Is the HS2 cycleway a Kafkaesque impossibility?

Map of the national cycleway associated with HS2

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

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

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:; you can buy it here:


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


Bicycle/Race by Adonia Lugo - published October 9, 2018 - about cycling and race, which is important as cycling is still very white (

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:


How to build a bike by Jenni Gwiazdowski - published Oct 17 but brilliant, and unusual, as a bike building book by an awesome woman.

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

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:

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

Panel LBFF.jpg

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.

Quiet Crowdfunding Launch

HS2 Select committee lorry safety q still.JPG

That’s right, I’m crowdfunding!

Some background:

Journalism was perhaps never the easiest career option; it’s not something anyone gets into for the big bucks, and there’s huge barriers to entry, with the expectation of free work* in return for ‘exposure’. What laughs - and here’s me, above, enjoying ’em.

What follows for many freelancers is years of slog for very little reward - save the warm fuzzies of doing something that feels like it matters.

Let’s not beat about the bush; I’m lucky to work in a specialism I love, and to have become somewhat of an expert in that field.

After a few years of this, though, I am at the point where I want to do more, braver, investigative work, and I have ideas for what I think are interesting, important stories, but I’m finding publications either can’t fund this kind of work, or don’t share my enthusiasm for investigative stories about cycling. I know, right.

For example, I was paid £90** for this Guardian ‘blog’, which was really a news piece, on the HS2 cycleway. That was for a day spent sitting in Parliament, as above, the only journalist in that committee meeting, and I don’t know how many more hours writing it up. I’m proud of the outcome, but that is clearly not sustainable, not least for someone who lives in London, one of the world’s most expensive cities.

The foreground:

If you’re here you probably feel the same way I do about cycling and walking – you believe they could transform both our urban and rural communities (I’m from the latter and live in the former, and understand both). Perhaps you want to see more stories about cycling/walking – what the barriers are to a decent, nationwide network of cycle routes, why the government seems so intent on spending more money on motor vehicle capacity, while consistently under-funding cycling. Where the cycling money goes.

I’ve tons of ideas, and am thinking about ways to publish – whether here, on my website, on a site like Byline, or somewhere else.

For now I’ve added two crowdfunding links on my new ‘support’ page; if you like what I do, take a look. I have a list of ideas I’d like to deploy, and your support will help me do the work I feel is important, and moves the conversation on active travel forward.

I do want this to be a conversation and I’ll ask for your input on what I cover – I look forward to you being part of that conversation.

* I’m still offered those free gigs, and probably always will, and I do accept some of them.

** In fairness to the blog editor, that’s just what that part of the website pays, and I knew that prior to writing the piece 

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

WaGPanel4 - Copy.jpg

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

Katy Photo Bomb (2).jpg

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.

Cycling Quietway 2 with Sustrans

The second of London's so-so Quietways is on its way to being ready, and in the spirit of investigation I cycled its length, from Waltham Forest to Bloomsbury, with some kind people from Sustrans.

Here is the route on Strava (I tried to embed but couldn't), and here on TfL's website, with road names, etc.

Starting at Walthamstow Central, on Selborne Road we headed west along this pavement cycle path, with a row of grass and tall trees in the middle. It’s also shared with pedestrians, so anyone cycling here will need to be patient - it looks like a normal pavement, aside from the bike symbols.

Update - this is actually a new section of pavement. See below: 

The route heads right on Willow Walk, via a shared, signal controlled crossing (pictured below - as you see there's a vast amount of road, with a splayed turning, and a narrow pavement). It then follows a dedicated pavement cycle path (there's one on each side of the road), to traffic lights, where you're funneled onto the road to turn left. This bit of the route is still to be decided on, so there’s nothing notable yet on the road we took. The route then follows Coppermill Lane, past some water treatment works and the home of some strong NIMBY protestations against the Quietway, apparently.  


You then cycle under a VERY low bridge. We’re talking hunkering down over your handlebars to get through (you’re advised to dismount, but I never have). This underpass can become flooded after heavy rain.


Then it’s along a wide, traffic-free, gravelly path, and up, over and down challengingly steep bridge ramps - strategic gear pre-selection, brute force, advanced bike handling skills and still pleased you made it to the top (or push the bike up), steep - to the Lea River towpath.

