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2015 York Rally, 20-21st June, to feature Pedal Power Invention Convention!

Velo Vision - 24 January, 2015 - 19:08
Channeling the spirit of the much missed Cyclefests, the Convention is for any out-of-the-ordinary bike or cycle creation. This could be the UK's greatest ever gathering of cycle creativity...
Categories: News

Cycle Super Highways generate more cyclists

Cycling Embassy of Denmark - 23 January, 2015 - 10:08
Denmark’s second Cycle Super Highway has made 52 % more commuters choose the bike over the car says new report. The object of the Cycle Super Highways is to get more people to jump on their bike by offering a flexible, comfortable and safe alternative to the car. And according to the new report by […]
Categories: News

Do you have a problem with ‘fast’ cyclists, or with bad design?

As Easy As Riding A Bike - 23 January, 2015 - 09:57

Fast cyclists, eh.

Whizzing around; speeding through; belting around corners; appearing out of nowhere; tearing along.

At twenty miles an hour, even. Sometimes.

Twenty miles an hour.

Hang on. Twenty miles an hour? Twenty miles an hour? Isn’t that the kind of speed society conventionally considers to be quite slow, at least when it comes to motor vehicles? Witness the frothing that presents itself any time a borough, town or city wants to lower a speed limit from 30mph to 20mph.

30mph is seen (rightly or wrongly) as a reasonable, normal urban speed; yet this is the kind of speed that ‘cyclists’ – even the fittest and most powerful – will struggle to attain under normal circumstances. Equally, 20mph for motor vehicles is seen as an acceptably slow speed, yet 20mph on the flat requires serious effort from someone cycling.

So is there really such a thing as a ‘fast cyclist’? How can it be the case that cyclists are considered ‘fast’, when they will almost always be travelling through areas dominated by motor vehicles travelling within the speed limit, yet at greater speed? (Sometimes much greater). What’s going on? Does it even make sense to refer to cyclists as ‘fast’ in this context? If cycling on the road at well under 20mph isn’t ‘too fast’, why should it be ‘too fast’ on cycle-specific infrastructure?

One of the most recent examples of the employment of ‘fast cyclists’ was in this press release from Sustrans about a new bridge in Bristol.

The project will coincide with the first installation of new lighting technology which is used in Copenhagen to encourage faster cyclists to slow their pace. The “green wave” lights will coordinate with the signals at the crossroads on Coronation Road so that cyclists flow more smoothly through the junction.

It turns out that the purpose of the lights is really just to pace people to the traffic signals (at what speed, it is not stated) rather than, specifically, to slow down ‘faster cyclists’ – so this is a poorly-phrased paragraph (and misleading about the purpose of this lighting in Copenhagen). But it fits with a general atmosphere in Britain of blaming people for cycling ‘too fast’ for a situation, attempting to slow them down, without any apparent assessment of why it makes objective sense, in urban areas, to slow down anyone cycling to a speed far below 20mph, when 20mph is the minimum speed limit for motor traffic.

What is really the issue is not speed; it’s poor design. It’s paths that are too narrow to safely accommodate pedestrians and cyclists, in the numbers that are using them. Witness the attempts to get people to ‘behave’ on the Bristol-Bath railway path – ‘anti-social’ issues that simply would not arise if the path was wide enough, and had a separate footway.

It’s poor sightlines, and pinch points, and sharp corners, that bring people into conflict, and necessitate the use of awful barriers and chicanes in an attempt to get people to moderate their speed.

A sadly all-too-typical example.

Rather than designing paths to accommodate a range of cycling speeds, paths in Britain are, sadly, often designed for walking speed, and then impediments and obstacles are put in people’s way once it turns out that the natural cycling speed of most people is much higher, and consequently problematic.

It’s awful, and it’s still happening. As I type this, a brand-new walking and cycling bridge is being installed over the A24, the bypass around Horsham. It will have TWO sets of slalom zig-zag gates on the ramp.

I am not going to enjoy cycling on this ramp.

Why is this? Simply because the bridge has not been designed properly; designed to accommodate people’s natural cycling speed. It will have a ridiculously tight, Alpe d-Huez series of mini hairpin bends at the bottom of the ramp.

