On Civil Rights

Q. How do you turn educated, affluent, young, white males into a downtrodden minority group?

A. Give them all bicycles.

NB I promise to not use the phrase "I have a dream" anywhere in this post....other than just there of course. Not least because it would seem rather bad form to have a dream that calls for segregation of the minority.

Before I begin and due to the usual sensitivities that we must take account of I want to say I am not directly likening cycling to the Civil Rights movement, but there are similarities it might be useful to explore.

First up, what is a minority in the political sense, for speed we'll turn to Wikipedia which quotes 

Feagin (1984) states that a minority group has five characteristics: (1) suffering discrimination and subordination, (2) physical and/or cultural traits that set them apart, and which are disapproved by the dominant group, (3) a shared sense of collective identity and common burdens, (4) socially shared rules about who belongs and who does not determine minority status, and (5) tendency to marry within the group.

So how does cycling stack up against those criteria?

1. Cyclists have nominal equality before the law, although I would be interested to learn if they really do receive equal protection and redress. However cyclists definitely have to play a subordinate role to the motor vehicle if for no other reason than their sheer vulnerability and they have to contend with persistent intimidation.
2. Cultural traits...which are disapproved of by the dominant group, simply being on a bicycle seems enough to get a lot of drivers' backs up.
3. Yes.
4. Ride a bike? You're in.
5. I don't believe there are enough female cyclists to go round, but if one were interested it would certainly count in her favour.

So we're definitely in the ballpark. Add to all that the 100+ cyclists killed every year and the thousands injured due to deliberate acts of violence, or, more commonly, drivers not giving a crap, and the issue becomes rather more serious.

Anecdotally, a cycling buddy was knocked off his bike a year ago, he was on our local A-road minding his own business when some white van man took an exception to him. The van went to overtake him and swerved into the side of him, he kept his balance and a torrent of abuse was yelled from the window of the van. White van man came back for another go and this time did a proper job. Buddy was thrown from the bike and landed face first on the tarmac his helmet smashed to pieces as did several of the bones in his face. The van driver was convicted of dangerous driving and warned to go home and prepare for a custodial sentence, he did a bit of begging though and it was reduced to 12 month ban, has to pass an anger management course before he can reapply for a provisional licence. Fined £1200, 140hrs community service.

Then just a week ago a friend of a friend was riding along when somebody lent out of a passing car window, pushed him off his bike and into a ditch.

I can't imagine that either of these situations would have ended in violence if the victim was walking, driving or even riding a scooter.

The one advantage the cycling fraternity has going for it though is its demographic. I'm in a not so great part of Liverpool, but even here the majority of cyclists fit in to the white, male, young-middle aged, educated and affluent categories. The greater portion of my commuting buddies comprises 4 doctors and a surgeon, all white, one female. Cycling is also quite Londoncentric and on 'our side' we have lots of city boys, journalists, politicians, a Lord, even Rupert Murdoch for christ's sake! Seriously, if this group of people can't get something done the next step must be to employ the Iraqi Information Minister to do our PR.

Back in the 70s the Dutch went through the era of protesting and campaigning for safer streets, a battle they largely won, watch this wonderful video brought to you via BicycleDutch

Notice also the campaign posters

There's a similar theme here

Through direct action, civil disobedience and plain old making a racket they got the best cycling infrastructure in the world. Largely segregated from motor traffic and with laws to add weight, strict liability and priority for traffic going straight on. The Civil Rights movement using similar tactics won its early battles and secured an amendment to the US constitution

How might the UK's battle be won? Feel free to make your own suggestions in the comments. While you think, here are a few of mine, I'm sure you'll do much better...

• A cyclists' strike - all cyclists in London hang up their helmets for a day and get on the tube. Add more overcrowding to an overcrowded network. Alternatively, anyone who can drives to work, adding more congestion. Give people a taste of how bad it could be if nobody bothered to cycle.
• A nationwide cycle to work day - if your company could be persuaded, have them support a cycle to work day whereby anyone who cycles to work on that day gets breakfast bought for them.
• Much of the Dutch protest was an appeal to the heart to stop the deaths of children. Along similar lines and with permission from families, a campaign of posters, flyers or balloon releases with details and photos of people killed while cycling.
  

  
  

What if the HSE ran the DfT? part II

In the previous article I looked at the hierarchy of risk control and the sorts of things the HSE might expect to be considered when attempting to reduce risks for cyclists.

In this section we are going to get rather cold hearted I'm afraid. If we are to continue imagining how the HSE might approach the topic of road safety then we must familiarise ourselves with one of the basic characteristics of their method, 'reasonably practicable'.

We would like to prevent all road deaths however it would not be practicable to do so. You would either

• Have to ban all motorised transport.
• Spend an incredibly huge amount of money to prevent as many as possible.

The plain fact of the matter is that society doesn't value a life high enough to justify the amount of spending that would be required. When we say value, we mean just that, cold hard cash, a few years ago the HSE did some research and found that we're willing to spend just over £1m to prevent a fatality. Add in the other costs such as emergency services and loss of output and the figure we arrive at is £1,778,000 per non-motorway fatality. The cost of serious injuries is £208,000 and the cost of slight injuries is £22,000. These figures are known as the Value of Prevention of Fatality/Accident. It's a tricky concept, the HSE describes it as...

VPF is often misunderstood to mean that a value is being placed on a life. This is not the case. It is simply another way of saying what people are prepared to pay to secure a certain averaged risk reduction. A VPF of £1,000,000 corresponds to a reduction in risk of one in a hundred thousand being worth about £10 to an average individual. VPF therefore, is not to be confused with the value society, or the courts, might put on the life of a real person or the compensation appropriate to its loss

This spreadsheet kindly tells us how many cyclists are injured. Multiply it all together and the figure we arrive at is £1,067,746,000 quite a large number. I'm willing to agree that approximating a true VPA/VPF figure is very difficult, so if we strip out the guesstimated part for a minute leaving only the actual costs of cycling accidents we get the figure £292,849,372. Of course government doesn't bear all the costs of an accident but eventually 45% of everything flows through the government's coffers, which would be £131m of our £292m. So depending on which figures you choose it would be considered reasonably practicable to spend between £131m and £1.067bn on cycling infrastructure.

