Imagine a street that carries 14,000 cyclists a day, on the street itself. That equates to around 1,500 people cycling along the street per hour, or 25 every minute.
Imagine driving down that street. Surely a nightmare for any self-respecting driver who wants to make progress. A miserable experience. You’d never be able to overtake, what with all the cyclists trundling in front of you, often two or three abreast, taking up the whole road.
Well… no. Actually overtaking in a car on this street is pretty easy.
How on earth can it be easy to overtake when there are so many bloody cyclists in the middle of the road?
The answer is quite simple – the reason drivers can overtake easily is because there aren’t many other drivers using this street.
Take a look at the photographs again. There isn’t oncoming motor traffic to prevent an overtake. There’s also limited on-street parking (just one set of bays, on one side of the road, in designed bays) meaning the road itself is not obstructed by parked vehicles.
Quite clearly it is other motor vehicles – both moving and stationary – that makes overtaking difficult, because a vast amount of cyclists ‘clogging’ a road doesn’t necessarily represent an impediment to motoring progress.
To compare with a British example – struggling to overtake a cyclist heading away from the camera here?
That’ll be because of the large amount of oncoming motor traffic, preventing you from moving out into the opposing lane, and the amount of parking on both sides of the street, greatly reducing the available width of what is, in reality, a very wide road.
Really, how could it be otherwise? How can a human being two feet wide, on a road that is 35 feet wide, …
In reality, hell is other drivers – not other people people cycling.
“…if a ball were to roll onto a road, a human might expect that a child could follow. Artificial intelligence cannot yet provide that level of inferential thinking.”
This quotation from 2012 has already been overtaken by the extraordinary progress in the development of self-driving cars. But programming a self-driving car to anticipate a child following a ball is the easy part of the problem. 1 The tricky bit is programming the car’s response. … read more
De Fietsersbond reikt in het kader van de Fietsstadverkiezing twee extra prijzen uit. Deze prijzen zijn respectievelijk voor de best samenwerkende regio en de gemeente met de beste cijfermatige onderbouwing van haar fietsparkeerbeleid.
De overheid moet stimuleren dat er snel een goede speedpedelec helm komt. Een motie van die strekking is aangenomen in de Tweede Kamer.
Last year I wrote about the stalled attempts to improve Bank junction in the City of London. The problem appears to be the time it is taking the City to model the effects of potential changes to the junction – in fact, the City are developing a new model from scratch, which is taking eighteen months, meaning results won’t even be in until Spring 2016.
Our next task will be to build a computer traffic model to assess what is likely to happen if traffic is prevented from crossing the junction for example in certain directions or times of day. Information from pedestrian and cycling movements will also help to develop solutions. This is likely to be a big piece of work and will take some time to complete but it is very important to have credible options for alterations to the junction. We hope to have this work completed by early 2016.
As I wrote then, this is a very time-consuming and expensive way of finding out something that could be established by trial arrangements, on the street itself; this could involve closing or restricting some of the streets in the area to motor traffic. Such a trial could be temporary, meaning that if genuine chaos did ensue, then the layout could be reverted back to normal very quickly, with alternative arrangements tried at a later date. The results of such a trial – given that they correspond to the real world – would also be much more accurate than those provided a model, even a very expensive one.
Of course tragedy struck at this junction last month, with the death of Ying Tao. If action had been taken more quickly to try out arrangements to improve Bank, rather than waiting years to develop and test a model, then improvements could already have been in place by now.
In a similar vein, in their response to the consultation on Quietway 2 in London, Transport for London rejected closing parts of the Quietway as a through-route to motor traffic, for the following reason –
Some respondents to the consultation felt that closing Calthorpe Street and/or Margery Street to general traffic would be a more appropriate intervention. The changes proposed at this junction are due to be delivered this year, in line with the opening of the new Quietway route. These suggestions would have a wider impact of LB Camden and LB Islington’s road network and would require much further investigation. It is considered this would not be deliverable within the timescale, as investigation would be needed of the impact on adjacent streets.
Such a measure would apparently require ‘much further investigation’, because of the impacts on the surrounding road network.
As it happens, I was passing along this very road – Calthorpe Street – earlier this week, and was amazed to discover that it was actually filtered, in the way respondents to the consultation had been calling for.