Horsham has gained some hairpin bends. But not the exciting kind.

This ramp has come ready-made with obstacles attached to it, to slow people down, all because it has not been designed to accommodate normal cycling speeds in the first place. It’s as simple as that.

The vast majority of the people cycling in the Netherlands will not be getting near speeds of 20mph for everyday cycling. However, a minority will be (and may exceed that speed), and the infrastructure is designed in such a way as to accommodate those higher speeds, and to mitigate potential problems. I’ve set out in a previous post how this works; designing for the bicycle as a vehicle capable of speed.

More broadly, this is the kind of design that is good for cycling regardless of the speed at which people are travelling. The corners will be smooth, with sufficiently large radii, to make turns a pleasure, rather than an inconvenience. And conflict will be avoided, even at higher speeds.

Fast cycling down this ramp won’t be a problem, because there’s a footway, and the path is wide and open enough to make fast cycling safe.

It makes cycling a pleasurable experience; there aren’t obstacles in your way, corners are not sharp, and momentum is not lost. Journeys are smooth and easy, be they on the flat, uphill, or downhill.

By contrast, cycling in Britain  appears to continue being accommodated within pedestrian-specific infrastructure, and is then hobbled to reduce the speed of people cycling to walking speeds.

The problem, therefore, is not with ‘fast cyclists’, but with completely inadequate design.

Categories: Views

VNG vraagt om maximumsnelheid op fietspad

Fietsberaad - 23 January, 2015 - 00:00

De VNG wil dat er een maximumsnelheid van 25 km per uur komt op fietspaden. Daarmee volgt ze een eerder uitgebracht advies van CROW-Fietsberaad. De lokale wegbeheerders adviseren deze maximumsnelheid voor (brom)fietspaden via landelijke wetgeving in te voeren.


Categories: News

Fietsbel in de auto

Fietsberaad - 21 January, 2015 - 10:35

Autofabrikant Jaguar komt met een systeem dat automobilisten met een belsignaal in de auto waarschuwt voor fietsers die te dichtbij komen.

Categories: News

Never mind "cyclists stay back", what about "drivers, watch for cyclists"?

ibikelondon - 21 January, 2015 - 06:30

They're big, they're yellow, they're angry and they're everywhere.  "Cyclists! Stay back!" they shout, and they seem to be stuck on the back (or even the side) of just about every working vehicle in London.

The ubiquitous yellow safety stickers first appeared on lorries as a warning to cyclists that they had massive blind spots, and slipping down their sides was a potentially fatal thing to do. But when Transport for London began requiring every contracted vehicle to also sport the stickers, they began to appear on vehicles ranging from-mini buses to ordinary cars; vehicles which are hampered not by blind spots but by the driver's failure to look.  Peter Walker of the Guardian explains very well just why these stickers seem particularly impertinent to cyclists.

There was uproar last summer as the yellow menace spread, and Transport for London agreed to begin replacing the stickers with more gently worded warnings to "avoid passing this vehicle on the inside".  But I can only assume the replacement stickers are lost in the post somewhere as just last night I saw what looked to be brand new "stay back" stickers on the rear window of two different taxis.

Popular cycling website Road.cc turned their hand to sticker making and came up with these "Cyclists! Stay Awesome!" stickers, and I can appreciate the humour: too often it seems that signs shouting at people on bikes lurk around every corner.  Cyclists! Stay Back! Cyclists! Dismount! Cyclists! Stop at red! Cyclists! Proceed directly to jail, do not pass go, do not collect £200!

So I was really happy to see the below sign on the exit gates of the Crossrail station construction site at Bond Street, which is busy with lorries day in and day out.  The message is bold, the message is simple, the message makes sense: "Drivers! Watch for cyclists!"

Maybe I bear a two-wheeled bias, but I'd like to see a lot more of these around town.  In fact, I have a proposal to make: I'll agree to anyone slapping a "Cyclists! Stay back!" marker on the back of their vehicle so long as they also agree to stick "Driver! Watch for cyclists!" on their steering wheel.  Seems like a fair deal to me, don't you think?

