cycling

Lights

It has been a week since British Summer Time ended, the clocks went back an hour, and suddenly the sun is setting around 4:30pm.

If you ride a bike, and work regular hours, that means that you’re going to be cycling home in the dark. Now I’m a pretty live-and-let-live cyclist, in that I’m not prescriptive about helmet use (I wear them for longer rides, but don’t for shorter ones), or the need to wear high viz jackets at all times.

However, I do take objection to people insane enough to ride around the streets after dark with no lights. Aside from anything else, it’s the law:

Rule 60

At night your cycle MUST have white front and red rear lights lit. It MUST also be fitted with a red rear reflector (and amber pedal reflectors, if manufactured after 1/10/85). White front reflectors and spoke reflectors will also help you to be seen. Flashing lights are permitted but it is recommended that cyclists who are riding in areas without street lighting use a steady front lamp.

Yet there are so many quite insane people who feel able to ride without lights.

Quite adequate cycle lights are ridiculously cheap. Chain stores like Halfords and Decathlon have very reasonably priced gear, as do larger supermarkets and stores like Robert Dyas. Then there are the myriad of online places.

Here are two examples from my commute home today. This took me along the Seven Sisters Road and onto Green Lanes. These are busy roads.

This guy had no lights, and ran the red light too.

This woman rode all the way up Seven Sisters Road and then along Green Lanes. No lights, and happily ran a few lights too. Compare the bright lights of the braking moped and the cars ahead, with the lack of similar on the cyclist.

I was in a black cab recently and couldn’t help noticing just how bad “Boris Bikes” are to spot on dark streets. These are bikes that have two flashing LEDs at the back. So imagine how invisible you are to drivers, even on well lit roads, with no lights on at all.

Beyond these, there are those people who do have lights but they’re so weedy or badly places as to be ineffective. You’ll see people riding along with one of these hanging from their saddle with no particular concern about which way the light is pointed.

Sorry. These are fine as supplementary lights – perhaps to strap to a rucksack – in addition to a proper light. And it can be useful to keep a set in your bag for emergencies – e.g. your regular light’s batteries have run down. But not for exclusive use on their own.

Then there are those who have a light, but have managed to hide it behind a pannier or have it pointing at some wild angle, so it’s just about ineffective since it’s not actually visible.

And then there are those who pop a front light onto the back of their bike, because it’s all they had available. White at the front; red at the back!

Finally, there are those who have not changed the battery in years, leaving them barely visible.

Of course, the other extreme is those who’ve bought lights that are really designed for mountain bikers in rural Wales, or are using 300 lumen bulbs that seem designed for small lighthouses. But aside from running the risk of inducing epileptic fits in the surrounding population, at least they are visible. (Hint: If you’re in an urban area, those super-bright settings are really designed for daytime use!)

It’s not hard. So turn some lights on.

U-Turns in Pancras Road

Note: This is aimed particularly at anyone who cycles in central London and travels near either King’s Cross or St Pancras stations. Everyone else? As you were. Unless you work for Camden Council…

While tube maps show King’s Cross St Pancras as a single station, anyone who visits will know that there are actually two different stations served by that tube. King’s Cross serves trains to the north and Scotland, as well as Hull, Cambridge, King’s Lynn and suburban stations to the north of London. Over in St Pancras, there are Eurostar services to the continent, services towards the midlands, and trains running north-south between Bedford and Brighton.

Between the two stations is Pancras road. While you can travel through towards Camden, it’s mostly used by black cabs, minicabs and a few buses dropping people off and picking passengers up from the station. There are dropoff points for both stations along the road, and King’s Cross’s taxi rank is set back from the road too (St Pancras’s taxi rank is on the other side of the station).

These are busy places, and there is always lots of traffic.

However, Pancras Road is also used by a large number of cyclists who are entering or leaving either mainline station. And that’s where the trouble comes, because the road can be positively chaotic. On the St Pancras side, is a long area for setting down and picking up, but at busy times double parking is pervasive. So minicabs in particular will crawl along the road waiting for a spot to open up to safely discharge their passengers. They tend not to worry about other traffic users.