Alternatively the HSE might say an amount proportional to the quantity of cycling should be spent, this article says £13.4bn was spent on roads and we know that cyclists account for 1% of distance travelled which means spending should be £134m (remarkably similar to the figure of £131m above). However, the government is trying to encourage cycling so we might expect them to spend a disproportionately high amount on cycling. Rather than distance though we could use a time spent travelling equivalence, in the previous article I used 12mph average speed for bicycles and 30mph for cars, both guesstimates, but it bumps the spending requirement up to £335m, kind of in the ballpark of the £292m mentioned earlier.

Even the HSE might blanche at spending £1bn per year on cycle infrastructure but a lower bound of £130m up to £300m seems reasonable, or indeed, reasonably practicable.When you consider that an accident is money down the drain year after year, but infrastructure spending keeps giving back, year after year and that what is good for cyclist will also be good for pedestrians to an extent, then the figures look even better.

What if the HSE ran the DfT?

As someone who had some H&S training and responsibilities in a prior life I would like to apply some of that thinking to the cyclesafe debate.

The Health & Safety at Work Act 1974 (HASWA) sets out some basics, Wikipedia sumarises them pretty well...

Duties of Employers

• Provision and maintenance of plant and systems of work that are, so far as is reasonably practicable, safe and without risks to health;
• Arrangements for ensuring, so far as is reasonably practicable, safety and absence of risks to health in connection with the use, handling, storage and transport of articles and substances;
• Provision of such information, instruction, training and supervision as is necessary to ensure, so far as is reasonably practicable, the health and safety at work of his employees;
• So far as is reasonably practicable as regards any place of work under the employer’s control, the maintenance of it in a condition that is safe and without risks to health and the provision and maintenance of means of access to and egress from it that are safe and without such risks;
• Provision and maintenance of a working environment for his employees that is, so far as is reasonably practicable, safe, without risks to health, and adequate as regards facilities and arrangements for their welfare at work.

Duties of Employees

• Take reasonable care for the health and safety of him/herself and of other persons who may be affected by his/her acts or omissions at work; and
• Co-operate with employers or other persons so far as is necessary to enable them to perform their duties or requirements under the Act.

I hope that's fairly clear. For the purposes of comparison the employers is the authority in charge of the highway and the employee the user of the highway.

So the authority has to ensure the design, construction and maintenance of the highway is safe and the employee has to use it responsibly.

The next thing we would need to do is undertake a risk assessment. We know that ~3000 people die on the roads each year but it would be useful to know the rate at which they die to help us to know where to allocate resources.

This tells us how many deaths per billion vehicle miles, but due to greatly different average speeds it's not that helpful so by using some guesstimated average speeds I've converted it to an average based on time exposed to danger

• Pedestrians - 37 per billion miles at 3mph = 111 per billion hours
• Cyclists - 36 per billion miles at 12mph = 433 per billion hours
• Motorists - 3 per billion miles at 30mph = 90 per billion hours

From this we see that cyclists are the most at risk of the main different types of road user (this is comparative data, I'm not saying cycling is dangerous). We might then decide that protecting cyclists should be given a proportionately higher priority due to this higher risk.

Next we'd go on to look at how we might reduce the risk to cyclists for this we would turn to the hierarchy of risk control

The beady eyed amongst you might notice (with a wry grin) right away that PPE is at the bottom of the hierarchy, due to it's ineffectiveness and reliance on mitigation rather than prevention.

Let's briefly run down the hierarchy and try and apply its teachings to the public highway

Elimination
I don't think it is either desirable or practical to eliminate all motor vehicles from the highway but we could certainly eliminate some journeys, close off more roads from motorised traffic or even reduce available parking spaces. Alternatively it could mean the elimination of cohabitation, by providing roads for non-motorised vehicles we eliminate the hazard, we could call these cycle lanes!

Substitution

Through a system of positive and negative incentives people can be persuaded to change their mode of transport. A very simple example would be the tax system as money talks better than most incentives. 

• A positive incentive might be an incentive for using cycles while commuting as I have discussed previously
• A negative incentive might be an increase to the marginal cost of motoring by scrapping VED and applying the cost to fuel duty, this would raise the cost of a litre of fuel by 10p

I don't think it would make a huge difference but it would have an effect.


Engineering
This is probably where most of the work can be done, cycle lanes, redesigning junctions, traffic flows, traffic lights, good engineering solutions won't let people make mistakes. From the HSE's guidance

Separate the hazard ... by methods such as enclosing or guarding dangerous items of machinery/equipment. Give priority to measures which protect collectively over individual measures.

There we find something the HSE is very keen on collective protection, it's good because it is usually fit and forget, if you want to protect people working at height you fit safety nets rather than relying on individuals to use their fall restraint harnesses correctly. Similarly, you build a segregated cycle lane rather than relying on drivers not to hit cyclists and pedestrians.

Administrative & Behavioural
Begin with training, tell people how they need to behave, provide laws and regulations as a framework, then provide supervision and discipline. This comes towards the ineffectual end of the hierarchy because it is largely self policing, drivers aren't constantly supervised so we have to trust them to behave well.

Personal Protective Equipment
At the very bottom of the hierarchy is the thing so many people seem to think is the answer to cycling casualties. Here's what the HSE have to say about PPE 

Only after all the previous measures have been tried and found ineffective in controlling risks to a reasonably practicable level, must personal protective equipment (PPE) be used.

The two types of PPE associated with cycling are

1. Hi viz clothing. The need for hi viz clothing just proves all the other parts of the hierarchy have failed. The risk has not been eliminated, substituted or engineered away, the cyclist is still placed in a risky area, and administrative solutions have failed because drivers don't concentrate enough to see a cyclist not wearing hi viz.
2. Helmets. Anyone who suggests helmets are the primary way to prevent cyclist injuries has obviously never had their granny tell them prevention is better than cure. As a cyclist I'd rather not get hit in the first place than rely on a helmet to protect me. Unfortunately, because the risk hierarchy is almost never implemented by road designers, I do have to rely on one.

