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Newsletter 41 (April/May 2002)

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Silver Street and Regent Street
(Or, how to squeeze everyone through a five metre wide gap)

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Silver Street and Regent Street

Or, how to squeeze everyone through a five metre wide gap.

Following the schemes in Bridge Street and Emmanuel Road, the Silver Street and Regent Street areas are next on the list for traffic reduction. This has always been the long-term plan, though the spectre of the Grand Arcade redevelopment (the Robert Sayle site) complicated the plot for a time.

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At 4.2 metres at its narrowest, there isn't much space left to play with even if Silver Street is made one way.

While buses were the main focus of the two earlier schemes, in theory, Silver Street is more about cycling and pedestrians. Silver Street is extremely narrow in places, as are the pavements, so that pedestrians sometimes have to step into the carriageway. In addition, the tall buildings create a pollution-trapping canyon. Over the years, this street has seen numerous crashes in which cyclists have been injured.

All changes have knock-on effects, so it makes a great deal of sense to consider what happens on Regent Street at the same time, as well as the effects of traffic displaced from Silver Street onto the inner ring road. Not least of the considerations is the way in which cars exit Lion Yard car park.

Councillors agreed the scheme in principle last year and options have been whittled down. Following Council officers' discussion with interest groups, including ourselves, councillors accepted recommendations to focus on two of the five original possibilities. The ingredients from which the choice was made were:

 

'It is surprising that the complete closure option has been so easily dismissed.'

The Council has decided to focus on part-time closure, with or without a tidal-flow system. It is surprising that the complete closure option has been so easily dismissed, though it hasn't been completely ruled out. While traffic on the inner ring road would certainly increase more with this option, the figures are not that much greater than with partial closure. For example, officers estimate that Fen Causeway would see a 15% increase with complete closure of Silver Street, and an increase of 11% with part closure, part tidal-flow.

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Fen Causeway might need to take about 15% more traffic.

Officers also recognised concern about Regent Street and will be talking to us about this in late April. There are no firm proposals as yet, but more than once, reversal of Park Terrace has been mentioned as a possibility.

In our response to the major strategic decision about the nature of the restriction in Silver Street, we also raised a lot of further points that are very important to cyclists, many of which are independent of the method of traffic reduction.

We stressed the need for a crossing linking Pembroke Street and Mill Lane, probably with traffic lights. It is always difficult to cross Trumpington Street at this point. We also expressed concern about the restricted visibility on turning right into King's Parade from Trumpington Street. Work in Silver Street offers the opportunity for remodelling this junction. In addition, it might be possible to properly accommodate cyclists leaving King's Parade who mostly ignore the 'give way' line or they would never get out.

Image as described adjacent Image as described adjacent
It is hard to cross from the contraflow lane in Pembroke Street into Mill Lane or to get to Kings Parade. Many cyclists need to cross over onto Coe Fen at this blind corner by the Mill pub on Mill Lane.

In Mill Lane itself, the corner by the Mill pub is awkward. This is exacerbated by the swing gate which causes congestion. There is also a need for cycle parking in this area.

Opportunities on Queens' Green and crossing Queens' Road could also be usefully looked at as part of the scheme. Coach parking will probably have to be moved from Silver Street.

We are also concerned about the impact of any changes on the ring road. It is a little worrying that this concern seems to have been used as a justification for not recommending complete closure of Silver Street rather than working on the ring road to mitigate the effects for cyclists.

The Silver Street scheme really must address the double mini-roundabouts at the end of Trumpington Street. The junction will carry even more traffic when Silver Street is restricted, and it still holds the cycling casualty record. Image as described adjacent


Once more we drew attention to the dual mini-roundabouts by the Royal Cambridge Hotel at the junctions of Trumpington Road, Lensfield Road, Fen Causeway and Trumpington Street, which is still the junction with the highest cyclist casualty rate in the city.

Any reclamation of space from motor traffic in Silver Street and Regent Street should be a positive move allowing the separation of, at least, some cyclists from the remaining traffic. With the recommended options there is unlikely to be any additional space for wider pavements in the narrow section. Therefore, should we, as a cycling campaign, be concerned that the group least likely to see any benefit will be pedestrians? Certainly all of us who watched the street in action last December had a great deal of sympathy with the pedestrian predicament.

It would also be a concern that pedestrians would walk in any new cycle lane and that, in any one-way solution (tidal or permanent), cyclists would avoid the traffic queue by using the cycle lane intended for the opposite direction.