Then there is the real problem – vehicles conducting three point turns. I understand that once you’ve set down, vehicles want to return into central London, but vast numbers conduct three point turns. I took this video on Friday with separate vehicles all trying to do the manoeuvre in very busy surroundings.

It would be safer for all in the vicinity if three point turns or u-turns were made illegal on this section of road. Particularly for cyclists, this can be dangerous as there is so much movement in the area, that cyclist can become invisible.

Instead, such turns should be further up Pancras Road, where there is already taxi-waiting space for those cabs queuing to pick up passengers at King’s Cross. For others, it’s easy to loop around St Pancras station via Goods Way and Midland Road, from where drivers can head off in any direction again. Let’s just keep the horrible 150m section between Euston Road and the passenger entrances of King’s Cross and St Pancras Stations clear of u-turning traffic can we?

Bike Cameras for my Brompton

For some time now I’ve been thinking about putting a camera or cameras on my bike for my commute. While there was no single thing that tipped me over the edge, and I’ve been lucky to only have some rare incidents with other traffic, the ease with which you can fit cameras to bikes meant that I needed to bite the bullet. On camera footage definitely helps with prosecutions of bad behaviour – especially driving.

I wanted to do it cheaply and I already owned an inexpensive GoPro Hero camera. These retailed for less than £100 or so a couple of years ago (that’s cheap for a GoPro). These models aren’t available any more, but they shoot 1080 at 25 frames a second which is fine in this instance. I know that today, there are a wide range of cheaper action-cams available online and on the high street. I suspect that some of these may supercede a three-year-old base level GoPro, but the footage is of high enough quality for my needs, and I already had the camera.

I attached it to my saddle using an adapter that fits to the rails at the back of the saddle (although see below for a better value package). This mounts the camera upside down, and as long as you make the change in the settings, it records video in the correct ratio. Mounting it under the saddle hides, to some extent, the size of the camera.

For the front camera, I chose a GoPro Hero Session which is just under £150 and is the cheaper of the two Session cameras currently available (Note that GoPro will probably update their range soon with a rumoured Hero6 being launched at the top end). There’s a Hero5 model that costs another £100 and adds things like voice control and automatic upload to the cloud. The more expensive model is 4K, whereas the model I bought maxes out at 1440p (2.7K). GoPro says that stabilisation comes with the more expensive model, but there is definitely some stabilisation in this cheaper one – at least when you record in 1080p. You can see an example of that in the video of above at around 7:30, when I go over some cobbles. You can see my bag bouncing around on the cobbles while the camera’s view is relatively stable (the bag was a bit overstuffed, but is attached firmly to the bike). The image remains stable as I believe there’s some electronic stabilisation going on – probably throwing away some of the extra pixels from the wider 1440 image.

The cheaper Session is still waterproof without a housing to 10m, and has Bluetooth and WiFi connectivity, although I tend to leave these off to maximise battery life.

Other cameras I considered were the Cycliq Fly6[v] and Fly12. These are cameras specifically designed for bikes, and are built into LED lights. While the rear Fly6[v] was reasonably priced at a little under £100, and includes a very decent looking light, I already have plenty of rear lights. I currently use the Blaze Burner which I backed via Kickstarter. The problem with the front light is that it’s over £200, and is massive. Mounting it on a Brompton would not be easy as you want something that doesn’t stick out when you fold the bike. So it was a non-starter.

Contour cameras are popular with some cyclists and include functionality like over-writing older files that you don’t want to keep. But the camera quality isn’t that great, and there don’t seem to have been any updates in a while. The GoPro Session does have some reasonable low-light imagery for rides in the evening.

To mount the Session to my bike I bought a set of adapters which was good value on Amazon. I was specifically after a minimalist mount that would let me hang the Session below my Brompton’s handlebars. This set came with two options, and I used the smaller one, meaning that the camera doesn’t get in the way when the bike is folded. The camera casing is firmly afixed to both the bars and the GoPro which means removing it all requires a hex key. However the Session itself can easily be popped out via a quick release. The mount set also included another adapter for saddle rails.