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Categories: Views

Taking responsibility for social safety

As Easy As Riding A Bike - 20 January, 2015 - 13:06

Labour’s Shadow Transport Secretary, Michael Dugher, gave an interview with the Mirror in December, which attracted a fair bit of attention, principally because it resembles a transparent attempt to court the ‘motorist vote’ (whatever that may be) – presenting Labour as being on the side of ‘the motorist’. It included all the usual antique soundbites – ‘cash cows’, ‘war on the motorist’, and so on – as well as the miserably unambitious suggestion

If car drivers switched just one car journey a month

Switched not to walking or cycling, but to buses or coaches. Walking and cycling were entirely absent in this interview, as Caroline Russell pointed out in this excellent response piece.

But there was one detail in this piece that I confess I missed when it first appeared, and I’m grateful to Katja Leyendecker for pointing it out. Dugher argued -

When people demonise the motorist it’s ­offensive. Look at the huge increase in women drivers. That’s been a great thing. It’s about women’s independence and it’s about safety. Often women choose to drive when it’s dark because they feel safer.”

Now it is true that many women will opt for the car to make trips when it is dark, because they feel safer within a motor vehicle, than outside it. (Indeed, I suspect this is true for a number of men too).

But absent from this analysis is the role of government in designing, building, maintaining (and policing) environments in which people feel safe when they travel. The role of ministers like Michael Dugher. I don’t think it’s a ‘great thing’ that women who may not even want to drive are forced to do so because the streets on which they should be able to walk or cycle are socially unsafe. In fact I think that’s a pretty appalling thing.

To take an example, is it a surprise that many women might drive to and from Dorking railway station, when the pedestrian underpass beneath the A24 – connecting the station to the town – looks like this?

I wouldn’t go in there at night.

Is it a surprise that people might not want to cycle or walk through badly-designed underpasses like this one in Stevenage?

I’m sure there are countless examples across the towns and cities of Britain of walking and cycling routes like this – poorly-designed, barely used, not overlooked, and frankly scary. Not to mention the standard stingy walking paths between British housing developments, that almost seem an invitation to a mugging.

If people feel the need to drive because they don’t feel socially safe walking and cycling, that is a very bad thing, and certainly not something to be welcomed, especially by the people who should be responsible taking responsibility for addressing those issues. The social safety of the environments we walk and cycle in – how safe they feel to us is the responsibility of councils and government.

Social safety is recognised in the Netherlands as being an important element of whether or not people choose to walk or cycle, as this excellent post from David Hembrow explains.

For social safety:

  • You should always be able to see out of any tunnel as you enter it
  • Blind corners on paths are not acceptable
  • Cycle paths should be wide to allow cyclists to move out of the way of others
  • A low crime rate and a good conviction rate are needed. Cyclists should not feel that the police do not take their complaints seriously.
  • Cycle paths should be lit at night so that you can see potential muggers, obstacles on the path etc.
  • Areas that are clean, litter free, graffiti free, where grass is mowed and plants are not allowed to overhang the cycle path have a better feeling of social safety.

So the walking and cycling environment in the Netherlands is designed to feel safe. ‘Attractiveness’ – which covers social safety – is one of the five main elements considered in designing cycling infrastructure. That means that cycling infrastructure is built to a high standard, to ensure that wherever people are walking and cycling about, they feel safe, regardless of the context.

That means underpasses that are open and wide.

It also means that cycle routes should be well-lit, overlooked and (perhaps most importantly) good enough to be used in sufficiently high numbers.

If there are issues of social safety at night, enough to force people into driving cars for short trips, is that really something to be welcomed?

I’d like to think our Secretary of State for Transport would take action to address the root cause of the problem, not applaud people having to resort to a mode of transport that will often make absolutely no sense in urban areas, in order to ensure their own safety.

