A parliamentary meeting about cycling provision along the route of HS2 showed me that MPs just don’t get it

These are not most cyclists. Image: Getty.

There is a moment in Ben Elton’s novel Gridlock, when a small group of rail enthusiasts are left alone in the basement of a building while car industry lobbyists are upstairs talking with ministers about the real business of building roads. I was reminded of it recently at a Parliamentary committee meeting on HS2, the high speed rail line between London and Birmingham. But this time, rail was the real business – and it was cycling in the figurative basement.

Here’s the context. Cycling UK, a charity, was trying to hold HS2 Ltd to account for its promises to ‘cycle proof’ the route. This means considering cycling at the design stage: tunnels and bridges are very expensive to retrofit, so getting the extra width in at the start is key. If you don’t, communities all along the 330 mile route will be permanently prevented from cycling safely to their neighbours, schools, shops etc., across the tracks.

The first phase of HS2, from London to the West Midlands, is already considered a write-off as far as cycle crossings are concerns: the government-owned HS2 Ltd. has told the cycle proofing working group (CPWG), the group of experts it is supposed to consult on the subject, that it didn’t have enough money in the £56bn project to think about cyclists.

The company looks set to use the same excuse on phase 2a, from West Midlands to Crewe, after a letter from its director, Oliver Bayne, referred to the “principles” rather than the “applicable aspects” of design standards. This is a worry: design standards mean the difference between a safe, traffic-free cycle route anyone can use, and sharing a fast, narrow main road lane with lorries.

Cycling UK’s policy director Roger Geffen, and his expert witnesses, John Grimshaw and Phil Jones, arrived at the Parliamentary committee room at around 9.30am; I was present, covering it for the Guardian. We waited – only to be told at around 11.30am to come back after lunch.

At 1.45pm, Geffen was finally allowed to set out his case. He argued that communities along the routes to be able to walk and cycle safely. He explained the need for design standards, and safe, direct-vision standard vehicles. 

The MPs, though, didn’t seem to understand. The first question from the chair of the committee was an expression of surprise Roger wasn’t wearing Lycra. That’s like asking someone advocating for better pedestrian facilities why they don’t turn up to Parliament wearing running shoes and a sweat wicking vest.

The chair also failed to understand why design standards were relevant, and eventually, growing frustrated, stopped Geffen entirely, forcing him to bring on his witness, Phil Jones, a leading expert on cycling infrastructure, without introducing him or his credentials. Jones had just a couple of minutes to explain why HS2’s design standards were exactly the wrong kind if you wanted people to be able to cycle safely. By now, it was almost 3pm.


At one point an MP asked why contractors should use safer lorries, given the potential impact on delivering “best value for the public purse”. This question, with its implication that cost savings trump human lives, was astounding. I don’t know if she understood this implication, but Geffen paused, politely, before pointing out that there is also a cost when companies kill cyclists – an attempt to state the potential outcome of poor vehicle standards, using the MP’s own metrics.

Next came John Grimshaw, co-founder of the national cycle infrastructure delivery charity, Sustrans. Grimshaw is delivering, on his own initiative, a whole new cycle route, the Waddesdon Greenway, complete with crossings, where HS2 cuts through Aylesbury in Buckinghamshire. This has meant negotiating with landowners, raising money, the lot. His partner even obtained a newt licence.

Grimshaw noted that he had personally negotiated access for a new cycling bridge ramp from the Rothschilds – infrastructure of a kind that would also help those with mobility issues, such as wheelchair users. And yet, he said, HS2 were still reluctant to put the ramp in, even though it would cost “pennies”.

At this point, it’s worth noting that the return on investment for cycling infrastructure ranges from £5.50 to £35 per £1 spent. HS2 has an ROI of just £1.47. What’s more, much of that comes from the business benefits of cutting travel times, rather than from anything experienced by communities along the route.

Last up was Peter Miller, director of environment for HS2 Ltd. He said it was difficult to cost cycling infrastructure, and questioned whether there was any desire for cycle crossings from communities along the route anyway. He was led through his points by HS2 Ltd’s QC, during which time one MP challenged him to say that not designing for cycling at the start would rule it out forever. During some of his claims on HS2’s provision for cycling, Phil Jones, in his frustration, murmured “rubbish”. Before we knew, it was over.