Both cameras can be set to use single-button quickstarts – indeed the Session only has one proper button, with a second tiny one set out of the way. So a single press of a button on each camera both turns them on and starts a recording.

The sample video above gives you an idea of what the cameras are capable of, although I know that I could do a bit better with the Session’s output, especially with Protune which allows a “Native” output for finer colour correction in post processing. The regular Hero has no such options with the video quality.

Overall I’m pretty satisfied with my solution. A series of beeps let me know that I’ve switched the cameras on (and off), and I’ve left the LEDs on for confirmation that all is working. The set-up is fully waterproof – the cheaper Hero doesn’t actually come out of its case – and the battery life is sufficient for my needs. I’d say that it’s roughly 2 hours for each camera. Importantly, both cameras fit onto a Brompton very comfortably, and don’t shout “camera” too much.

No sooner had I written most of this entry than I was on my daily commute and the following incident happened. It all happened slowly, and I was unlikely to get hurt as I had plenty of time to brake, but the car driver simply didn’t look to see if there were any cyclists coming as he crossed the junction where I had right of way. Note that while the rear facing camera wouldn’t seem to be much help in this instance, it does allow me to clearly read the driver’s number plate.

RideLondon Classique 2017

A few weeks ago, it was the annual RideLondon. This year I didn’t get a space in the main RideLondon 100, but I still popped down to watch the RideLondon Classique race around a central London course. Unfortunately it was a miserable day, with fairly unrelenting rain.

I meant to arrive a little earlier than I did, but by the time I got to the bottom of Piccadilly where the teams were warming up and had parked up their various buses and vans, they were mostly all heading to the start line.

I positioned myself near the top of Whitehall where the cyclist came past twice a lap, once heading out onto The Strand, and once again when they returned around Trafalgar Square, through Admiralty Arch and into The Mall.

The rain meant that nobody wanted to let a breakaway go, and the race was tight all the way through. That also meant that any riders who dropped off the back would stay dropped for the remainder of the race. You felt very sorry when you saw the same riders, lap after lap, doing their own wet-weather time-trials.

RideLondon pays equally for both men’s race and the women’s race, and as a consequence offers more prize money than any other race in the Women’s World Tour calendar. For that reason alone, the teams take it seriously, even though I suspect many would rather race something more akin to the men’s route out in the Surrey Hills and back.

I suspect that the organisers don’t think that they could fit it another ride along that route when they already run both the RideLondon 100 and RideLondon 46 along those roads, making sure that they’re clear for the professional men who set off some 5-6 hours after them. There’s also the issue of TV coverage of both men and women. As things stand the Women get live TV on Saturday evening, while the men get coverage on Sunday afternoon.

Back to the race, and Sunweb took it very seriously. They always had riders at the front of the race, and were looking for intermediate sprint results too. At one stage I found myself standing next to team director or helper who had a radio, and was busily instructing his riders from his viewpoint where I was near the top of both Whitehall and The Mall.

In due course the race was won by Coryn Rivera in a closely fought sprint finish. Cevelo’s Lotta Lepistö came second while Canyon-SRAM’s Lisa Brennauer was third. Just behind them was Marianne Vos who had been reasonably anonymous in the race. I’d not seen her since I’d seen a couple of spectators grab a selfie near the start (I kicked myself I didn’t do the same).

A shame about the weather which I think neutralised the race too much. While a criterium like this affords plenty of views to see the riders, there’s a limited amount they can do to get a break.

Plenty more photos over on my Flickr page.

oBikes – Initial Thoughts

oBike 1

On Saturday night, I was returning to my north London home when I noticed something I’d not seen before – a new type of hire bike.