On the other side of the river there’s a wide road section (I've cycled here hundreds of times and never seen a car on it as it doesn't go anywhere for cars), then back to the towpath, with couple of tight chicane-style barriers on it. The path gets quite narrow in places, with overgrown shrubs on one side, buildings forming a wall on the other and wonky paving in the middle – at one point it’s only really wide enough for one person to cycle through comfortably. If someone’s walking here I will wait for them to pass before proceeding.

After a wider, pretty stretch surrounded by new flats, where Lea Bridge Road (of Waltham Forest’s future Cycle Superhighway) crosses the river you can go under on a metal towpath bridge structure, or over via a shared crossing. We went over, after briefly detouring to stare at the finished Cycle Superhighway section on Lea Bridge Road - that's the blip on the Strava map.

The route turns south, away from the river, at Millfields Park where the former separate cycle and walking route through the park were merged to a shared space, and widened. Some kind of engineering is happening at the junction with Chatsworth Road to help riders cross and proceed up Powerscroft Road - a welcome intervention on this at times aggressive rat run.

Powerscroft is a horrible road. Central speed cushions encourage traffic (including double decker buses) into the centre of the road, leaving very little space either side between them and the parked cars. I lived on nearby Clapton Square for five years and cycled here several times a week; I found it reliably stressful. 

This route is used by drivers short-cutting from Lower Clapton Road to Lea Bridge Road. I’ve seen a driver doing what I estimated to be about 50mph while overtaking a mother and child, who were cycling.

Then there’s the one way section at the south west end, with its contraflow cycle lane. Again the speed cushions draw drivers into the centre of the road, where they stray into the cycle lane, which is already in the door zone. Every time a driver’s wheels edge over that white line I feel my stress levels rising. By then you’re in “one false move…” territory.

Some drivers enter the contraflow bike lane to overtake cyclists, whether there are oncoming cyclists or not - one person deliberately drove at me, because I gestured for him to move over. I frankly can’t believe Hackney hasn’t used the Quietway to do something about Powerscroft Road. 

Then comes the really, genuinely, good bit. The closure of one arm of Clapton Square to through traffic creates a briefly excellent section, and a public space at the south east corner of the square, outside the café where I used to write. There’s bendy bollards so emergency vehicles can get in, and a new, realigned, wider shared cycle and pedestrian crossing to the desire line with Churchwell Path (right, and below, left).

This section of shared path is not only haunted, it’s a place from which I bear a scar to this day, following a close encounter with a zombie pedestrian. There's signage telling you how to cross the road, at least (below).

There’s school kids all over the path on Quietway Day and we proceed slowly to the new crossing of Morning Lane, to Chatham Place. This, incidentally, is the newly branded Hackney Walk, a designer destination where you can buy fancy clothes apparently, at what I assume to be knock down prices. Or maybe just fancy clothes (below).

This is another Hackney road that fills me with trepidation. A nicely dressed youth once threw a bottle at me here from his car, after I took the lane (wide enough for a single vehicle) on my rather slow Dutch bike. I thought he would run me down. I went to the police, but investigations were halted after it emerged he had since been stabbed, in an unrelated incident. A reminder people don’t reserve their anger for cyclists alone. 

Never mind. Traffic now can’t turn from Morning Lane to Chatham Road, reducing the likelihood of a similarly well-dressed bottler doing the same to someone else.

Crossing of Morning Lane - by Hackney Walk

On we head, through one way Brenthouse Road, newly made bidirectional for cycles, and meandering, via St Thomas’s Square, to cross Mare Street, where there will be some sort of crossing for cycles. After cycling through London Fields (a park) we join Middleton Road, the site of modal filtering battles – more exciting than it sounds.

Left - crossing of Mare Street - and some bobbies on bicycles

A compromise to the horror of halting untrammeled motor vehicle access to residential streets was a width restriction at either end. The route then crosses De Beauvoir Square – an area of longstanding modal filters – and Cycle Super(quiet)way 1, and along Northchurch Street. 