The other side to this is what the HSE calls reasonably practicable, would it be reasonable to spend X to prevent Y. Would it be reasonable to spend £1m to redesign a junction to prevent 1 cyclist death? I'll look at that next time.

Edit: Part II available here

Cyclesafe debate - Hi viz and Helmets

I didn't have the opportunity to watch today's debate on cycling safety, but it is available online now, so far I have made do with reading The Times' live blog of it. It seems like a good show all round.

The best quote I have read so far is

"Wouldn't it be great if you didn't *have* to wear all this safety clobber, and you could just go out your front door, jump on your bike and go. Wouldn't that get more people cycling, if it were just safe to do so?"

Which pretty much sums up the entire thing. I shouldn't have to dress like a twat because someone else can't be arsed to look where they are going. Hi viz and helmets is not a solution, it's what you have to resort to when you don't have a solution. Just ask any Health & Safety professional, personal protective equipment is at the bottom of the risk control hierarchy and should only be implemented when no other solution can be found.

I'm sure everyone has their own ideas of ways of improving things and what they would put in their own cycling manifesto and if I could pick one thing that I've not heard much about that I would include it would be....

1. The proposed cycling commissioner would have to approve every road being built and every junction being redesigned and that every junction being redesigned must include a "Dutch" level of cycle provision whenever possible.

If they have to redesign the junction anyway it's not going to cost much more to lay a few extra kerbstones or red tarmac to segregate cyclists and motorists. That way we wouldn't have to put up with substandard proposals such as the recent example from Liverpool.

Cycling while Pregnant

 Not something I'm ever likely to do I admit, I particularly like this...

I also expected that at some point I just wouldn’t want to bike anymore, but as my belly grew it became much more comfortable to bike than walk.

via Girls and Bicycles


I've never really thought about it along those lines, but for many people who have trouble walking, cycling can be a means of getting about normally. I know on the occasions I've had back or leg muscle injuries it has rarely stopped me cycling even when I could barely stand up straight to get on the bike.

Tax Incentives for Cyclists

The UK has the Cycle to Work Scheme which I have used twice now to purchase bikes, keeping about £900 out of the grasping hands of the tax man and in my pocket. However as with so many things velo related our near neighbours have taken it a step further, the Netherlands and Belgium in particular give tax relief on cycling to work

Netherlands

Bicycles - The employer is allowed to provide a tax free payment for commuting by bike of again €0.18/km (23 US cents). Employers are also allowed to provide employees with a new bike, but only once every three years. The value of this bicycle is treated as income, but if ite is used for commuting, the value of the bike is fixed at €68 ($US89) for tax purposes. This applies to bikes up to a maximum value of €749 ($US976). Employers may also providebike accessories (e.g. maintenance, clothing locks etc.), this is tax free up to a value of €250 ($US326).

 Tax treatment of employer commuting support: an international review

Belgium 

In Belgium, companies and public organisations are likewise allowed to pay their employees when cycling to work with an amount of 0.20 € per kilometre per day (no more than 15 kilometres a day). The supplement is tax free for the employees and the employers get tax credit for the expense.

Tax incentives for bike commuting

Commuting distances
We can see on table 7 that 20% of commutes are under 2 miles and 46% are under 5 miles. Of those 12% of car commutes are under 2 miles and 40% of car commutes are under 5 miles.
Commuting and business travel factsheet tables – April 2011 (XLS – 211 KB)

Table 11 says average occupancy is 1.2, so many people could change modes without affecting travel partners.

We'll go for a middle ground of 3 miles because it is roughly the length of my commute. Cycling 3 miles is achievable for most people I reckon. 5 miles is perfectly doable by many. At these sort of distances people are probably travelling on 20/30/40mph roads, a fair bit of stopping and starting, a three mile commute might take 7 minutes by car or up to 14 minutes by bike. It might be 100% longer, but the nominal difference is only 7 minutes.

The marginal cost of the commute by car is petrol + depreciation due to increased mileage + some wear and tear, nicely estimated here. I think due to higher costs of motoring in the UK than US we will convert he numbers to pence without adjusting for exchange rate. So marginal cost per mile is £0.23. 3 miles, twice a day for 222 days a year = £306

Belgium's tax incentive of  0.20 € per kilometre equals £0.27 per mile = £360

So the toal incentive is equal to £666 per year, less £100 for a pair of tyres and a service.

I wonder how many would change mode for £566 per year?

Giving up your car

I have a confession to make. I'm a petrolhead, and not just a little one, I can bore the hell out of you with facts like Lancia Deltas used the same indicator stalks as Ferrari F40s. C'était un rendez-vous is faked and I can prove it. And you should never, ever turn off the traction control in a Smart car on a wet roundabout.

It all started when I was about 8, one lazy Sunday morning I was up early and watched some foreign bloke win a race in a bright yellow car, his name was Senna and the car was a Lotus.

A few years later my heart was broken when he died one terrible weekend in Italy.

But I still loved Formula One, I even had another dead hero, Bernd Rosemeyer, he died in 1938 in Germany

Throughout this time I was still too young to drive myself and so like most young chaps I had a bike. I had several in fact. I loved them, I rode them everywhere. I rode them right up to the day before I took possession of my first car. My dad was a bit of a cyclist and every July we watched the TdF highlights of an evening. Alongside my poster of Senna I had one of a Peugeot Triathlon and watching Greg Lemond power through Paris like a locomotive was one of the most exciting moments ever.

Eventually though when I was old enough I passed my driving test, bought a car and from that day cycling took a back seat for a few years, it never left entirely but was definitely overshadowed.

Then, when I was old enough I bought my dream car, well, of all my dream cars, the only one I am ever likely to be able to afford, a Lotus Elise. What a beauty, what a car! The noise of the sports exhaust, the exquisite balance and handling.