Categories: Views

Lower speed limits on the way in Denmark

Cycling Embassy of Denmark - 20 January, 2015 - 10:11
Lower speed limits mean less accidents and casualties. Still, Danish municipalities have struggled to lower speed limits to 30 and 40 km/h. But now it looks like the wind is changing. The Danish Parliament has changed their tune, and results from a pilot project support the case for lower speed limits.  Outdated regulations in the […]
Categories: News

Gebruik fietsenstallingen in Den Haag verdubbeld

Fietsberaad - 20 January, 2015 - 08:35

Het gebruik van de gratis fietsenstallingen in de binnenstad van Den Haag is het afgelopen jaar bijna verdubbeld in vergelijking met 2013. 


Categories: News

Cycle Viaduct in Utrecht Overvecht

BicycleDutch - 19 January, 2015 - 23:01
Yet again, two policy makers in the Netherlands seized the opportunity to show how much they care about people’s well-being, the environment and cycling. On Friday 7 November last, the … Continue reading →
Categories: Views

Will Camden deliver the UK's best urban planning scheme (with HUGE benefits for cyclists)? 48hrs to tell them to DO IT!

ibikelondon - 19 January, 2015 - 08:30
Back in June we explored Camden Council's exciting plans to improve the Tottenham Court Road area with their West End Project.  The plans for cyclists have been made better following the public consultation. Now it is time for Camden's Cabinet to make a decision on what is ostensibly the boldest urban realm scheme proposed by a local authority in Britain today.  But not everyone is happy about the scheme, which is why it is important we tell them to "Just do it!".

Tottenham Court Road will become a primarily pedestrian route, with safer and easier crossing of the road, 20mph speeds and bus priority.  Cycle-specific provision will be supplied on parallel Gower Street.

So, what are the plans? Some £26million pounds will be spent removing the one-way gyratory which currently ensures speeds are much too high on Tottenham Court Road and condemns Gower Street (which should be one of London's finest Regency-era streets) to exist only as a traffic sewer filled with three lanes of buses and speeding vehicles. The area is currently described as one of the worst in the borough for collisions, with 259 casualties in total in the last three years, of which 36% involved pedestrians and 27% involved cyclists. 

You can view the amended plans in full here.

Categories: Views

Kwaliteit fietspad meten met een app

Fietsberaad - 19 January, 2015 - 00:00

In Zweden is een app ontwikkeld waarmee de kwaliteit van het wegdek van fietspaden is te meten. Maar helemaal probleemloos werkt dat nog niet.

Categories: News

Cycling in Rotterdam 4 of 8

Pedestrianise London - 18 January, 2015 - 19:03

4. Salmoning (going the wrong way) appears to be a common & an accepted thing, especially on the uni-directional paths on wide boulevards.

— Paul James (@pauljames) November 4, 2014

It’s a little surprising when you suddenly come face to face with a bike coming the wrong way along the cycleway and you have to duck back into the stream of bikes hopefully without cutting anyone up.

It actually turns out to be less of a problem than you’d think, the single direction cycleways on the wide boulevards that make up the city are wide enough for easy passing. Salmoners mostly seem to be taking shortcuts in places where they’d otherwise have to cross the road twice rather than travel a short distance the wrong way on the wrong path.

I fully expect that these salmoners know what they are doing, it’s quite hard to accidentally end up going the wrong way. Junctions always push you in the correct direction by using curved versus square corners, a square corner is just hard to turn around and so your subconscious knows that it’s not a correct way to go. Even when you get to the end of a bi-directional path, the centre white lines and the curbing stop you from accidentally turning into a salmon.

Categories: Views

Why people advocating personal solutions to social problems annoys me

Vole O'Speed - 17 January, 2015 - 20:31
This post was triggered, as are many posts, by a Twitter exchange. This started because the City of London Twitter account announced:
We've teamed up with #taxis & .@CleanAirLondon to help #Londoners avoid air pollution bit.ly/1E7lxJZ .@TheLTDA pic.twitter.com/Mx4ATzvjOVThey were promoting an app where you can "choose from the user groups below to receive advice tailored for you on polluted days". So the Licensed Taxi Drivers Association was advising us on us how we can attempt to avoid the pollution that they are in large part responsible for. Great. A bit like Henry VIII advising his wives to steer clear of men with axes.