Now us Londoners have become used to “Boris Bikes” – or Santander Cycles as they’re officially known. This is a scheme that I’ve been using fairly consistently since its start, using the bikes to traverse central London if I don’t have my own bike with me. London has a network of docking stations, and you can take a bike from one station and lock it up somewhere else. The scheme works well, and is certainly useful for commuting. If you arrive in London at a mainline railway station, you may complete your journey on a bike. Or if you live in Zone 1 or 2 – the central area of London where most of the docks are to be found – you might carry out all your commute on a bike. They’re popular with tourists too – especially in some of the larger parks like Hyde Park.

But there are some significant flaws, or at least shortcomings.

You can only really use the bikes within the area that has had docks built. This is largely Zone 1 and 2 in the middle of London. And while the bikes extend a fair way east to Docklands, they don’t extend that far in other directions. They don’t even extend as far as the inner gyratory road system, let alone straying into the outer boroughs.

You have to return the bike to a docking station, and they can often be full in popular locations. While a mobile app can help you a little with that, the flow of bikes is such that a team of vans has to move bikes around to prevent key spots being filled all the time. The bikes are also fairly heavy, but they come with three gears, so while you won’t be racing too much on them, you can get pretty much anywhere.

But back to the oBikes. I asked the proprietor of the shop I was in on Saturday evening, how long the bike had been there. He said that it was the council that had put the bikes out (this is very much not true), and that the where many along the entire street. When I left the shop, I saw that on a closer inspection, there were several more along the length of the road.

Well, always keen to give a new bike scheme a go, I pulled my phone out, downloaded the requisite app, registered my card details, and tried to release a bike. The app seemed comprehensive, if a tiny bit confusing at times. There was some kind of deal on giving free hires, but it really wasn’t clear from the app because you could click through to get the details. I paid a £29 deposit and then got a free hire. It seems that in fact, hiring remains free for the remainder of July, but I only learnt this later on the website.

While the bikes aren’t locked to any physical infrastructure, their rear hub is locked in place until it’s released wirelessly. Using the app, you can locate the rough whereabouts of a free bike, although in practice I found that the GPS coordinates could be up to 100m out. You then scan your phone on a QR code on the stem of the bike and a few seconds later – mobile data permitting – the lock on the hub is released. A trigger physically pinging up.

The mobile app warns you to wear a helmet, and ensure that the rear light is switched on. But in fact, the lights seem to come automatically, powered by a dynamo system when the bike is moved. While Boris Bikes’ lights work on a similar basis, they seem to store more residual power meaning that lights start immediately when you move. Even with the low demands of LED lighting, these lights seem more ineffective, especially when you set off.

What about the bikes themselves?

Well, they’re awful.

oBike 3

oBike 4

On the plus side, they’re much lighter than Boris Bikes, and they have a proper basket on the front rather than the often irritating affair that Boris Bikes have, that require a bungee cord to hold bags in place. But beyond that, I have no good things to say about the actual bikes.

They’re clearly cheaply made. There’s a single gear, and somehow it doesn’t seem suitable for anything other than a really slow potter around. It feels incredibly spongy too – something that a fixed gear bike really shouldn’t feel.

The seat post goes from low, to not-quite-as-low. Now I realise that at 6 foot 2 inches, I’m not the shortest person. But for me, this was like riding a BMX. My knees were nearly at the handlebars, and it was generally incredibly inefficient for me to cycle on. Indeed anyone much over 5 foot 10 may struggle with these bikes.

There’s a feeble bell rung by a twist-grip affair. Nobody is going to hear it. At least the hub brakes did seem to work well. The bikes have mudguards of sorts, but they’ve tried to remove as much surplus plastic as possible meaning that there’s very little real protection. I wouldn’t want to ride one of these in the wet without completely covering myself with muck.

Overall the bike felt like one those awful super-cheap supermarket bikes that I’d never recommend anyone ride, no matter how little money they had to spend. And at least those bikes have some gears.

Now I live at the top of a hill. It’s not a steep hill, and nor is it a long hill. In fact it’s 900m at an average gradient of 4%. While you feel that in your legs, it’s not going to stop the average cyclist comfortably riding up it. I can do this on my Brompton with extra shopping bags hanging off my handlebars.