Image as described adjacent
Weekday traffic flows in Silver Street (March 2001).

David Earl

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Planning consultations

Cambridgeshire Structure Plan

The Structure Plan is the statutory document that provides the policy framework for development in Cambridgeshire. The current plan was adopted in December 1995 and covers the period up to 2006.

The County Council is currently consulting on the next version of the Structure Plan. Comments on the so-called 'Deposit Draft Structure Plan' should be made by 22 April.

Of particular note for cycling in the draft plan is this policy statement:

Policy P8/8 - Encouraging walking and cycling

The capacity, quality and safety of walking and cycling networks will be increased to promote their use, minimise motorised travel and to realise health improvements. All new development must provide safe and convenient pedestrian and cycle environments including adequate cycle parking, and contribute towards the wider encouragement of cycling and walking.

Full details are at: www.cambridgeshire.gov.uk/sub/eandt/planning/strplan01.htm

Cambridge Local Plan

When the new County Structure Plan is finalised, the local district councils will review their Local Plans.

Information about this process is available at: www.cambridge.gov.uk/planning/localpla.htm

Clare Macrae

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SuperCAM

You've probably seen some details in the press about the proposals for a Guided Bus route from St Ives to Trumpington. We wrote about it in Newsletter 38 but, following a public launch in March, more details are now available. The current proposals are an amalgam of the two separate proposals, put forward by separate groups, for routes north and south of Cambridge.

Some details are on the Web at www.supercam.co.uk.

The proposal is to have concrete guideways for the 'off road' sections with normal, unguided running on the street. Such systems have been running in the UK for a number of years, and can use purpose built vehicles or conventional buses with a 'guideway' adaptation

Why should the Campaign in particular, and cyclists in general, concern themselves with this scheme?

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Space is tight under Long Road bridge. Could there be a cycle track and two lanes for the trams?

There should be gains for cyclists:

But, as always, there is a downside:


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The Cambridge area metro might reach Addenbrooke's with a link over the railway. So where's the cycle track alongside?

When proposals for such schemes in Cambridge were first announced, there were suggestions for multiple articulated vehicles with lengths of some 30 metres, complete with guiding grooves in the road. Fortunately such ideas seem to have been dropped. Perhaps this follows an incident on a new route in France where the rear vehicle slewed across the road and hit a lighting column following failure of 'guidance'.

Concerns have also been raised about the stopping up of rights of way that cross the route. I've been told that small gaps in the Guideway, such as those required for footpath or bridleway crossing, should not require the vehicles to slow, and the vehicles have stopping distances similar to normal road vehicles. Hence as long as there are adequate sight distances, say 50 metres, there should be no reason to close such crossings. After all, we cross wider roads with much higher traffic flows every day.

The Campaign has, along with Sustrans and groups representing walkers and horse riders, had meetings with those proposing the scheme, and will be meeting them again. We hope that these meetings enable us to best represent the interests of our groups.

Jim Chisholm

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Mitcham's Corner

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Casualty reduction measures

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Mitcham's Corner: Cyclists have to ride in the middle of the road with traffic speeding past on each side. The county council has at last decided to do something about the danger to cyclists here. But the small amount of money allocated will not allow for any radical solutions.

The County Council is currently designing changes to Mitcham's Corner, that very intimidating gyratory system connecting Victoria Avenue, Victoria Road, Milton Road and two stretches of Chesterton Road. Early in March, I attended a meeting for transport groups, local residents and councillors, to hear about the process.

In the five years from 1996 to 2000 there were 55 injury accidents at, or close to, the junction. Cyclists form a smaller than expected percentage of the casualties, presumably because the junction is so unpleasant that many cyclists avoid it completely.

Many of the collisions were described as 'weaving-type accidents' (i.e. a result of lane-switching and merging). There were also people pulling in front of two-wheeled vehicles (i.e. bikes and motorbikes), rear-end-shunts, car doors being opened in the path of cycles, and people being hit on zebra crossings.

From a cyclist's perspective, the main problems with this junction are:

 

'We think the whole junction needs a fundamental rethink'

Not surprisingly, many cyclists currently choose to walk, or cycle, across the junction via the zebra crossings. This only works for those travelling north-south and, of course, it is not legal to cycle on zebra crossings or pavements.