In reply to this, Schrödinger's Cat tweeted:
.@cityoflondon Is that advice simply "Leave London"? @CleanAirLondon @TheLTDANow the story gets more curious, because Clean Air London is a respected pressure group campaigning for air pollution to be cleaned up in London. They replied to my re-tweet of Schrödinger's tweet,
@VoleOSpeed You can reduce exposure without leaving London. @HealthyAirUK videoThey linked to this video, from Healthy Air, another anti-pollution campaign:

This over-long video presents essentially two contentious ideas. The first is that those cycling and walking receive less pollution than those in cars. This is contentious because, although the concentrations of some pollutants have been measured to be higher in cars than around the heads of those walking and cycling on the same roads, it does not take into account the rate of absorption due to exercise and respiration, nor the time spent exposed to the pollution. Now, there's nothing wrong with advising people to cycle or walk (except that such advice is likely to be ineffective until the environment is changed to make that behaviour easier), but let's not advance scientifically-shaky arguments for it.

The second contentious idea is that those walking and cycling can reduce their pollution exposure by chosing 'quieter routes'. This is problematic in many ways. For one thing, there's nothing in general to stop motorists from very sensibly heeding the same advice, and chosing the quieter routes to drive on themselves, so making those routes anything but quiet and tending to level-up air pollution everywhere (a process that the sat-nav devices are expediting). For another, the advice is impractical, whether we talk about walkers or cyclists. They need to go to where the things are that they need to get to, which tend to be on main roads. Also, the main roads usually are the direct, shorter routes, the socially safer ones, and the easiest routes to find and navigate without spending a lot of time in research.

An actual example: yesterday, I nededed to wheel my partner, who is in a wheelchair, from the National Hospital for Neurology and Neurosurgery, Queen Square, London WC1, to King's Cross Station. We had decided to create less pollution by walking and taking the tube than by taking a cab. We could have walked between those points on a slightly quieter and ldess polluted route than the one I chose, which was via Russell square, Tavistock Place and Euston Road, some of the most polluted roads in London, but in fact we needed to go via shopping streets as we needed also a bank, and we desired an eating-place as well. She, being low down in the chair, would have received the worst of the pollution.

In general if you try to navigate in any town avoiding the main roads, you soon find that you are taking much longer routes, you are taking complex, time-consuming detours (which might lead to you even absorbing more pollution as you are in lower levels for longer), you are probably going up and down more hills (which also may lead to more absorbtion), as main routes tend to be the flattest ones in hilly areas, and you require more planning to take in the facilities you actually need to get to.

The truth is that everybody has a limited amount of time. Main roads are the main roads because they go through. Minor roads don't, you get lots of kinks in your route trying to use them, or you find yourself trying to navigate obscure paths, through housing estates or other obstructions, and in places where the space is tight and infrastrucrture poor. Many back streets have narrow pavements in a bad state of repair or with strange gradients or changes of surface, or are full of street furniture obstructions that make them impossible to get a wheelchair along. I have tried to use, for example, Stephenson Way NW1, as an alternative to a section of Euston Road, and found it is quite impossible with a wheelchair, for these reasons. You can only have a reasonable level of confidence that you are going to encounter reasonable, pedestrain and disabled-friendly infrastructure, with good junctions, pedestrian signals, smooth surfaces, proper dropped kerbs, and enough space, by sticking to big roads, where the pollution is.

But what I really object to is not being told all this nonsense about 'quiet routes' in itself. I can put up with it if I am told it by institutionally hypocritical governmental organisations, or people who are part of the problem, like the Licensed Taxi Drivers' Association. What I really object to is being told it by organisations that claim to be there to campaign for better conditions: for actual solutions to the problem of pollution. Because, I don't understand why they are doing this. It's like they are undermining their own work. They are causing a distraction from the big, real social problem, that they are supposedly there to address, and its real, collective, structural, permanent solutions, by towing, or in any way supporting or publicising, this 'personal solution' line. It's just very convenient for the organisations on the 'other side', like the chronically conservative, anti-democratic mediaeval excrescence that is the Corporation of the City of London, or the polluters themselves, the taxis, that campaigners collaborate with this kind of thing.