But using the oBike I struggled. I mean I really struggled. The single gear was neither fish nor foul, and the uncomfortable riding position didn’t help. I ended up cycling on the pavement as I was going so slowly. In the end I gave up. I parked up in a responsible location and ended my ride, locking the bike by pushing a trigger down over the hub. My phone beeped as the app acknowledged that my bike hire had come to an end.

I was very unimpressed.

The following morning, however, I needed to get back down the hill and then travel further into my local town centre to catch a train. It would be tight walking there in time, but as I came back down the hill, I saw that the bike I’d parked the previous night was still there. So I unlocked it once more, and took it out for another ride.

Going down the hill was fine, although I still felt as though I was riding a BMX, and found myself having to get out of the saddle to stretch out my legs. I rarely get out of the saddle on Boris Bike, which seems much more suited to carrying a wider range of differently sized people. I don’t even max-out the seatpost on those bikes meaning that riders of perhaps up to 6 foot 4 can comfortably ride them.

On reaching the flat, the limitations of the single gear were once again in evidence. I have no idea what gear the bikes are, but again I found it incredibly slow going. It took me much longer to get to my destination than it would have done on any other bike. And it was much harder work as well.

I parked the bike up by some Sheffield stands in the town centre quietly vowing not to use the bikes again. As I did so, two separate people came up to ask me about the bike. What was obvious was that the lack of a requirement to dock the bike somewhere specific was popular. “It’s like Uber, for bikes!” said one man.

However I had to tell both people that I thought it was only good for travelling somewhere very flat, that it was not for tall people, and that nobody was going to get somewhere very fast with one of these bikes.

Subsequently I learnt that although hundreds of bikes had appeared across London the week before, no permission had been sought from any council to run the scheme. While it’s not completely clear why council approval would be required, there is almost certainly concern for how the bikes are treated, and in particular, where they are left. There are horror stories in China, where these bikes are made, and where this type of hire scheme has become prevalent, about hundreds of bikes being literally piled up on pavements near places like stations. In some instances pedestrians struggle to walk along pavements to avoid thoughtlessly placed bikes.

All the bikes I’ve seen so far have been left in decent places, often by existing bike stands. But I can see why many would prefer the more ordered system that Boris Bikes use.

There’s also the question of people vandalising the bikes. Although the hubs lock the rear wheels, the bikes can easily be lifted and placed somewhere else. A similar scheme in Manchester has already seen a number of bikes ending up in canals, and my borough has the New River – effectively a non-navigable canal.

I do feel a little torn about the oBike scheme. On the one hand, I’m very much for encouraging bike use, and my local council is doing a lot for bikes, building new cycle lanes in the face of sometimes quite hostile local opposition. But a badly run bike hire scheme is probably not the answer either.

It certainly feels that the Singapore-based company that launched these bikes has bought the cheapest bikes they could get in China, and not remotely considered local needs. While dockless schemes seem like an excellent idea, in that it reduces the costs dramatically since there’s no infrastructure required, I worry that it also means doing things on the cheap, and not worrying unduly about the social and environmental consequences.

And a bad scheme can have a significantly negative impact on cycling as a whole. If people find bikes abandoned in inappropriate locations, then they will take against the scheme. Similarly, would-be cyclists might well be put off from cycling after experiencing poor quality bikes that don’t make travel easy. These bikes are not a good introduction to cycling, whereas I would argue that while heavy, Boris Bikes are a decent introduction, and may well have persuaded many to invest in their own bikes and cycle more as a result (I’m hoping the upcoming replacement model will be even better).

The reaction overall has not been positive thus far, and in fact my local council has reached an agreement for the bikes to be removed locally pending a wider conversation about how the bike scheme should work. I believe that the same is happening in other London boroughs.