Such a shame that there is almost nowhere to enjoy it and so it spent most of its time in the garage, usually just coming out for a cruise around town. Only once or twice did I ever really experience its wonders on a B-road. It didn't take long for the realisation to set in. Too much car in too small a country. Too expensive, too frustrating, too likely to end up in court or a grave. She sold very quickly, to a man from Belgium who had once taken part in LeMans.

And I bought this.

At this point I had already been cycling again for a few years and i picked up this CX as a commuter bike, a job it does very well (note to self, buy some mudguards).

The moral of the tale? I'm a cyclist, I love cycling and bicycles but I also love cars, fast cars, on the ragged edge, I think I'll buy a go-kart. I have no kids and live 6 miles from work, perhaps giving up my car was easy because of my circumstances. Before I did it I was sure I would have to replace it pretty quickly, but I just never got around to it. Now the idea of dropping several grand on an item I have very little need for that would also severely increase my exposure to liability, seems stupid at best. Giving up motoring has been liberating, no bills, no responsibility, pumping up for the day with a brisk ride in to work and winding down with a thoughtful ride home. Life just seems better.

Get behind the bike #3

Continuing our series, another great reason to get behind the bike, legs of steel.

Get behind the bike #2

Continuing our series, today we bring to you another good reason to get behind the bike.

Bikes don't kill people...

 although very occasionally cyclists die while travelling – they’re not being killed by bikes.

Own the Road - Cyclists Live Longer

An interesting thought, it brings to mind the gun lobby, guns don't kill people, people kill people. Imagine for a moment nobody was ever killed while riding a bike, but every year a hundred people were killed by nutters walking in to gyms and shooting people using exercise bikes. Two things would happen; exercise bikes would become rather unpopular; nobody would blame exercise bikes for the deaths.

Though, what if our killer gave a warning? Get off the exercise bike or I'll shoot you! But our stubborn little cyclist refuses to budge. Are they now liable for their own death?

Let's move the scene, our little gym bunny plonks their bike down in the middle of a shooting range, jumps on and starts pedalling away. The gun club members know the bike is there, but that's okay, they are all trained, experienced, licenced firearms users, they can shoot past it at the targets without fear of killing anyone. Until they get a bit tired or complacent, or just plain lazy.

It's fair to say cyclists can be dumb, some of them can be real effing idiotic, but very few are so dumb as to be responsible for their own demise. The motorist is the party allowed the responsibility and the privilege of driving a potentially hazardous item around the roads and ultimately it is their actions that decide if someone lives or dies.

A new cycling campaign

For too long cycling has often been viewed as po-faced, miserable, drudgery. Panting along on a grey hybrid in the pissing rain from home to work, praying you make it alive because it seems like every motorist is out to kill you. Well, no more I say! Today we adopt a practice that the mad men of motor manufacturing learnt many moons ago, sex sells.

Motorists, we aren't the enemy, we are you, just a thinner, sexier you with better bums. For too long car manufacturers have been deceiving you that your car will make you look sexier, it won't, you can't take your car to bed with you, once between the sheets, what have you got? A pale flabby backside and a belly. Fear not, help is at hand because you can bring to the bedroom the trim waist, firm bum and shapely leg that a regular few miles on a bike will give you.

Motorists, get behind the bike!

Celebrity Cycle Chic

There is something aesthetically pleasing about the elegance of the bicycle and a well-dressed woman. You certainly get noticed far more than if you were sitting at the back of a bus.'

Any excuse for a picture of Kelly Brook riding a Pashley, proving a pretty girl on a bike is incomparable with the back of a bus. With Christian Louboutin shoes and a floaty fifties frock she's a picture of style, roll on summer!

Politics of Cycling

It seems of late that you can’t pick up a newspaper or turn on an interweb without a politician giving you their opinion of cycling.

Whether it’s Ken Livingstone saying cyclists should get priority at traffic lights; David Cameron offering support to the Times’ Cities fit for Cyclists campaign; or Nigel Farage saying we’re a bit of a nuisance in town and country.

It’s Mr Farage who has inspired me to write today, I confess I don't know an awful lot about him, certainly not enough to know his views on cycling before he mentioned them on Wednesday. One thing I did know though was that UKIP claim to be on the libertarian side of the spectrum, indeed they went so far as courting former  Libertarian Party members when that party closed its doors. Libertarianism is of course a rather broad church and will encompass views from "I will drive a car whenever and however I want" right across to "I will ride a bike and avoid paying tax".

Even so, I am still a little surprised that someone on the libertarian side would be hostile to cyclists riding two abreast or whatever they do to annoy him, because for all their faults cyclists are not much of an inconvenience to anyone. For some reason whatever negative effect a cyclist does have will be amplified in the mind of the person inconvenienced. 

Consider a pair of cyclists riding two abreast, you're driving along, they are ahead, you slow down, maybe ten seconds passes, a minute even, let's be outrageous and say two whole minutes pass while you are behind them waiting for an opportunity to overtake. If it is so difficult to overtake that you must wait two minutes before you can do so chances are it's a windy little lane and you probably shouldn't be doing more than 40mphish anyway, Sunday cyclists probably average 15mph so you are only delayed something like 1m20s. Clearly an eternity. Yet the amplification of negativity seems largely confined to cyclists, I don't really hear the same expressions of anger directed at horse riders or walkers.

Anyway, the point I want to get around to is that cycling is pretty much the most libertarian form of transport. Cyclists are, depending on who you speak to, the direction the conversation moves in and what side they got out of bed, hippy environmentalists, flashy mamils, aggressive pricks etc. But complaints about cyclists generally fall under the banner of it being unregulated, low cost, anti-authority, hence why it is libertarian. Look at all the libertarian benefits

1. No licence

2. No registration

3. No emissions tax

4. No VAT on bike (if C2W) or fuel

5. No fuel duty

6. No insurance (unless you so choose)

7. Every mile ridden is money kept out of the government pocket and in yours

8. Very limited possibility of committing a criminal or traffic offence so reducing potential interaction with police or courts.