The Council's current plan is to use traffic signals to separate flows of traffic. Although this wouldn't remove the need for lane changing, it would remove lane merging by restricting movement to one incoming lane at a time. For example, imagine just the one junction where Milton Road meets the gyratory. This could be a simple two-phase system, where either Milton Road traffic moves or traffic already on the gyratory moves. When Milton Road traffic is stopped, pedestrians (and presumably bikes) can cross.

This has all been modelled using some relatively new computer software that was demonstrated at the meeting. Unbelievably, this software does not model cycle movements at all! This may perhaps not be critical from the perspective of predicting whether a set of changes might cause gridlock for motor vehicles. However, this would be a disaster if it were used to calculate the timings to be used on a new set of signals, as most cyclists would probably end up having to stop at every single set of lights.

Many at the meeting expressed the view that more direct cycle routes must be created. For example, if signal-controlled crossings were used, toucan crossings would allow cycling across the junction. East-west journeys are particularly difficult and there were various suggestions for ways of allowing cyclists to ride through the centre of the junction.

We think the whole junction needs a fundamental rethink but the current budget of £175,000 won't stretch that far.

The County's intention is to present a draft scheme to the Area Joint Committee meeting on 8 April, and then to run a public consultation. If all goes well, the work could be done this autumn.

Planning applications

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Developers propose to replace Staples, on the island in the middle of the gyratory system, with a supermarket, though it looks as if it will be very difficult to get to by bike.

We recently objected to two planning applications for a convenience store, restaurant and 24 flats on the site currently occupied by Staples. The two identical applications proposed a two-floor underground car park with an entrance ramp on Croft Holme Lane and an exit ramp on Victoria Road (fairly near to the Portland Arms pub). The scheme included a cycle path across what is currently the front of Staples - complete with two trees right in the middle of the path! And the residents' parking for the third- and fourth-floor flats was to be in the basement, down two 1-in-10 ramps shared with shoppers' cars.

There could be a lot of redevelopment around Mitcham's Corner in the next few years, as 1 Milton Road (Multi-York, Anglia Business Computers and the old petrol station) is likely to be re-developed. We have joined local residents in calling for a Planning Brief to be produced for the whole area, before any new development takes place.

Clare Macrae

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Trumpington Road - the continued grief

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Because of the poor profile and smooth surface on the raised white line here, at least nine cyclists have fallen off. The width of the cycle section is incorrect: we pointed this out the day after it was laid. It is impossible to pass another cyclist without crossing this line (which is an offence). Some correction of the line has been done.

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With a bump up of about 20 mm this is no 'flush' kerb. To reduce the discomfort of riding over it, many cyclists stand on the pedals when entering the shared use path.

In the Newsletter 40, I was rash enough to write that there were a number of 'snagging' items which I hoped would be resolved before that article was read.

My optimism was misplaced. Even though reminders about these items have been sent to WS Atkins via the County Council, we have not had even the courtesy of a reply. In addition, several new items have been added to the list, and a spate of spills to cyclists occurred when a white line was laid to an appalling standard.

I fail to understand how a supposedly reputable consultant can allow a job like this to drag on for over eight months, and make so many errors on the way. The Campaign will be writing to senior management at WS Atkins to ask them what is going on.

We will still conduct an audit of the route with the County Council, but there seems little point until agreed problems have been corrected.

Jim Chisholm

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The appearance of 'Cyclists Dismount' signs at the two new toucan crossings (showing a green cycle light) suggests the presence of insanity or incompetence.

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Numerous new direction signs over the cycle path are much lower than the minimum height given in the 'Council's Network Management Plan'

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Crossing Tenison Road

In the days of the steam locomotive the area of land bounded by Tenison Road, Station Road, Devonshire Road and the railway track contained the locomotive depot of the Great Eastern Railway which, from 1923, became part of the London and North Eastern Railway. With the coming of the diesel locomotive and, later, diesel and electric multiple units, the space needed for a depot reduced considerably and most of area was taken over by Ridgeons, the local firm of builders merchants, for its main site. When Ridgeons moved to Cromwell Road in the late 1990s, leaving only its do-it-yourself store (now Focus) on the site, the remainder of the area was covered with town houses and given the address Ravensworth Gardens.

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Tenison Road: Part of the cycle lane in the foreground is to be removed and replaced by a pavement buildout for a new zebra Crossing. Local residents would have preferred to see a pedestrian phase at the Devonshire Road signals nearby.