While Boris Bikes were a TfL initiative, and cost millions to set-up, and require continued investment to maintain, the scheme has been well conceived, and there is full support as well as maintenance of the equipment. The bikes, currently manufactured by Canadian company, and seen in other cities such as New York, are well suited to their environment and in general are a boon to encouraging cycling as a form of transport. It’s worth noting that for TfL, cycling is not just a “nice-to-have” but an essential part of London’s transport mix. Every cyclist on the road is one less tube passenger for example. I can’t say the same for oBikes.

This morning, as I got on the train at my local station, at the top of the same hill I live on, I noticed someone had parked a bike by the station to get their train. All I can do is give kudos to whoever rode that bike up the hill this morning!

Tour de France 2017 Podcasts

Valverde and Quintana ahead of the Sky train including Peter Kennaugh, Chris Froome and Geraint Thomas at the 2015 Tour de France
At the 2015 Tour

Le Tour is back underway, and while I’m sadly not planning to go and visit this year, I am of course closely watching TV, listening to the radio and podcasts and following all the action on Twitter.

And of course, I’m helping out with The Cycling Podcast, the finest podcast covering cycling! Listen in your favourite podcast app!

I’ve been making a few of the KM0 feature podcasts (KM0 indicates the point at which the race actually starts each day, following a warm-up of a few kilometres out of the start town).

Here’s on on the environment and the Tour, with its rolling circus of 2,000 vehicles:

Here’s one on the breakaway kings of this year’s Tour, Wanty-Groupe Gobert, who have been putting their riders in most of the breaks, however much they may be doomed to failure:

And here’s my favourite so far, on Australian Phil Anderson, and in particular his yellow jersey win in the Pyrenees in 1981.

Women’s Tour 2017 – Stage 5 – London

Following Saturday’s Nocturne, I headed back into town to watch the final stage of The Ovo Energy Women’s Tour, which was concluding on a circuit not dissimilar to previous years’ Tour of Britain finishes. (This year, the men are finishing in Cardiff instead).

Taking in lots of iconic London streets including Regent Street, Piccadilly Circus, Trafalgar Square and The Strand, there were plenty of vantage points. At roughly ten minutes between laps, you had time to walk the course a bit, and in some places see the racers twice a lap.

While the racing was great, the overall winner was never in doubt after Katarzyna Niewiadoma won the opening stage by nearly two minutes. This year’s race was longer and harder than previous editions, but there were plenty of other things to keep an eye. Not least of which was which of the Barnes sisters, Hannah or Alice, would take the overall best British rider (For the record, it was the older sister, Hannah. But Alice showed support from the top of a van with some friends at the final podium as can be seen below).

The weather was good, and the racing fast. A fine way to spend a Sunday.

Many more photos over on Flickr.

Rapha Nocturne 2017

This weekend saw the return of the Rapha Nocturne, with Rapha resuming sponsorship. These days, the event has moved from Smithfield Market to an area around St Pauls near the Guildhall. While I have no problem with the route, it’s a shame that it no longer covers an area with bars and pubs like Smithfields did. Most places in the City are closed at weekends, and I would suggest that Tesco Express was probably the biggest winner.

Still the racing and fast and frenetic, and it comes into its own as the sun sets later in the evening. I only arrived in time to see the end of the fixie race and the final two races of the evening.

I took photos…

Plenty more photos are over on Flickr.

Tube Strike Day

An all-out London tube strike seems to be quite a rare thing these days. While individual lines can be affected, or a percentage of services disrupted, the full network doesn’t go down all that often.

But today is one of those days when nearly the entire network has stopped working.

For many it’s a question of whether or not they actually need to be in the office. “WFH” or Working From Home is much more common these days, with many able to work one or more days away from their workplace on a regular basis. A laptop, mobile and internet connection, and you’re all set.

It certainly felt that many must be doing this when I started my commute on a Great Northern train. Aware that people who might otherwise use a tube may travel over to use the national rail service, I was prepared for crowds. But in fact the carriage felt slightly emptier than usual.

