another one is many councils will baulk at making space on roads for cycle routes, when the inevitable complaints start – and because Sustrans is merely the NCN’s custodian, there’s very little they can do about it.

It doesn’t need to be like this. A recent report on the HS2 cycleway (one of its authors is Sustrans’ co-founder, John Grimshaw, the other, the excellent Phil Jones, of PJA), set out not only design standards for such a strategic cycle network, but a mechanism to deliver it. It recommended a national body oversee the work and its funding, set design standards and, if a council couldn’t complete a piece of the network, the secretary of state can take control of the route by designating it a ‘trunk road’, to build it and hand it back to the council, completed. Not that I hold out much hope for ‘car guy’ Grayling, our current Transport Secretary, to do so.

I’d argue, though, in the face of an impending inactivity, air pollution and climate change crisis – not to mention declining high streets up and down the country, choked by motor traffic - it’s urgent and of national strategic importance that we build and fund a proper network that gives us the option to cycle and walk more.

Public speaking coming up

I've been asked to do some more speaking so if you haven't heard my voice for a while here's your chance(s). The first ever Street Talk podcast (of Street Talks , usually held in London, and run by Sustrans) will be an interview with Jon Orcutt, formerly of New York City's transportation department, which will be coming to the internet in the next few days. He's the guy who oversaw introduction of Citibikes and introduced New York's Vision Zero plan, making it the first US city to aim for a target of no traffic deaths or serious injuries. Keep a look out on my Twitters or this website, under public speaking, where I'll be sharing that podcast with joyous abandon. 

Tomorrow, yes tomorrow, I'm at Look Mum, no Hands, talking about Kat Jungnickel's new book, Bikes & Bloomers, with the excellent Emily Chappell,  Kat Jungnickel herself, and Bruce Bennett (Senior Lecturer in Film Studies at Lancaster University). You can book your tickets here.

And later in the year it looks like I'll be doing some kind of Paxman panel chairing/corralling job at a large national cycling conference...more details TBC. In the meantime, know I shall take no nonsense from anyone. Not even you. 

I've been shortlisted for a Cycling Woman of the Year Award

As you can see, I'm excited to have been shortlisted for a Cycling Woman of the Year Award. My name appears among those of some amazing women who do a lot for cycling in their communities and inspire and empower other women to get out there and ride, and fix their own bikes.

Jenni Gwiazdowski is among those - and I want to give a shout out to her. From the off, I've been secretly hoping she'll win, and here's why. Jenni is the founder and powerhouse behind the fantastic London Bike Kitchen, a DIY bike fixing space, where everyone is welcome. Her WAG (women and gender variant) classes and WAGFests have helped bring more women and those with non-binary gender identities into cycling, and empower them with mad skills once they're there.

Her work ranges from organising whole festivals with debates on how women are portrayed by the industry to just improving representation of women and gender variant people in cycling. In short helping people, whoever they are, learn to, in her words, #fixshit, and ride with confidence. Jenni is a total hero, and having only glimpsed just how hard she works to keep LBK the fun, funny, welcoming and community-spirited place it is I have enormous respect for her.

I always remember going into the shop in its early days, when some kids from the local neighbourhood came in with a battered bike and left with it repaired, free of charge. That kind of sums it up for me. Also - if you aren't signed up to her hilarious newsletter, you should be.

Last year, Jenni wrote a book called How to Build a Bike. It's a beautiful piece of work, which she has made as helpful and diverse as her own business. I bought a copy and love it - it's full of gorgeous images of machines being lovingly repaired, with clear instructions, and one day I hope to use it to good effect, to build my own frankenbike.

Through the hard work, stress and sleepless nights of running her business in a challenging environment, and writing a book, and doing the public speaking that comes with all of that, she always seems to have a smile on her face. I for one find Jenni a huge inspiration, and for me she is cycling woman of the year.

For my own part, I've been quietly hacking away at cycling journalism for some years now, in the firm belief more people cycling is just good for everyone, from our mental and physical health to our public spaces. As with many of us in the industry it's been badly-paid, but it comes with its own perks, and I consider myself pretty lucky that I get to do it. Cycling is something I strongly believe in, which is why I keep doing it.

I hope to have some exciting news in the coming months (it’s not a bike baby), so watch this irregularly updated space.

It’s pretty typical of me that I decided to write this after voting has closed, but whatever - the winner will be announced at the BikeBiz awards, which this year is gently nestled within the London Bike Show in February. I might see one or two of you there. Come and say hi. And bring a cape.

100 Women in Cycling nomination

It was great to be nominated to be among Cycling UK's 100 Women in Cycling, and to meet some women doing genuinely great stuff in their communities to get more women on two wheels.

As for my contribution, it involves little more than writing articles, which I hope at times put pressure on decision makers to consider cycling to a greater extent, while exposing corporate and government attitudes to two-wheeled transport. The aim is to bring about change that will allow cycling to be taken seriously as a means of everyday travel - something that benefits everyone, not just the fit and the brave.

I hope that in my own small way I am able to have a positive impact to this end and I would like to do more in the future. Cycling really benefits everyone, and yet there is a disconnect between what we have long known in terms of these benefits and the decisions taken by planners and governments, which too often favour motorised transport at the expense of active travel - walking and cycling - and public transport. 

We know people want to live somewhere that is pleasant to be, not simply places we drive through, and if the UK hopes to be competitive in an uncertain future, to attract the best talent and the business, our towns and cities would do well to heed this.  

Here is Cycling UK's write up of the initiative; I'm in the 21-40 link.

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