As the result of pressure from local residents, who were concerned that the only green space for their children to play on was the small grassed triangle at the end of Lyndewode Avenue, one of the conditions placed on the developers by the City Council was the provision of an open recreational space in the north-west corner of the new development, on the opposite side of Tenison Road from most of the existing Victorian housing stock in the area. Monies were made available under Section 106 for the provision of a crossing of Tenison Road. After a considerable delay the City Council put forward its proposals in December 2001.

In brief, the proposals comprised: (a) a blocked paved entrance to Tenison Avenue from Tenison Road with a tree on either side; (b) a new zebra crossing of Tenison Road just south of the intersection, and (c) extended residents' parking bays on both Tenison Road and Tenison Avenue. Astoundingly, no mention was made of the obliteration of the mandatory cycle lane that allows cyclists to gain access to the advanced stop line at the traffic lights.

Two formal objections were sent in, one from the Campaign and the other from the Glisson Road/Tenison Road Residents Association. The latter's view was that, since the main entrance to the park is in Devonshire Road, the crossing should be at the traffic lights; furthermore, the Residents Association argued that a pelican crossing was inherently safer than a zebra one. The Campaign's main argument was against the lengthy buildout and consequent loss of most of the cycle lane, and we remained fairly neutral about the location and type of the crossing. After discussing the proposal with the Council officer concerned, who argued that integrating the crossing into the traffic lights would cause delay to cyclists on the south-east cycle route, we reluctantly agreed to support the separate zebra crossing on condition that the cycle lane remained and that there would be no buildout. We lobbied local councillors accordingly.

'Tenison Avenue has developed into a rat run for vehicles trying to avoid Hills Road and Mill Road'

  

Although some of the councillors supported our arguments on the buildout and cycle lane at the entrance to Tenison Avenue, they were not prepared to abandon the buildout at the crossing itself. The result of their decision left neither party happy: the Campaign has to swallow yet another obstructive buildout that forces cyclists into the path of the busy traffic in Tenison Road; and the Residents Association has to face the unpalatable fact that most local children will have to be persuaded to march an extra 50 metres along Tenison Road, facing the danger of crossing Tenison Avenue as they do so, and then 50 metres back on the other side of Tenison Road. One of the bitter ironies of the case is that, since the south-east cycle route opened, involving the partial closure of the end of Lyndewode Avenue to all but cycles, Tenison Avenue has developed into a rat run for vehicles trying to avoid Hills Road and Mill Road, especially those coming from the railway station. These vehicles conflict with cycles at several points on the route between Tenison Road and Gonville Place, and they endanger pedestrians crossing the entrance to Tenison Avenue.

At our monthly meeting in January 2002, the Secretary of the Residents Association, who is also a member of the Campaign, launched a scathing attack on the Campaign, arguing that if the Campaign and the Association had argued for the same solution the outcome could have been satisfactory to both. As we go to press, planning notices have been displayed in the area, notifying the public of the revised plans. How times change: in the heyday of the Great Eastern Railway traffic engineers faced different problems.

David Dyer

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Progress on Sustrans routes

Although some members feel that the Campaign should only work for 'road space reallocation', the Campaign is happy to support the proposed Sustrans routes in the area. They can provide faster commuting routes, and routes where youngsters can learn cycling skills before venturing onto busy roads.

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The first section of the Jubilee Cycleway to open will run from the Green Dragon bridge, alongside the Cam, under the rail bridge, across Ditton Meadows and the Wadloes path leading to the Newmarket Road Park and Ride and the 'tunnel' under the A14. Much effort and hard work, by Sustrans and others, has gone into this section and it should be in use by Easter. It was hoped to use 'recycled' road planings for the base, and a stock had been built up at a Council depot. Delays last year, due to wet weather and Foot and Mouth restrictions, have allowed these to set into an unusable mass, hence the use of more conventional but less sustainable materials.

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Was this laid down after too much time in the pub?

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This platform built-out over the river and under the railway bridge is narrow, at only 1.5 metres, so as not to impede navigation.

Much of the design and construction is of a high standard, but the recently tarmaced, but as yet unfinished section from the Green Dragon to the railway bridges, is a disappointment. Carefully laid out with sweeping horizontal and small vertical curves, it could have been a pleasing sight, but it seems to have been thrown down with no thought to line or level.

