Fietsers noemen het één van de grootste ergernissen: wachten voor een rood verkeerslicht. Onderzoek van DTV Consultants in opdracht van CROW-Fietsberaad wijst uit dat er het nodige te winnen valt door de opstelruimte bij verkeerslichten aan te passen en de groentijden beter af te stemmen op de aantallen fietsers.
And with one final push I’ve sent another issue of the magazine to print! When the print copes come back, I will do my best to dispatch them take them as soon as possible. It is a busy time for printers (they tell me) so it will be around Friday the 4th of November when I actually get them off to subscribers. Digital readers can expect to see it a little earlier!
Meantime, here’s a preview of what’s included:-
Full-length reviews of Tern’s Verge Tour folder; Performer’s Saki, a highracer recumbent bike and AZUB’s full-suspension trike, the Ti-FLY. We’re also testing the Radical Design Cyclone trailer for Brompton that doubles as a flight-case, portable pumps and low power 1.5W dynamo lights. A set of reports from the late-season shows come from Eurobike and The Cycle Show and we’ve summarised the year’s crop of new world records in human power too. We also bring a readers’ bike report on the bike with no chain I mentioned last issue and much more – news, events, book reviews and letters too!
I am sorry the October issue has become a November one, on the other hand, I am delighted it’s only a fortnight late … there are worse things to worry about, sorry, it’s true
Teaser images:Tern Verge Tour.
Sinds 2005 is het fietsgebruik toegenomen met bijna 11 procent. Een deel van het toegenomen fietsgebruik komt voor rekening van de e-fiets, die behalve door ouderen ook steeds vaker wordt gebruikt door volwassenen jonger dan 65 jaar.
Een bord dat aangeeft waar fietsen van foutparkeerders zullen worden weggeknipt door de gemeente, ontneemt fietsers het excuus dat men onbekend was met de maatregel.
Bij elkaar opgeteld is er 833 miljoen nodig om de plannen voor snelle regionale routes in heel Nederland gerealiseerd te krijgen. Maar op dit moment is daarvan maar een derde, 260 miljoen, gedekt. Dat blijkt uit het eindrapport van de ploeg snelle regionale routes van Tour de Force dat werd gepresenteerd tijdens het symposium op 13 oktober in Arnhem.
De TU Delft heeft het eerste draadloze laadstation op zonne-energie voor elektrische fietsen ontwikkeld.
In the wake of the Daily Mail publishing a series of photographs of cycleways with nobody using them at the moment the photograph was taken, and asserting that those cycleways are therefore ‘lunacy’ (apparently in the belief that doing so is any more meaningful than publishing a photograph of an empty road or footway and making conclusions about lunacy) the Guardian’s Dave Hill has evidently decided to join in the fun, publishing his own photograph of an empty cycle lane above an article that applies a thin veneer of earnest, chin-stroking consideration to precisely the same tabloid arguments.
This is at the same level of intellectual endeavour as publishing a photograph of an empty bus lane on the same road, before making questioning noises about how much bus lanes are being used, and whether the new mayor ought to consider using all that valuable road space for other modes of transport.
Newsflash – a photograph of an empty bit of infrastructure is absolutely meaningless, and it remains meaningless if you attempt to garnish it – as Dave Hill does – with some anecdotes about how you hardly ever see anyone using that bit of infrastructure.
You might wonder at this point why any journalist who takes himself seriously is so eager to recycle the arguments of the Daily Mail.
Of course what actually matters is numbers and efficiency, and unfortunately for Dave Hill, all the evidence is pointing in the opposite direction. In his article he is happy to quote Transport for London’s Director of Road Space Management, Alan Bristow, when he commented that the speed of implementation of the latest superhighways was ‘suboptimal’, during the latest London Assembly Transport Committee session on congestion. But if Hill had listened to the session from the start, he would have heard Bristow saying this –
‘we are committed to sustainable transport, and walking and cycling are one of the key parts of the mix that any city must have, for moving people around. And it’s actually a very efficient way of moving people. We’re seeing a lot of activity on the cycle superhighways, and we’re getting about 3,000 people an hour in the peaks, moving along the Embankment. We’re moving five percent more people.’