It's parallel to the cycling case where, for so long, cycle campaigners have got wrapped up in the idea, and the systems, of trying to train people to cycle in motor-dominated conditions, as a personal solution to the big social problem, that, basically, cycling can't flourish unless it is given workable motor traffic-free space. This is a similar distraction, playing along with the 'solution' advocated by those who want to keep the environmental, infrastructural status quo. It absorbs so much energy that should be spent campaigning for the actual change in conditions that is needed.

In another area in which I am interested, the quality of the night sky and the issue of light pollution, it is like campaigners for darker skies telling people they should get dark skies by driving to dark places (producing more pollution on the way, of course), rather than by getting better, more appropriate lighting solutions in their communities, in the places, and at the times, at which they are genuinely required, and not elsewhere.

It's also like rape justice campaigners saying a part of the solution is for women to be more careful and not get drunk, or put themselves in risky situations ,or wear the 'wrong' clothes.

I am irritated by these people promoting personal solutions to social problems because they are wasting time and energy on these things, they are letting 'the authorities' and those otherwise in powerful positions 'off the hook', and in general, they are giving out patronising, unhelpful, poorly-thought-through advice to boot.

It's not a practical solution to try to avoid air pollution by cycling or walking on quiet routes. It's not a route to mass cycling to try to train everyone to ride on roads full of motor vehicles. It's not a solution to light pollution to tell anybody who wants to see the stars to drive to a place many miles away. It's not a solution to rape to advise women to avoid risky situations – which will – hey! lead to them avoiding quiet streets, which is where they are supposed to go to avoid the pollution, and not cycle, which seems to be regarded as an act of sexual provocation by many men, and avoid the places where they might be able to silently contemplate the stars.

For these personal 'solutions' to social problems just lead to a mass of patronising, contradictory advice and nonsense. They are not short-term solutions to 'tide us over' until the policies can be sorted out, they are part of the problem themselves; they form a part of the environment of ideas in which the real solutions are just put off. My take-home message: if something is wrong, campaign for the policies to fix it. Don't tell individuals to change their behaviour. Don't even start.

Categories: Views

Two out of four new bicycle bridges in Copenhagen

Cycling Embassy of Denmark - 17 January, 2015 - 13:23
Copenhagen’s cyclists took in a new cycle short cut this week as the City of Copenhagen officially opened two new bicycle bridges. The municipality greeted cyclists and pedestrians on their way to work with morning coffee and rolls to celebrate that Copenhagen’s cyclists now have two missing links less. The two bridges are part of […]
Categories: News

Is Copenhagen Finally up To Speed on 30km/h Zones?

Copenhagenize - 16 January, 2015 - 10:20
If Copenhagen was Paris or Barcelona, they would be doing this. Based on population density, this is where 30 km/h should be standard.
Yeah, so I woke up to some promising news this morning here in Copenhagen. For all the modern liveable city goodness in the Danish capital, we are in the Bronze Age regarding speed limits in cities.

It's been lonely being one of the only people broadcasting the need for 30 km/h zones in Danish cities. Discovering that modernisation may be on the way is fantastic. The first 30 km/h zone was implemented in 1983 in Buxtehude, Germany. Over 150 cities in Europe have made 30 km/h the default speed in urban areas.

It is shocking that most of densely-populated Copenhagen isn't already a 30 km/h zone.

Buxtehude, Germany. 1983.

In Denmark, the Ministry of Justice published a document back in 1985 with the sexy name Justitsministeriets cirkulære nr. 72 af 5. juli 1985 making it possible for municipalities to adjust local speed limits. If "speed is a major cause of accident or risk on the stretch in question".

While that sounds like a good thing, they stated that it had to be proven that a reduction in speed would make dangerous stretches safer. Proving it has been a difficult task and the proof had to be in the form of complicated mathematical calculations. Weird to require calculations in order to save human lives, reduce injuries and make cities nicer. The next challenge was convincing the police to allow it. As we've written about before, the Danish police have bizarre powers and veto rights regarding traffic and they are not obliged to provide proof to support their veto.