Progress on other sections is slower. The Milton A14 bridge is delayed whilst tests ensure it does not wobble, and other sections, both north and south of Cambridge, are complicated by the possibility of guided buses (see 'SuperCAM' article). Prospects for 'Route 11' from Saffron Walden are improving, with a route from Great Shelford adjacent to the railway being negotiated. This should reach Addenbrooke's, and is eagerly awaited.

Jim Chisholm

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All change at Cambridge Station

In 1999, Cambridge City Council prepared a 'planning brief' for the station area. This was followed by a planning application submitted by Railtrack (see Newsletter 32). We reported in December 2001 that the possible closure of Spillers Mill, amongst other things, meant that a rethink was likely.

A second attempt at the redevelopment of the station really must make more room for bikes. Image as described adjacent

Now, consultants have been appointed to create a new planning brief. This will take into account the availability of the Spillers Mill site, the need for extra platform capacity including island platforms, the possibility of the Guided Bus, and links to the rapidly changing former Cattle Market site. 'Key Stakeholders', including representatives from the Cycling Campaign, have been invited to a consultation meeting. The transport consultants involved with the Railtrack planning application in August 2000 failed to take cycle and pedestrian access into account, even though some 60% of arrivals are by these modes. We hope this new planning brief will lay more emphasis on access by sustainable modes of transport.

Jim Chisholm

Image as described adjacent   Image as described adjacent
A long held aspiration is for more platforms where the sidings are at present. Lack of platform capacity limits the expansion of train services.   Including Spillers' Mill in the Station redevelopment will give more scope for improvement.

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Membership milestone

Cambridge Cycling Campaign now has more than 700 members.

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Milton update

The latest news on the Milton cycle bridge is that after some delays, not least because there was a worry that the bridge might experience 'Millennium Bridge wobble', work is now expected to start in June. It is expected to take about a year to complete. The bridge is going to be named after local councillor Jane Coston, who has been campaigning for the bridge to be built for the last decade.

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A broken bollard means that cars now park on this path when the chip shop nearby is busy, blocking it completely.

Meanwhile, over a year after the Milton village cycle scheme was 'completed', the parish council continues to battle with County Council officers to get various unsatisfactory items sorted out. For example, poorly designed drainage results in 'lakes' appearing in front of the hump at the Coles Road-Cambridge Road junction and elsewhere. In other places, the red tarmac on the road is already in poor condition and will need replacing. These issues are a hazard to all road users.

However, probably the most important issue from a cycle viewpoint is the bollard protecting the off-road shared use path outside the fish and chip shop. This was broken by a lorry and was not replaced. As a result, cars now park on the path when the chip shop is busy, blocking it completely: cyclists heading north have been seen going into the road (opposing the traffic!) in order to get past. The County Council initially said they didn't want to replace the bollard as it would only be broken again. After the Parish Council applied pressure, because of their concerns for cyclists, the County Council have agreed to replace it.

Paul Oldham

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Web watch

The Cambridge Cycling Campaign Obstructions Subgroup has produced a review of physical obstructions on cycle routes in Cambridge.

www.camcycle.org.uk/campaigning/subgroups/obstructions


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Anglia Railways web pages for cyclists.

Anglia Railways has launched a web site for cyclists to provide a 'one-stop shop' of information about taking cycles to and on their trains. It gives fares, cycle carriage, Anglia Railways' unique 24-hour cycle rescue scheme, cycle parking and cycle routes.

www.anglia-railways.com/cycle

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Bike-Week 2002

Planning for another busy bike-week is well underway, with several events already confirmed. We're always looking for ways in which members can get involved, and for ideas for new events. If you would like to contribute, contact Simon Nuttall phone 500902 e-mail simon.nuttall@bigfoot.com.

Before Bike-Week

Art Competition (see below) closing date 25 May.

28 May - 6 June - Exhibitions in the Central Library of the Art Competition and the Campaign's work.

During Bike-Week

Exhibition in the Sustainability Room at the Guildhall.

New bike-week banner goes up over Guildhall Street.

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June Event
15 Doctor Bike
16 Try-out Show
17 Movie
18
19 Breakfast at Hobbs Pavilion
20 Picnic Ride 6 pm
21
22
23 Big Ride

Art Competition

We want your art work (painting, collage, sculpture...) in time for us to feature it in our exhibition. First prize is a £200 voucher to spend at Ben Hayward's Cycles. Closing date 25 May 2002. Send your entries to: PO Box 204 Cambridge CB4 3FN. For bulky entries or full competition rules leave a message at (01223) 690718 and we'll contact you.