Get that? Bristow is quite explicitly stating that, even at current usage levels, the superhighways have made roads like the Embankment more efficient than they were before at moving people. This is hardly surprising – 3,000 people per hour in the equivalent of a single motor vehicle lane far exceeds the ability of such a lane to carry people in private motor vehicles.
So when it comes to ‘the matter of how much they are being used’, as Hill phrases it – well, let’s put it like this. If you think cycling infrastructure is a bad idea because the numbers of users fall away, outside of peak times, you are effectively arguing that roads should be made less efficient at times when that efficiency is most needed. No amount of anecdotes about how few people cycling you see outside peak times will change that blunt reality.
None of this should be surprising given Hill’s eagerness to distribute a discredited statistic about how much road space has been reallocated to cycling in London. Nor should it be surprising that Hill’s article also covers, again, other familiar territory, claiming that the new Deputy Mayor for Transport Val Shawcross believes ‘cycling policy should not only be about servicing the existing (and rather narrow) commuter and otherwise committed cyclist demographic but properly recognising others’ interests too’ – interpreting this to mean a
pointer to a broad, consensual approach, seeking to harmonise and give equal weight to the needs of cyclists and pedestrians and to introducing new infrastructure with the greatest possible consent.
But unfortunately this is a misreading of what Shawcross actually said.
“I’m really keen the cycling work we do isn’t just about the commuter cyclists, it’s about the little short journeys, not necessarily for work. It might be mums, it might be the retired, so the local communities get the benefits of this.”
In other words, designing for cycling shouldn’t just be about commuting, it should be about designing for all other kinds of cycling trips – cycling trips by mothers, and by elderly people, for instance. When Shawcross refers to policy ‘not just being about commuter cyclists’ she is explicitly talking about making cycling itself more inclusive, and not about watering down cycling policy to create ‘equal weight with pedestrians’, a spin Hill has added himself. (Note – ‘equal weight’ with pedestrians would actually mean cycling infrastructure on every main road, lowering the level of danger people cycling have to safe to an equivalent level to those who choose to walk).
Hill has evidently leapt on the ‘commuting cyclist’ term without pausing to look at what Shawcross actually said, which is unsuprising given his evident obsession with a desire to paint cycling in London as dominated by white middle class, middle-aged men, speeding to work, a conclusion not borne out by actual statistics.
The problem for Hill is that the very best way to enable cycling beyond the allegedly narrow demographic he repeatedly refers to – to enable cycling by women, by kids, by the elderly – is to build precisely the kind of infrastructure his own articles keep denigrating. This is the conclusion of the London School of Hygiene and Tropical Medicine report he keeps tediously linking to –
In cities where cycling uptake is low, the challenge for healthy public policy is perhaps to de-couple cycling from the rather narrow range of healthy associations it currently has, and provide an infrastructure in which anyone can cycle, rather than just those whose social identities are commensurate with being ‘a cyclist’.
Building cycleways is the very best way of achieving inclusivity. Not building them limits cycling to the people who are only prepared to cycle in hostile conditions on the road network.
You might argue Hill’s position on cycling infrastructure is disingenuous. I couldn’t possibly comment.
Er vallen aanzienlijk meer verkeerslachtoffers dan uit officiële cijfers blijkt. Dat is de conclusie van een pilot in Friesland, waar slachtoffers die de Spoedeisende Hulpafdeling bezochten werden ondervraagd over de oorzaak van het letsel.
Bij een milieuvriendelijk vervoermiddel past een milieuvriendelijk fietspad, zo vinden sommige wegbeheerders. Vandaar dat innovatieve oplossingen worden bedacht om de milieubelasting van betonnen en asfalt wegdekken terug te dringen.
Queuing might be a word with a French origin, but the British have a reputation for it, particularly for doing it in an orderly fashion. But our passion for queuing is, perhaps surprisingly, a relatively recent development, arising out of industrialisation and poverty in the 19th century, and especially, rationing during World War II.
I have noticed that this ‘British’ approach to queuing is, sometimes, affecting behaviour on the new cycling infrastructure in London.
The most efficient behaviour while waiting at lights is, actually, to double up, even if this appears to involve ‘queue jumping’. It’s standard practice that you will see at any Dutch junction with separate cycling infrastructure.