Geffen has often said that, before making the case for cycling infrastructure, you have to make the case for cycling. For some politicians cycling looks like men in Lycra on weekend jollies, not normal people doing everyday journeys. Phil Jones said he left feeling bullied – that during 30 or more such Parliamentary meetings in his career he’d never been treated this way.

Once HS2 is built many smaller roads will be blocked off, leaving fewer crossings, inevitably with heavier traffic, without cycle infrastructure. The last time I cycled on a rural dual carriageway I was nearly mown down by a lorry, before a fallen branch tore off my front mudguard, stopping me dead: I had been too terrified of being run over by another passing lorry to swerve to avoid it. I continued my journey by pushing my bike along the grass verge, thankful to be alive.

Instead of looking to the future, those making decisions on how we travel are recreating the very conditions that result in obesity, air pollution and reliance on expensive private transport. Manchester mayor Andy Burnham recently called active travel an “orphan policy” in Whitehall; and MP Ruth Cadbury has said that mentions of cycling often elicit figurative eye rolls in Parliament.

I now get what they mean. What I saw was a worrying insight into why our government seems determined, not just to sideline cycling, but to stubbornly refuse to see the point of it at all.

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London’s rail and tube map is out of control

Aaaaaargh. Image: Getty.

The geographical limits of London’s official rail maps have always been slightly arbitrary. Far-flung commuter towns like Amersham, Chesham and Epping are all on there, because they have tube stations. Meanwhile, places like Esher or Walton-on-Thames – much closer to the city proper, inside the M25, and a contiguous part of the built up area – aren’t, because they fall outside the Greater London and aren’t served by Transport for London (TfL) services. This is pretty aggravating, but we are where we are.

But then a few years ago, TfL decided to show more non-London services on its combined Tube & Rail Map. It started with a few stations slightly outside the city limits, but where you could you use your Oyster card. Then said card started being accepted at Gatwick Airport station – and so, since how to get to a major airport is a fairly useful piece of information to impart to passengers, TfL’s cartographers added that line too, even though it meant including stations bloody miles away.

And now the latest version seems to have cast all logic to the wind. Look at this:

Oh, no. Click to expand. Image: TfL.

The logic for including the line to Reading is that it’s now served by TfL Rail, a route which will be part of the Elizabeth Line/Crossrail, when they eventually, finally happen. But you can tell something’s gone wrong here from the fact that showing the route, to a town which is well known for being directly west of London, requires an awkward right-angle which makes it look like the line turns north, presumably because otherwise there’d be no way of showing it on the map.

What’s more, this means that a station 36 miles from central London gets to be on the map, while Esher – barely a third of that distance out – doesn’t. Nor does Windsor & Eton Central, because it’s served by a branchline from Slough rather than TfL Rail trains, even though as a fairly major tourist destination it’d probably be the sort of place that at least some users of this map might want to know how to get to.

There’s more. Luton Airport Parkway is now on the map, presumably on the basis that Gatwick is. But that station doesn’t accept Oyster cards yet, so you get this:

Gah. Click to expand. Image: TfL.

There’s a line, incidentally, between Watford Junction and St Albans Abbey, which is just down the road from St Albans City. Is that line shown on the map? No it is not.

Also not shown on the map: either Luton itself, just one stop up the line from Luton Airport Parkway, or Stansted Airport, even though it’s an airport and not much further out than places which are on the map. Somewhere that is, however, is Welwyn Garden City, which doesn’t accept Oyster, isn’t served by TfL trains and also – this feels important – isn’t an airport.

And meanwhile a large chunk of Surrey suburbia inside the M25 isn’t shown, even though it must have a greater claim to be a part of London’s rail network than bloody Reading.

The result of all these decisions is that the map covers an entirely baffling area whose shape makes no sense whatsoever. Here’s an extremely rough map:

Just, what? Image: Google Maps/CityMetric.

I mean that’s just ridiculous isn’t it.

While we’re at it: the latest version shows the piers from which you can get boats on the Thames. Except for when it doesn’t because they’re not near a station – for example, Greenland Pier, just across the Thames to the west of the Isle of Dogs, shown here with CityMetric’s usual artistic flair.

Spot the missing pier. You can’t, because it’s missing. Image: TfL/CityMetric.

I’m sure there must be a logic to all of this. It’s just that I fear the logic is “what makes life easier for the TfL cartography team” rather than “what is actually valuable information for London’s rail passengers”.

And don’t even get me started on this monstrosity.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and on Facebook as JonnElledgeWrites.