Exhibition

At the central library, Lion Yard Cambridge from 28 May - 6 June. On display will be entries to the Art Competition, bicycle curios and displays on the work of the Cambridge Cycling Campaign.

Dr Bike

Bring your bike for a 29-point safety check. We will give you discount vouchers to take to local bike shops where problems can be corrected.

Discounts are offered at:

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Last year's try-out event was a great success.

Try-Out show

Try the bike of your dreams on a good-sized track near the centre of Cambridge. There will be bikes of all shapes and sizes, for all ages to play on all afternoon. See how practical they can be when equipped with trailers for your shopping and for transporting your kids.


Movie

Monday 17 June 5 pm Cambridge Arts Picture House, 38-39 St Andrews Street, Box Office phone (01223) 504444 e-mail www.picturehouse-cinemas.co.uk

ET - Special Edition - slightly longer than the original with improved special effects. Near the end, when the scientists have captured ET, Elliot and a gang of small boys rescue him and race through the streets on their bikes. When the police get too close, ET does some magic and they all cycle through the air!

Breakfast

Enjoy a free cyclists' breakfast with your fellow two-wheeled commuters at Hobbs Pavilion from 8 am-9 am.

Picnic Ride

On the Thursday evening to somewhere local.

Big Sunday Ride

We're planning another relaxed cycle ride on the Sunday. We'll give you a route to follow and a destination where we will meet for a picnic. It will be based on our extremely successful Windmill Ride last year.

For the latest on Bike Week visit: www.camcycle.org.uk

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Secure Cycle Park to open soon

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After almost a year of planning, Park Street Cycle Park is set to open during March 2002. You can find it in Level A of the Park Street multi-storey car park. There are over 200 free cycle parking spaces and another 53 cycle lockers that are available for hire. The new cycle park will be easy to find, as it is well signposted by cycle-in-a-D-lock symbols which are exclusive (so far) to Cambridge. The cycle park lies on the route to the city centre from Jesus Green. It should be a much more secure place to leave a bike for the whole day than the street: it is supervised by security personnel and covered by CCTV. The cycle park will be open 24 hours a day, seven days a week. There are special cycle racks for tandems and bikes with trailers. A full launch event is planned for May, so expect a full report in the next Newsletter.

Simon Nuttall

Image as described adjacent   Image as described adjacent
Undercover racks are installed where there were once car parking spaces inside Park Street car park.   Lockers can also be rented for a period. This would suit regular users, for example people working within walking distance.

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Spot the cycle path - number 7

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Perhaps the contractor who installed this new sign thought the arrow marking meant 'X marks the spot'. What other possible explanation could there be for planting these poles in such an obviously stupid position? Would they have considered putting it in the middle of the traffic lane instead?

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Letters

What are we doing right?

I was struck by John Franklin's article ('Where are we going?' Newsletter 40) - it is striking that cycle use nationally is falling so fast while Cambridge seems to be getting at least something right. I think it is very much to do with achieving critical mass - once enough people are cycling others will feel comfortable hitting the roads too. So it's essential to have people on the roads, but off-road cycle routes are clearly essential too to build people's confidence first - it's a fine balance. I've just come back from Vancouver, Victoria and Seattle, all of which are building some sort of cycling culture. One thing which struck me is that most buses have bike racks - important there because of tunnels and freeway bridges which block some commuting routes, but possibly useful here as a way of spreading the message that cycling can be a practical part of an integrated transport system. There are also quite a lot of cops and parking enforcement officers going around on mountain bikes - I liked the gloves attached permanently (or at least for the winter) to the handlebars!

Tim Burford

I write to respond to the challenge put by John Franklin to tell him how best to boost cycling in the 21st century. One of the great joys of cycling is its spontaneity. Suddenly, an urgent errand needs to be carried out. Open the front door, jump on your bike, and off you go. I wish! Before opening the front door, don warm, weatherproof clothing, fit trouser clips, strap on hard hat, check lights and place in pockets. Open front door, unlock bike, and you're off. On arrival, reverse the above, and on return, repeat process, unless you've forgotten that it was going to be dark - in which case, push bike home. Time on bike - 10 minutes. Time faffing - 5 minutes.

If politicians would grasp the nettle, frequently offered to them, of putting an end to the October ceremony of putting the clocks back, afternoons during half of the year would be a great deal more cycle-friendly (and all other outdoor pursuits-friendly). Cycling after dark feels dangerous, whether it actually is or not, and taking lights everywhere is very tedious. And now that Scotland is virtually autonomous, the Scottish lobby that demands that we perpetuate this dangerous practice could be free to follow our example, or not. But I believe this move would be a positive encouragement to cyclists.