Two neat rows of people, making the most efficient use of the space, and ensuring the maximum number of people get through the lights on green.
Generally, I do find exactly the same kind of behaviour at the lights on similar infrastructure in London – although maybe not quite as compact.
But there are exceptions. Very occasionally I will find a queue that isn’t ‘doubled’.
There’s a particularly good example in the @sw19cam video below, at the 5:05 mark, as he emerges out the other side from Blackfriars underpass, waiting at the lights to cross onto the Embankment.
Sensibly, he decides to go right to the front, in what might be seen by some as ‘skipping the queue’. I don’t think he is, at least not in this context. Everyone should be doing this, especially at this particular location, where there is a notably short green phase.
The question, then, is why do people queue in single file, when it hampers your (and others’) ability to get through a junction? My guess is it might be partly out of politeness; partly out of a belief that, by moving over the right, you might be making a bold statement that you are ‘faster’ than riders on your left; or even that you are ‘queue jumping’.
But ‘doubling up’ really is the best way of ensuring everyone makes it through the lights in one go. Sitting at the back of a single-file queue, and adding to it, just means that you and the people behind you have got less change of making it through the lights.
So don’t be afraid to double up! You’re not being rude, you’re not pretending you’re faster, and you’re not queue jumping. You’re just helping everyone. If you don’t feel you are fast enough, you can just merge back to the left, and let everyone past as the queue disperses through the junction.
Werknemers doen niet mee aan fietsstimuleringsprogramma’s omdat ze er door de werkgever toe worden aangezet met bijvoorbeeld financiële vergoedingen. Veel meer speelt de mate van controle die de fietser ervaart door te gaan fietsen.
Een smartphone-app in combinatie met een slimme fietsbel waarschuwt fietsers voor gevaarlijke locaties. SAP Nederland lanceert samen met verzekeraar Interpolis het Safe2Bike-project.
Below is a letter sent by road danger reduction, pedestrians”, cyclists’ and road crash victims’ groups including RDRF to the Government. It seems to us obvious that in a planned consultation on driving offences the role of driving bans should be key. It’s explained in our letter below:
Justice Minister Sam Gyimah
Parliamentary Under-Secretary of State for Justice
Ministry of Justice
102 Petty France
6 October 2016
We welcomed your announcement last month that the consultation on driving offences will finally commence by the end of this year. And we were reassured to hear from Cycling UK, following their recent meeting with the MoJ, that the consultation will include a review of how careless driving is defined and the boundaries with dangerous driving. But we were disappointed to learn that the role of driving bans is not to be a key issue.
As organisations representing victims, cyclists and walkers, and sustainable transport organisations, we are concerned that the consultation will miss a key chance to make our roads safer.
We write now to request the consultation be extended to include the role of driving bans, and other non-custodial sentences, such as vehicle confiscation.
Driving bans are extremely underused and remain classified as an “ancillary penalty” by the Sentencing Guidelines. They are basically only being used where the Sentencing Guidelines say they are mandatory. But even in these circumstances they are not always used, with one in four drivers convicted of Causing Death by Careless Driving escaping a driving ban.
We support the proposal that drivers caught using their mobile phones a second time will receive a ban, as less than 1% of those convicted at court in 2015 for using their mobile phone whilst driving received a ban. We believe there is strong support for the use of driving bans with the public, as it is a punishment which “fits the crime”.
At the last meeting of DfT’s Justice for Vulnerable Road Users working group (and after the full review of driving offences had been announced in May 2014), Neil Stevenson raised the possibility of a meeting with the campaigners to explain how sentencing was changing. As sentencing has evolved since then, this meeting is even more needed. We ask that you meet with us, ideally before the consultation is launched, to discuss sentencing, including the use of driving bans.
Martin Key, Campaign Manager, British Cycling
Duncan Dollimore, Senior Road Safety and Legal Campaigner, Cycling UK
Tom Bogdanowicz, Senior Policy and Development Officer, London Cycling Campaign
Tom Platt, Head of Policy and Communication, Living Streets
Dr. Robert Davis, Chair, Road Danger Reduction Forum
Rod King, Founder and Director, 20’s Plenty for Us
Amy Aeron-Thomas, Advocacy and Justice Manager, RoadPeace