Well, not in exactly the same way – people cycling were bumping up onto the footway to get around the closure. But the effect is the same. What look like some water main repairs have seen the total closure of this street to motor traffic.
Was there carnage on the surrounding streets? Total gridlock? I didn’t come across any, at least nothing out of the ordinary for London. At the very least a simple trial closure like this could be implemented for, say, six weeks to genuinely investigate whether such a closure would cause gridlock elsewhere. It would also give residents (who, by the way, are in favour of such a closure on this street) a chance to experience the benefits in terms of quieter and safer streets for a short period, buying-in support for a permanent closure.
What seems to be at play here, both at Bank and with TfL’s response to closure requests, is what Rachel Aldred has recently called
The terrifying spectre of delays to motor traffic
Fear of holding up drivers, even for a few more minutes, seems to be crippling, to such an extent that rather than just trying out closures we will spend years developing models, or carrying out ‘much further investigation’, to establish what we could find out quickly and easily by on-the-ground trials.
To be fair, some local authorities are much bolder, and are keen and willing to experiment with reducing routes and capacity for motor traffic. Last year Camden coned off a lane on the entry to Royal College Street, just to see what happened.
That means there’s a whole lane’s worth of space that can be (and is now) being re-allocated to cycle provision on St Pancras road, in the form of a stepped cycle track.
And this week Camden announced plans to trial reallocating an entire vehicle lane along the Tavistock Place route to a westbound cycle lane, restricting this road to one-way for motor traffic, in opposing directions (which should mean a large reduction in through motor traffic too). The existing two-way track, grossly over-capacity, will become a one-way track. More about this in a future post.
Waltham Forest are also keen to experiment; their bold mini-Holland scheme of closures to through traffic is now becoming permanent.
And in Leicester – were the Cycling Embassy spent last weekend for their AGM – the council is apparently keen to trial lane closures in advance of building cycling infrastructure. This cycle track on Newarke Street, built on a vehicle lane, was preceded by a coning off of the lane in question, to examine the effects on motor traffic.
And a similar ‘coning off’ was recently performed by Leicester City Council on the nearby Welford Road – a lane was deliberately taken away to see what happened.
Finally, CycleGaz spotted another recent temporary trial arrangement on Norbury Avenue – this one for three months.
Road closed to cars on Norbury Avenue to prevent it being used as a rat run. pic.twitter.com/yVDis5knli
— CycleGaz™ (@cyclegaz) July 1, 2015
These kind of trials don’t really require that much boldness; they’re cheap, quick to install, and can be reversed at the end of the trial if they prove to be unpopular, or if genuine gridlock does actually result.
Why can’t other councils and transport authorities break out of their paralysing fear of effects on motor traffic, and emulate what Camden, Leicester, Waltham Forest, Croydon and other councils are willing to try out?
All credit, to Jason Patient, many thanks
We just got a new member: the consulting company KJÆRGAARD ADVICE. Contact: Erik Kjærgaard at firstname.lastname@example.org
Amsterdam testte een grondmarkering en een markeringszuil bij de te weinig gebruikte fietsenstalling onder de openbare bibliotheek. Het helpt wellicht een beetje.
How have Danish city planners managed to convince politicians to spend money on bicycle infrastructure? The answer partly lies in the way the Danes do economic analyses. After all, calculations and numbers are the politicians’ best friend. By Christian Tang Jensen, The Danish Cyclists’ Federation Advanced analyses including more parameters The high bicycle mode share […]
The post Making politicians invest in bicycle infrastructure appeared first on Cycling Embassy of Denmark.
De provincie Groningen gaat een proef uitvoeren met reflecterende stroken op de fietsroute tussen Hoogezand en Groningen.
Wil je weten hoe je rondom de start van de Tour de France in Utrecht het snelst naar het parcours komt? Of wil je de Tour juist ontwijken? Een speciale Tourrouteplanner van de Fietsersbond, Le Tour Utrecht en Conclusion toont de beste route.
De Willem II Passage vormt straks een belangrijke route voor fietsers en voetgangers tussen de binnenstad van Tilburg en de wijken ten noorden van het spoor. In de passage kan straks veel met licht. Het licht kan bijvoorbeeld reageren op de gebruikers. Maar wat ervaren gebruikers als prettig of juist onprettig? Om antwoord te krijgen op deze vragen heeft de gemeente een 3D testmodel laten maken.