Nicholas Coni

The wrong slant

Your otherwise excellent piece on the Trumpington Road scheme (Newsletter 40) fails to mention one of the major failings of the pavement cycle path: the appalling drainage which leaves many puddles, especially in the sections either side of Trumpington (in front of the Park & Ride and between Trumpington and Long Road). This is a serious fault for a path that is supposed to cater for pedestrians as well as for cycles as it is difficult not to drench pedestrians without dismounting. There has been no care taken with the camber of the path.

Craig Hartley


Image as described adjacent The lack of minimum cross-fall on many sections of the new path on Trumpington Road results in puddles over much of its width. This results in splashed pedestrians, and ice-rink conditions on cold mornings.

New path tolerable, but carriageway better

A few months ago I read a comment on the shared use path along Cambridge Road, Fulbourn (Letters, Newsletter 36). Now that I've recovered from the trauma of being described as insensitive I'd like to explain why I usually choose to ride on the road rather than the pavement.

Firstly, this facility is certainly better than some around Cambridge but still leaves much to be desired in terms of speed and safety of travel. I've put a detailed description later.

Secondly, in general I resent being expected to use such facilities, however good they are, when my place is on the road. Pavements are for pedestrians. I'm of an age and upbringing that make me very uncomfortable mentally riding on the pavement even where it's permitted.

Thirdly, I sometimes have to wait three minutes to gain Cambridge Road from Windmill Lane so delaying some motorists for a few seconds seems fair to me. On most mornings I re-pass any cars going to Cambridge in the jam between the Robin Hood and Yarrow Road so they don't gain much by passing me.

Given these factors I don't feel guilty about using the road over Windmill Hill rather than the path. I do use the path going into town if there is a bus or other large vehicle likely to come up with me on Windmill Hill, going out of town I'm usually on the path over Windmill Hill if I think my speed is going to drop below 15mph.

I'm content to chance being run into from behind. I doubt that this is more likely since the path was made dual use, and I think this risk is less than the combined risks on the path.

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Windmill Hill, Fulbourn. Use the road or the shared-use pavement?

Riding the path

Going towards Cambridge on the road there are no serious conflicts with traffic, heading for Fulbourn even the roundabout at Yarrow Road is not difficult as the lights at the Robin Hood break up the motor traffic so the right turn is easy. It's very different on the path.

Starting from Fulbourn:

Turn left into the jug handle across a nasty kerb which is supposed to be flush but actually would make me worry about my wheels and balance. Cross Cambridge Road. Sharp turn left, ducking and diving around the rowan tree. Cross a couple of drives. Give way to traffic from all directions at Caraway Road where I want maximum power to attack the hill. Cross a couple more drives.

The path between Caraway Road and Hinton Road is too narrow for comfort. Several times I've had to cross with cyclists coming the other way with my wheels very close to the edge of the kerb and my handlebars overhanging the road.

Give way to traffic from all directions at Hinton Road. On the road I'm usually at 25mph or more westbound, on the path it's 10mph maximum. Eastbound I want to keep the power on for the hill, not slow down or stop. The section from Hinton Road to the hospital's main entrance is not bad - reasonably wide and a decent surface. At the hospital entrance there are some sharp bends and a chance to play Russian roulette with vehicles turning left off Cambridge Road rather too fast. The problematical rose bush has been trimmed.

From here the path becomes more of a joke again - too narrow, and often badly surfaced. Give way to traffic at the second entrance to the hospital, including vehicles making the banned right turn off Cambridge Road. The chicane around the lay-by at the houses is particularly interesting on dustbin days.

Sharp left at Yarrow Road, give way to traffic from the right or try to squeeze between stationary vehicles, gain the barely adequate island (OK for solos without trailers), give way to traffic from the left, sharp left again, blind right-hand curve around the hedge.

A few hundred metres before the Robin Hood the shared path becomes pedestrians only and cyclists have to re-cross Cambridge Road.

In the dark the problems multiply, especially on the unlit section. Even with a 2.4W halogen I have trouble seeing the edge of the pavement when I'm on it, let alone unlit cyclists, pedestrians, dogs etc. On the road, at least going out of town, the vertical face of the kerb shows up well, especially in the wet. Going into town I doubt that motorists want my carefully leftward aimed 2.4 Watts shining in their eyes.