9. You're unlikely to ever be liable for significant injury or financial claims

10. You can largely get away with breaking traffic laws, although getting caught goes against 8.

Why would a libertarian of any colour be against such an anti-authoritarian pursuit? It is truly wrong to consider things on a simple left/right spectrum, the political compass is two dimensional, with regulation of economics on one axis and regulation of society on the other. In cycling the anti-establishment left and the libertarian right meet together on the social axis. 

A565 Route Management Strategy

The A565 is the main route north up the coast from Liverpool. South Road is the main shopping district in Waterloo. Sefton Borough Council are proposing the following changes to the junction, mainly to further ease the flow of traffic.

Sefton Council proposal
Google Maps

The consideration given to cyclists is rather unimaginative, a couple of extra advanced stop zones, but even they don't have any designated cycle access to them. In fact the only real benefit I can see is that when turning right into South Road cyclists can be slightly less concerned about being hit from behind by vehicles going straight on.

It looks like they are purchasing land on the east side of the road, using some of it to widen the carriageway for cars and the rest is given over to a grass verge. I'm sure they could fit in a cycle lane and protected left turn if they tried. How about making South Road a shared space area?

£1.5m and all that is gained is two right turn lanes.

Times like this I wonder if there's some sort of online junction design tool, perhaps the collective wisdom of the crowd could do better than the professionals.

in memoriam

Dear reader, below you will find an incomplete list of people killed while cycling on the roads of Britain since the turn on the century. There are about 400 on this list, however with 1,300 cyclists dying in this time, many are not listed. I have a lot more info on many of the accidents than is displayed here, hopefully it will end up as a useful resource.

Please help this small project with details of anybody you think is missing from the list, if you can provide a link to a report, even better.

Even if you can't help, a link or tweet to your contacts might.

Date	Time	Victim	Age	Gender	Area
04/05/2012	13:30	Michael Walker	17	M	Poole
03/05/2012	17:15	Sam Crisp	21	M	Norwich
02/05/2012	16:30	Phil Dawn	34	M	Mansfield
22/04/2012	10:45	Orla Lawlor	26	F	Langford
16/04/2012	00:05	Mark Alan Camber	49	M	Terrick
12/04/2012	07:00	James Cramp	41	M	Bexhill
06/04/2012	04:15	Stephen Warrington	60	M	Blyth
27/03/2012		Tommy Berry	58	M	Croston
27/03/2012	13:40	Frank Mugisha	41	M	Enfield
23/03/2012	17:00	Olatunji Adeyanju	17	M	Deptford
23/03/2012	14:20	Lyndsey Maurice Dando	80	M	Frome
18/03/2012	08:55	Andrew Ridsdale	43	M	Blyth
10/03/2012	17:40	Junaid Ali Khan	12	M	Chorlton
05/03/2012	16:00	Ali Nasralla	8	M	Kingston
05/03/2012	09:15	Bryan Simons	40	M	Edinburgh
12/02/2012	20:15	Stephen David Salt	46	M	Kendal
05/02/2012	12:38	Alan Mort	63	M	Flint
03/02/2012	13:00	Kenneth Usher	77	M	Spalding
03/02/2012	13:05	Henry Warwick	61	M	London
25/01/2012	22:00	Lee Davison	31	M	Washington
24/01/2012	08:00	Robb Fraser	40	M	Thatcham
23/01/2012	07:10	Christopher Griffiths	50	M	Hartlepool
19/01/2012	17:18	Neil Thompson	54	M	Desford
13/01/2012	07:50	Josh Dale	14	M	Colwick
13/01/2012	15:25	Maria Micklethwaite	36	F	South Hiendley
11/01/2012	05:15	Steven Shaw Prime	47	M	Crowle
07/01/2012	18:10	James Darby	42	M	Beckenham
05/01/2012	08:00	Andrew McNicoll	43	M	Edinburgh
05/01/2012	16:40	James Hodgson	14	M	Arddleen
04/01/2012		David Noy	64	M	Saxmundham