The train did fill up though, and by the time we reached Finsbury Park – where hundreds usually disembark – we were instead joined by locals who were looking for a train onwards to King’s Cross. Ordinarily my trains would head underground from here, by way of Drayton Park, and into Moorgate. But those are all shared Underground stations, and therefore they were shut. So trains were all redirected to King’s Cross.

This had the knock-on effect of our train becoming a bit like planes circling Heathrow in a landing pattern at a busy time, patiently awaiting a slot. There are 12 platforms at King’s Cross (Platforms 1-11 and, of course, Platform 0), and they’re ordinarily pretty full. Adding dozens of local commuter services into the mix isn’t easy to manage.

From King’s Cross it was more chaotic. I calmly unfolded my Brompton and then had to navigate hundreds of nomadic commuters, looking lost in an unfamiliar place, and with their noses buried into Google Maps on their smartphones as they worked out their onwards routes.

If you’re a black cab, mini-cab or Uber driver, you’re on duty today, and the roads outside King’s Cross were jammed up with cabs. A long queue of people snaked back at the taxi rank, but it was the weight of traffic rather than lack of cabs that kept the line stationary.

Crossing the Euston Road from King’s Cross without using the underpass is pretty fraught at the best of times. But with the tube station shut it appeared that the underpass was closed as well. Crossing the road means navigating as many as four sets of traffic lights – all separately. Cars have the priority here, not people. My fellow cyclists and I had to use the combined might of all our bells to stop people walking into the road when the lights turned red for pedestrians and ours green.

Many may have hoped to use hire bikes. TFL have upped the number of docks around King’s Cross of late, but they were all empty when I passed, all the spares kept in a nearby warehouse having been hired out. There were still a few bikes temptingly sat in their docks, but as you got nearer, a tell-tale red light showed that they were damaged in some way and not working.

The back streets of Bloomsbury are well suited to cycling, but wayward pedestrians meant there was a constant requirement to “keep your wits about you” as then Mayor Boris Johnson once said untruly of Elephant and Castle.

Walking whilst simultaneously reading your phone is a bad mix at the best of times.

Cars and other motor traffic were less of a problem, for the most part because they were all stationary. I would imagine that for the most part walking rather than taking a bus or car would have been the better bet today.

Some people still took a few too many risks – either because they didn’t usually cycle, or were impatient and late for work. That doesn’t really excuse playing chicken with a car when you’re on a bike. There’s only ever one winner in that game. And nipping behind a reversing lorry, as I saw several do, isn’t too smart either.

If you had managed to pick up a hire bike, you had one further issue – full docks in central London.

Broadly speaking, bike hire commuters come in from a ring around outer London, and dock their bikes near their workplaces in the middle of town. The reverse then happens in the evening. TFL try to manage this by shifting bikes around and freeing up spaces as necessary, but there’s a natural equilibrium usually reached – just enough central docks to manage the commuters. On a day like today, everything is disrupted. I was seeing people looking lost and confused at full docks, vainly attempting to find somewhere with space. A colleague had to travel to Regent’s Park, a good half an hour away, to find somewhere to dock his bike.

At work, talk was about how people “beat” the strike. Walking, for the most part. Someone mentioned their partner paying 4.8x “Surge pricing” on Uber. I bet most of that trip was spent stationary too.

BBC London posted a video that perhaps showed why driving around London doesn’t work:

The population of London increases by 10,000 every single month.

(It’s at 8.7m up 469,000 in four years.)

That explains why we need increased and greater diversity in our transport. Roads get clogged instantly with motor traffic, so that doesn’t work. Cycle lanes do work, and there’s scope for a massive increase in the number of cyclists on the roads. But we could also do with more secure parking facilities.

That’s also why Crossrail is essential, and we need to get a move on with Crossrail 2.

It also means that petty squabbles over who runs London’s transport are ridiculous. One organisation – TFL – needs to be in charge of as much of it as possible, whatever our cyclist-hitting Transport Secretary thinks.

Days like today remind Londoners how much transport is on something of a knife edge in keeping the city working.