The police in Copenhagen wouldn't even agree to 40 km/h zones, let alone the European Union standard of 30.

Today, however, the Ministry of Justice has announced that they are working on making it easier for municipalities to reduce speed limits. Let's hope they don't overcomplicate it and that they complete ignore the police on the subject. Until it's time to enforce the new speed limits. THEN they can move in and do their job.

We have written at length about 30 km/h zones here on the blog and we started a little Facebook group called 30 kbh (kbh is the short form for København - Copenhagen in Danish).

You can read 30 km/h Zones Work.

We also made an analysis of the effectiveness of 30 km/h zones that is freely downloadable and sharable.  But here's the gist of it all:

30 zones reduce injury and death
A study carried out in London concluded that there was a 42% reduction in injuries after the implementation of 30 km/h zones. Younger children were the group with the most significant reduction in KSI’s (Killed & Seriously Injured). A 27% reduction was measured in Barcelona, which led to the city rolling out massive 30 km/h zones across the urban landscape.

The numbers are pretty clear here. If you get hit by a car doing 30 km/h your chance of dying is only 5%. At 50 km/h it is 50%.

As your speed increases in a car, your peripheral vision decreases drastically.

There is no cheaper or more effective way to save lives and reduce injury in cities. Period.

30 zones improve congestion
With slower speeds, the amount of stop-starts is reduced – if not eliminated – which improves flow and helps easy congestion.

30 zones are inexpensive
Changing speed limit signs is inexpensive while building out sidewalks and narrowing lane widths is more expensive. Nevertheless, it is cost efficient. In Switzerland, the annual savings on health costs due to 30 zones is €120 - €130 million.

30 zones reduce noise pollution
By reducing the speed by 10 km/h, a noise reduction of 2-3 dB is achieved. That is far cheaper than noise reducing asphalt. Read more in the article Noisy Danish Speed Demons.
Also, the noise of five cars at 50 km/h is the same as ten cars at 30 km/h. The noise of one large truck equals as much noise as 15 cars.

30 zones improve air quality
In an overall analysis of pollutants, 30 km/h zones reduce CO2 emissions by 15%, NOX emissions by 40% and CO emissions by 45%. Only hydrocarbons will increase, by 4%.

30 zones improve fuel efficiency
Since they improve flow, motorists will save on fuel and reduce C02 emissions.

30 zones improve local business
The traffic calming effect that 30 km/h zones have on neighbourhoods is remarkable. Pedestrians and cyclists increase and, since pedestrians and cyclists spend more money in shops, local business benefits. A study in the UK showed that people who walked to town centres spent an average of £91 (around €115) per week, while motorists would spent £64 (around €80) per week. Cyclists, too, are proven to spend more money in shops than motorists.

Copenhagenize the planet. And have a lovely day.
Categories: Views

Fietsstroken in beeld

Fietsberaad - 16 January, 2015 - 00:00

Op enkele tientallen locaties in ons land zijn metingen verricht naar het gedrag van fietsers en automobilisten op en nabij fiets- en kantstroken. Dit voorjaar wordt het onderzoek voorgezet met nieuwe metingen, waarvoor wegebeheerders nog locaties kunnen aanmelden.

Categories: News

Negen Vlaamse steden en gemeenten genomineerd als Fietsstad 2015

Fietsberaad - 16 January, 2015 - 00:00

Negen Vlaamse steden en gemeenten zijn genomineerd als Fietsstad/Fietsgemeente 2015.

Categories: News

Coming up in Velo Vision 48!

Velo Vision - 15 January, 2015 - 12:28
A preview of the upcoming issue, including AZUB and Greenspeed trike reviews, four-wheeled innovations galore, cargo and family cycling reviews and visits, and plenty of DIY and reader bike reports! It'll be off to print shortly...
Categories: News

Off to the Cycle Show!

Velo Vision - 15 January, 2015 - 12:28
We'll be on Stand K125 at the Cycle Show at the NEC - so the office is now closed until Monday...
Categories: News


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