Cyclists killed in 2012:		30
Date	Time	Victim	Age	Gender
12/12/2011			22	M
09/12/2011	05:50	Susan Griffiths	47	F
07/12/2011	07:15	Sarah Smith	45	F
02/12/2011	10:05	Eleanor Carey	22	F
30/11/2011	11:28	Michael Malleson	71	M
29/11/2011	07:00	Geoffrey Davis	51	M
18/11/2011		?	74	M
17/11/2011		Colm Jainauth Apollo Glakin	26	M
15/11/2011	12:35	David Chamberlain	66	M
11/11/2011		Svitlana Tereschenko	34	F
18/10/2011	16:30		38	M
15/10/2011		Joe Vernon	66	M
07/10/2011		Andrew Hutton	45	M
03/10/2011		Min Joo Lee	24	F
01/10/2011	16:00	Paul Papworth	28	M
30/09/2011	20:20	Lee Wells	29	M
29/09/2011		Xu Liu	16	M
27/09/2011		Alan Davies	58	M
25/09/2011		Matthew Hook	28	M
24/09/2011		Brian Dorling	58	M
21/09/2011		Elaine Dunne	30	F
21/09/2011		Daniel Colton	17	M
13/09/2011		Terrence Shaw	69	M
08/09/2011		Adam ‘Totty’ Thompson	23	M
01/09/2011	16:30	Wayne Knight	35	M
01/09/2011	15:00	Leejay Pollard	26	M
28/08/2011		Michael Smyth	39	M
22/08/2011		Sarah Burwell	40	F
16/08/2011		Audrey Fyfe	75	F
16/08/2011		Connor Maddocks	15	M
14/08/2011		Martyn King	46	M
06/08/2011		Samuel Harding	25	M
03/08/2011		Iwona Zakierska	31	F
03/08/2011	15:30	Richard Francis	80	M
01/08/2011		Guiseppe Roccotiello	80	M
31/07/2011		Ben Madden	15	M
29/07/2011		Joy Soffe	13	F
29/07/2011		Leigh Austin Hills	34	M
25/07/2011		Johannah Bailey	49	F
11/07/2011		Christine Favager	69	F
03/07/2011		Mark Anthony Salinger	23	M
30/06/2011		Karl Austin	47	M
30/06/2011		Michael Andrew Killemede	47	M
21/06/2011		Peter McGreal	44	M
20/06/2011		Matthew Thomas Bradley	38	M
18/06/2011		James Bomford	46	M
17/06/2011		Martyn Uzzell	51	M
15/06/2011		Amy Hofmeister	13	F
14/06/2011		Alistair Platt	44	M
08/06/2011		James McGee	37	M
31/05/2011		Ken Rushall	82	M
29/05/2011	10:55	Michael Evans	62	M
26/05/2011	20:10	Rob Jefferies	42	M
22/05/2011		John Brian Austin	57	M
20/05/2011		Michael Philips	29	M
19/05/2011	15:00	David Allbutt	62	M
19/05/2011		Steve Burt	53	M
17/05/2011		Thomas Stone	13	M
29/04/2011		Ian Davison	37	M
28/04/2011		Craig Newton	32	M
28/04/2011		Naoko	35	F
22/04/2011		Gavin Taylor	40	M
15/04/2011		Michael Caulfield	56	M
13/04/2011		Elizabeth Brown	43	F
13/04/2011		Gareth Crockett	27	M
12/04/2011		Scott Lewis	32	M
05/04/2011		Paula Jurek	20	F
03/04/2011		Joan Wooldridge	67	F
27/03/2011		Matthew Tuffin	28	M
23/03/2011		Bernard Parkes	64	M
22/03/2011		David Poblet	20	M
20/03/2011		Robert Gregory	43	M
10/03/2011		Tom Barrett	45	M
07/03/2011		James Woodall	17	M
27/02/2011	17:00	Michael Hogg	46	M
23/02/2011		Robert Palmer-Wilson	71	M
02/02/2011		Daniel Cox	28	M
26/01/2011		Colin Crabtree	74	M
23/01/2011		Edwin Bond	67	M
21/01/2011		Patrick Kenny	72	M
19/01/2011		Colin Hawkes	64	M
18/01/2011		Lewis Balyckyi	18	M
18/01/2011		Luke Shannon Fowler	17	M
15/01/2011		Pat Appleton	67	F
09/01/2011		Richard Haigh	39	M
08/01/2011		Brian Heap	74	M
07/01/2011	09:30	Terry Welch	42	M
06/01/2011		Gary Mason	48	M
03/01/2011		Anthony Joseph McGee	40	M
Cyclists killed in 2011:		90
Date	Time	Victim	Age	Gender
11/12/2010		John Ariss	63	M
05/12/2010		Christian David Michael Townend	29	M
05/12/2010		Nicholas Rowan Townend	21	M
30/11/2010		Joanne Bishop	40	F
30/11/2010		Alistair Bettis	59	M
22/11/2010		Michael Isherwood	36	M
21/11/2010		Michael Freshwater	60	M
21/11/2010		Michael Stanley	20	M
06/11/2010		John Paul Allen	32	M
02/11/2010		Philip Edmond Lecutier	55	M
23/10/2010		Colin Neil Roberts	53	M
23/10/2010		William Honour	79	M
22/10/2010		George Le Blond	50	M
21/10/2010		Stacey Turney	20	F
20/10/2010		David Noble	71	M
13/10/2010		Christopher Timothy Andrew	48	M
13/10/2010		Colin Rae	83	M
13/10/2010		Joel Semmens	17	M
10/10/2010		Nicholas Cherrill	57	M
05/10/2010		Neil McCover	55	M
29/09/2010		Ian Hammel	53	M
27/09/2010		John Rudledge	76	M
24/09/2010		Keith Carr	60	M
03/09/2010		Olin Poulsen	20	M
27/08/2010		Philip Scarff	37	M
20/08/2010		Susan Russell	56	F
18/08/2010		Michael O’Leary	72	M
16/08/2010		Denis Peachey	54	M
09/08/2010		Vera Chaplin	89	F
09/08/2010		Tyron Allen	16	M
08/08/2010		Anthony Tumulty Millett	43	M
05/08/2010		Arina Romanova	24	F
04/08/2010		Catherine Ward	52	F
02/08/2010		Darren Wight	36	M
01/08/2010		Peter Tindley	76	M
29/07/2010		Ralph Manicom	64	M
25/07/2010		Donnell Worsley	34	M
20/07/2010		Arthur Platt	37	M
20/07/2010		Rajaendran Ramakrishnan	35	M
17/07/2010		Judith Hitchings	55	F
15/07/2010		Nigel Sloan	65	M
13/07/2010		Joanna Walters	28	F
11/07/2010		Paul Stuart Johnson	23	M
