I wrote a piece last month about the appropriate long-term response to people breaking the law while cycling – in short, it’s to fix the street they’re cycling on, so they’re not breaking the law anymore.
For instance – if people are cycling ‘the wrong way’ on a one-way street, well, the correct response is to make sure that two-way cycling is appropriately designed for on that street. If traffic is low enough, then that might amount to nothing more than just allowing it with a simple exemption. If there’s more traffic, then the solution will probably involve some engineering – or removal, or displacement, of that traffic – to make two-way cycling safe.
I also mentioned that – if there’s a problem with red light jumping – a proper long-term response is to look at how these signals are designed, and to assess whether they are even necessary.
Let me give a concrete example. In April this year, I made a short trip in the city of Utrecht.
This was a distance of just over a mile, right through the centre of the city. On a heavy Dutch bike, it took me about five and a half minutes, in total – including any stops. That’s a very respectable overall average speed of 11 mph, given that I was stationary for 40 seconds at one signal.
The reason I was able to make such good progress is because, as we’ll see in the video, I only had to make that one stop. There was just one traffic light I had to deal with on this journey. The rest of it didn’t involve any stopping or waiting at all, mainly because there aren’t any other traffic signals on this trip.
With so few traffic lights – guess what! – there isn’t very much red light jumping by people cycling. Misbehaviour just evaporates when the street conditions are adapted to favour walking and cycling.
By complete contrast, the very next day, I arrived back in London, getting a train into Liverpool Street from the ferry terminal. Here’s the journey I made by bike, to Victoria –
This trip was just three and a half miles – only about three times as long as my Utrecht trip – but it included 32 traffic signals. That’s a signal roughly every 175 metres, and I estimate that I had to stop at roughly half of them.
It was hugely frustrating, coming, as I did, straight off the ferry from a country where traffic signals are much, much rarer in urban areas. Even where they do exist in the Netherlands, they will almost always exempt cycling from right turns (the equivalent of our left turn).
So it is possible to deal with red light jumping, not by clamping down on it, but by creating conditions where people cycling simply don’t have to deal with lights at all.