Nothing much has changed here, aside from the widening of an already traffic-free modal filter, and pretty much nothing changes on the route’s entire length through Islington, apart from widening of the already traffic-free bits -  a concrete illustration of how reliant Quietways are on boroughs actually wanting to tackle motor traffic.

From here to Bloomsbury was long a commuting route of mine, as for many, many other cyclists. It was never heavily trafficked but has some sketchy bits, including the roundabout of Northchurch and Southgate Roads where drivers often forget to give way to cyclists approaching from the right.

Cleveland and Elmore are the same, though some give way priorities have changed on Ecclesbourne Rd to favour the cycle route, which are welcome. The route zigzags, via filtered Popham and Bishop St, to Prebend St, Gerrard St, Colebrooke Row, and across the old City Road/A1 cycle & pedestrian crossing, which has been, thankfully, widened, and the narrow bit through Owen St improved, to fix a former cycling bottleneck and conflict with pedestrians.

No change through Middleton Square, Amwell St or Margery St (still Islington), until the route’s end, at the junction of Pakenham St, where the north-south cycle superhighway will intersect. Work will start on that route imminently.  

As with all Quietways, these routes are at the mercy of the borough the roads run through, and how brave or inclined they feel about restricting traffic. Nothing on this route has tackled through traffic, apart from the excellent bit at Clapton Square and the one-way section by the designer shops.

Chatting to my kind Sustrans guides it's clear a lot of work has gone into making this route the best it can be with what boroughs will permit. This is not months, but years, of painstaking, at times no doubt dispiritingly boring work, with little to show until the very end of the project. 

At last! Some weather to talk about

What's a person got to do to get some weather around here?! Not many people seem to realise, but we've experienced a drought here in Blighty. My local lake has actually dried up. Which is no joke for a Laker. 

So it was with some excitement I greeted the onslaught of this week's rain.

At last! I thought.

I'm not sure why people complain about rain so much; I've been drenched two nights running, and frankly I quite enjoyed it. But then it was raining when I was born, so perhaps that’s my weather.

Last night the trains at Liverpool St were stuck, because of signal failures, and so taking one look at the masses of backed up commuters crammed onto platforms, I thought better of it and hopped on a Boris Bike.


I pedalled furiously, until my glasses were too rain-obscured, and then hopped on a DLR. Followed by a bus. Followed by a walk. If not easy, it at least lent my commute some novelty value. I probably should have just cycled in the first place. 

Today was the second drenching, of course. I popped by Palestra on the way home; TfL's secret headquarters which are located in a large building by Southwark Station, right beside the North-South cycle superhighway - or CS6 as number enthusiasts might call it - for a top secret meeting about cycling. 

I'd sagely decided this morning that my already stuffed rucksack, which pushed 10kg last week on trips to and from my new office, didn’t need the extra weight of a jacket, what with the sunny, warm weather and all.

It was only upon glancing out the window at 4pm, as I was about to head to Southwark, I realised this was A Mistake.

I considered public transport for a brief moment, then thought better of it.

It was actually OK once you got in past your shoulders. I put my cycling clothes back on from this morning, and embraced the rain, managing to get changed again in a loo before my meeting.

Rain is the perfect excuse to talk to your fellow cycling Londoner. And they are full of gems of wisdom, as well as each emitting their own miniature water feature from their back wheels in wet weather, like watery tails.

I chatted briefly to a woman on a Boris Bike, on the East-West Cycle Superhighway on the way home, who got in on my selfie.

She agreed the rain was unexpected, before expressing a feeling about cycling in the rain I hadn’t quite put my finger on, but had inspired the silly grin I'd worn since Palestra.

“It feels like an adventure”.

Later, at the end of CS2 in Stratford, and nearly home, I sensed the time was ripe for more small talk with fellow cyclists.

I exclaimed what a lovely evening it was for a bike ride as five or so men on bikes bunched up beside me at some lights. As we waited in the pouring rain one rolled his eyes comically; another observed: “No wind, light rain. It couldn’t be better!”

And you know what? He was right. Even with my clothes soaked through, my arms numb and cold, and hands slipping on brakes that worked half as well as they do in the dry, it couldn’t have been better.

Who needs the same thing every day?! Give me weather. This is my home at last! face.