10/07/2010		Thomas Kahl	18	M
06/07/2010		Arthur Platt	37	M
06/07/2010		Paul Anthony Roberts	48	M
03/07/2010		Carlo Morato	37	M
02/07/2010		Jeffrey Fellows	44	M
26/06/2010		Kostas Tourlas	37	M
17/06/2010		Brian Ward	70	M
13/06/2010		Steven Rodway	38	M
07/06/2010		Edward Hart	73	M
02/06/2010		Sheila Mitchell	73	F
29/05/2010		David	41	M
29/05/2010		James Whybrow	18	M
22/05/2010		Everton Smith	48	M
19/05/2010		Christopher Ashman	47	M
17/05/2010		Derek Vickers	68	M
14/05/2010	03:45	Mick Garner	61	M
13/05/2010		Peter Clarke	42	M
13/05/2010		Peter Hume	42	M
09/05/2010		James Stewart Hamilton	59	M
05/05/2010		Peter Stubbs	58	M
03/05/2010		John Western Greaves	70	M
26/04/2010		Zoe Sheldrake	31	F
14/04/2010		Jayne Helliwell	25	F
11/04/2010		Matthew Robert Chapman	28	M
11/04/2010		Seamus Newell	72	M
11/04/2010		Stephen McGowan	47	M
09/04/2010		Andrew Drinkwater	23	M
08/04/2010		Anthony Hatton	20	M
08/04/2010		Luke Matthews	8	M
30/03/2010		Adrian Bridgeman	25	M
26/03/2010		Philip Barowik	19	M
24/03/2010		Jonathan Allen	29	M
23/03/2010		Amber Mattingley	29	F
10/03/2010		Shivon Watson	28	F
09/03/2010		David Vilaseca	46	M
09/03/2010		Muhammad Haris Ahmed	21	M
09/03/2010		Margaret Nicholl	67	F
05/03/2010		Akta Patel	20	F
26/02/2010		Barbara Taylor	85	F
22/02/2010		Marc Dunk	28	M
09/02/2010		Jack Pearson	73	M
06/02/2010		Harry Prior	37	M
04/02/2010		Patrick Gorman	70	M
30/01/2010		Miriam Mitchell	64	F
24/01/2010		Joseph Telford	70	M
06/01/2010		Nicholas Abraham	29	M
Cyclists killed in 2010:		89
Date	Time	Victim	Age	Gender
26/12/2009		Darren Rhys Frost	18	M
15/12/2009		John Brace-Day	54	M
09/12/2009		John Arris	63	M
05/12/2009		Derek Duffill	67	M
05/12/2009 02/12/2009		Robert Domienik Dan Black	51 22	M M
30/11/2009		Lisa Newman	40	F
30/11/2009		Ewan Todd	18	M
22/11/2009		Dorothy Elder	23	F
27/10/2009	17:30	Piotr Kobiela		M
24/10/2009		James Bowen	48	M
20/10/2009		Tanya Van Der Loo	33	F
12/10/2009		Gary Lewis	22	M
08/10/2009		Sion Wyn Pritchard	18	M
27/09/2009		Basil Clarke	65	M
23/09/2009		Joseph McMahon	15	M
16/09/2009		Chrystelle Brown	26	F
16/09/2009	22:00	Lewis Walsh	16	M
12/09/2009		John Johnson	50	M
12/09/2009		Rory Walworth	19	M
10/09/2009		Andreia Alves Pinto	25	F
01/09/2009		Simon Evans	38	M
19/08/2009		Sarah Haywa	39	F
17/08/2009		Andras Gadacsi	53	M
13/08/2009		Lee Squire	29	M
11/08/2009		Stephen Morris	52	M
06/08/2009		Harry Wilmers	25	M
29/07/2009		Andrew Rollo	51	M
28/07/2009		Kate Louise Furneaux	27	F
27/07/2009		Christopher Rudman	64	M
27/07/2009		Kevin Watts	54	M
11/07/2009		Kevin Bratt	51	M
04/07/2009		David Coldicott	61	M
04/07/2009 02/07/2009		Nigel Garrett Milena Gott	43 22	M F
30/06/2009		Douglas Howard	73	M
29/06/2009		Catriona Patel	39	F
27/06/2009		John McCamley	38	M
26/06/2009		Gretchen Smith	43	F
12/06/2009		María Emma García Fernández	24	F
10/06/2009		Brendon Harrison	13	M
03/06/2009		Louise Stoddart	42	F
01/06/2009		Martin John Minnican	42	M
30/05/2009		Khaleel Rheman	16	M
30/05/2009		Terrence Alfred Bishop	66	M
15/05/2009		Adrianna Skrzypiec	31	F
13/05/2009		Kenneth Lush	47	M
03/05/2009		Billy Harrison	21	M
03/05/2009		Gareth Rhys-Evans	37	M
29/04/2009		Stuart Robst	34	M
22/04/2009		Martin Tilley	50	M
16/04/2009		Paul Webb	42	M
15/04/2009 11/04/2009		Nick Moore Brandon Lee Wells	43 9	M M
09/04/2009		Rebecca Goosen	29	F
08/04/2009		Meryem Ozekman	37	F
06/04/2009		Laurence Pither	72	M
01/04/2009		Jim Fleming	47	M
24/03/2009		Jacob Joseph	39	M
14/03/2009		Peter Roberts	60	M
04/03/2009		Thomas McKay	46	M
24/02/2009		John Hudson	40	M
17/02/2009		Kate Auchterlonie	28	F
11/02/2009		George Canterbury	85	M
05/02/2009		Eilidh Cairns	30	F
21/01/2009		John Cole	62	M
14/01/2009		Alan Peek	59	M
06/01/2009		Pierre Foulkes	58	M
Cyclists killed in 2009:		67
Date	Time	Victim	Age	Gender
24/12/2008		Natalie Lee	24	F
24/12/2008		Malcolm Boswell	66	M
22/12/2008		Gary Livingstone	42	M
15/12/2008	06:30	Paul Conley	39	M
20/11/2008		Patrick O'Hara	43	M
19/11/2008		David Grundy	70	M
16/11/2008		Murray Fleming	25	M
15/11/2008		Brian Taylor	29	M
12/11/2008		Graham Peachey	45	M
01/11/2008		Mark Robinson	32	M
25/10/2008		Katarzyna Bielenda	32	F
22/10/2008		Paul Williamson	42	M
16/10/2008		Greg Dear	27	M
09/10/2008		Xuan Wei	22	F
02/10/2008		Graham Lees	48	M
02/10/2008		Stuart Holdsworth	64	M
26/09/2008		Anthony Hetherington	49	M
24/09/2008		Wan-Chen McGuiness	31	F
19/09/2008		Natalie Claire Collins	26	F
18/09/2008		Graham Thwaites	51	M
18/09/2008		Nick Wright	41	M
08/09/2008		Lisa Pontecorvo	64	F
01/09/2008		Sharon Corless	42	F
30/08/2008		Elspeth  Kelman	59	F
27/08/2008		Peter Taylor	58	M
20/08/2008		Derek Witt	60	M
15/08/2008		Michael Leech	44	M
09/08/2008		David McCall	46	M
03/08/2008		David William Archer	52	M
29/07/2008		Lee Thompson Walker	10	M
16/07/2008		Ian Pendlebury	50	M
15/07/2008		Augusto Isava	17	M
15/07/2008		Paul Hendrich	36	M
08/07/2008		Mark Hollister	37	M
06/07/2008		David Rendell	23	M
06/07/2008		Jim Loveridge	71	M
01/07/2008		Svetlana Stoiko	45	F
23/06/2008		Lucinda Ferrier	32	F
20/06/2008 13/06/2008	19:15	Norman Fay Daniel Andrews	72 16	M M
04/06/2008		Marie Vesco	19	F
27/05/2008		Daniel Mullen	31	M
27/05/2008	23:00	Daniel Scott-Mullen	31	M
26/05/2008		Lee Alan Jones	34	M
12/05/2008		Claire Blarmire	24	F
11/05/2008		John Keith Whitaker	67	M
08/05/2008		Ruby Milnes	17	F
29/04/2008		Iain Wilson	35	M
21/04/2008		Antony Smith	37	M
11/03/2008		Nick Walker	16	M
04/03/2008		Marcin Marcinkowski	23	M
27/02/2008		Mark Fox	34	M
18/02/2008		Jeremy Beavan	44	M
01/02/2008		John Meyer	59	M
25/01/2008		Louis Fussell	82	M
15/01/2008		Jason MacIntyre	34	M
14/01/2008		Emanuel Daniel Harja	30	M
10/01/2008		Frederick Roberts	85	M
07/01/2008		Denise Margiotta	54	F
07/01/2008		Elaine Mary Mills	46	F
Cyclists killed in 2008:		60
Date	Time	Victim	Age	Gender
06/12/2007		Kate Charles	41	F
26/11/2007		Glenn Syder	49	M
04/11/2007		Vinnie Carta	21	M
30/10/2007		Keith Harmer	49	M
28/10/2007		Abigail Haythorne	17	F
25/10/2007		Ivan Feduyk	53	M
23/10/2007		Gorden Kay	34	M
06/10/2007		Christine Jones	47	F
17/09/2007		?	?	M
12/09/2007		Aydan Roebuck-Wilson	14	M
10/09/2007		Christopher Maclure	21	M
01/09/2007		?	16	M
14/08/2007		Shaun Edwards	16	M
18/07/2007		Anthony Spink	41	M
16/06/2007		Lennard Woods	53	M
23/05/2007		Leonard Pounder	59	M
19/05/2007		Christopher Johnson-Newell	55	M
04/05/2007		James Danson-Hatcher	23	M
04/05/2007		Ninian Donald	33	M
18/04/2007		Timothy Kane	35	M
08/04/2007		Stephen Granger	59	M
05/04/2007		Stephen Ferguson	38	M
01/04/2007		Tsk Fok	22	M
26/03/2007		Samantha Castledine	6	F
09/03/2007		Madeline Wright	26	F
09/03/2007		Rosie Wright	26	F
01/03/2007		Amelia Zollner	24	F
07/02/2007	07:00	Jordan Wickington	19	M
05/02/2007		Arthur Richard Alexander	59	M
14/01/2007		Mel Vasey	53	M
Cyclists killed in 2007:		30
Date	Time	Victim	Age	Gender
15/12/2006		Lee Anthony White	35	M
01/12/2006	09:10	Emma Foa	56	M
17/10/2006		Victoria Buchanan	28	F
10/10/2006		Matthew Billy Shaw Reger	10	M
03/10/2006 18/09/2006		Charlotte Morse Brixton Brady	27 41	F F
05/09/2006		Darren Hughes	28	M
07/08/2006		Wendy Gay	42	F
08/07/2006		Andrew Rawling	38	M
06/07/2006		Michael Wright	65	M
29/06/2006		Thomas Gregory	87	M
25/06/2006		Mark Gerrish	33	M
15/06/2006		Ryan Marshall	9	M
26/04/2006		Naqibullah Aman	25	M
22/04/2006		Ben Philip Hampton	12	M
18/02/2006		Joseph Corner	77	M
02/02/2006		Patricia McMillan	32	M
08/01/2006	10:00	David Horrocks	55	M
08/01/2006	10:00	Maurice Broadbent	61	M
08/01/2006	10:00	Thomas Harland	14	M
08/01/2006	10:00	Wayne Wilkes	42	M
Cyclists killed in 2006:		21
Date	Time	Victim	Age	Gender
29/12/2005		James Berry	13	M
18/11/2005		Harriet Tory	37	F
01/09/2005		Adrian Allen	38	M
01/09/2005		Lee Hornby	34	M
19/07/2005		Andrew Ault	37	M
11/03/2005		Thomas Sippel-Dau,	54	M
24/01/2005		Philip Bentley	33	M
Cyclists killed in 2005:		7
Date	Time	Victim	Age	Gender
08/11/2004		John Morris	58	M
01/11/2004		Laura Hulbert	25	F
01/10/2004		David Kerslake	44	M
23/09/2004		Mark Read	30	M
01/06/2004		David Cameron	7	M
26/05/2004		Emilie Harris	20	F
1 height=0/05/2004		Vicki McCreery	37	F
01/04/2004		Ann Leung	36	F
01/03/2004		Tobias Hookem	14	M
23/02/2004		Sebastian Lukomski	27	M
Cyclists killed in 2004:		10
Date	Time	Victim	Age	Gender
07/11/2003		Philip Bradley	20	M
30/08/2003		Carla Mary Louise Garbutt	17	F
15/07/2003		James Foster	36	M
01/07/2003		Sam Beasley	14	M
11/01/2003		Michael Little	24	M
Cyclists killed in 2003:		5
Date	Time	Victim	Age	Gender
10/10/2002		Anthony Wakelin	15	M
Cyclists killed in 2002:		1
Date	Time	Victim	Age	Gender
30/03/2001		Paul Vacher	15	M
Cyclists killed in 2001:		1
Date	Time	Victim	Age	Gender
30/07/2000		Barry Cawley	37	M
26/07/2000		Christopher Wheeler	34	M
01/06/2000		Alex Jane McVitty	26	F
Cyclists killed in 2000:		3

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