Finally a couple of general points. When the water company was working at the Hinton Road junction it was difficult to see the backs of the warning signs on the path - the reflective side was facing towards Cambridge. Fine for people on the road, not good on a two-way cycle facility. Although most of the surface is good there are weeds coming through. How many years before it all becomes a bumpy mess?

Steve Laurie

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Your streets this month

U-turn u-turn

Image as described adjacent
Councillors have overturned their decision to remove the U-turn here on Newmarket Road, which would have made room for a cycle track.

City and County Councillors have overturned their previous decision to proceed with plans to construct a high-quality cycle scheme over the railway bridge at Newmarket Road. The scheme would have seen one lane of the dual carriageway (currently used only for U-turns) removed to make room for a decent-width cycle track, entirely separate from the existing narrow shared-use pavement, as well as retaining a cycle lane on the road. However, councillors have changed their minds about removing the U-turn and have sent council officers back to the drawing board. Suggestions to John Isherwood.


Buildout confirmed

Councillors have approved plans to construct a buildout at a new zebra crossing on Tenison Road (see the report in Newsletter 40 and the article this month). We were able to persuade councillors to amend the plans slightly and, as a result, the buildout will be shorter than was originally proposed. It will stick out into the road just as much, however.

Consultations

Image as described adjacent
Silver Street: A traffic-free road might be a more common sight in the future.

Consultations have started on measures to reduce traffic in Silver Street. Every day, this very narrow road carries up to 4000 cyclists between west Cambridge and the rest of the city. Complete closure, as in Bridge Street or Emmanuel Road, appears to have been ruled out. The most likely options are: a part-time closure to all motor vehicles between 9.30 am and 4 pm; some type of 'tidal flow' with motor vehicles entering the city centre in the morning and leaving it in the afternoon, or perhaps a combination of the two. See article; comments to Richard Preston.

The County Council has at last decided that something needs to be done about Mitcham's Corner, the fast blind-cornered gyratory where five major roads meet at the north end of Victoria Avenue.

There are no definite proposals yet, but it looks as if we will see traffic signals introduced where each road joins the gyratory. We will be arguing that much more needs to done to reduce what is, probably, the most unpleasant junction in the city for cyclists. Cyclists are currently faced with long diversions around the gyratory, especially northbound, and forced to ride in the middle of the road with traffic speeding past on both sides. The current proposals will do nothing to change this. See article.

Image as described adjacent
Radegund Road: Traffic calming likely (but not, unfortunately, at the junction with Coleridge Road, shown here).

We have been asked to comment on a proposed traffic-calming scheme for Radegund Road. The current proposals are to introduce buildouts in three locations, which will reduce the road to a single lane. The idea is that drivers will have to stop and give way to oncoming traffic. There will be bypasses to allow cyclists to avoid them having to compete with motor vehicles at these buildouts. There will also be 'speed cushions' in the middle of each narrowing. The result would be similar to that in Grange Road, except that only very short lengths of cycle lane are proposed in the vicinity of the narrowings.

It is hoped that these changes will discourage traffic and reduce speeds without causing much inconvenience to cyclists. However, we are concerned that parking close to the narrowings will cause a problem, and have therefore asked for longer cycle lanes on each side of each narrowing. We have also asked for a 20mph speed limit and for a cycle route to be developed between nearby Golding Road and Ashbury Close. Comments to Sally Oates.

Delayed

The cycle bridge at Coldham's Lane is delayed from its original ambitious timetable. The chaos at Railtrack has made it hard to move forward with the proposals, and it seems unlikely that it will now open this year as intended. We criticised the whole scheme because it doesn't properly address cycle movements away from Newmarket Road, and because it retains a busy roundabout at one end.

Addresses for comments

John Isherwood, Senior Engineer,
Cambridge City Council, The Guildhall,
Cambridge CB2 3JQ.

Richard Preston,
Team Leader (Cambridge Projects), Mailbox ET1018,
Cambridgeshire County Council,
Castle Court, Shire Hall,
Cambridge CB3 0AP.

Sally Oates, Cambridge City Council,
The Guildhall, Cambridge CB2 3JQ.

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Campaign Diary

Please note: the most up-to-date version of the diary of events is always in the events section of the website.

April 2002
Tue 2 7.30 pm Monthly open meeting, Friends' Meeting House, Jesus Lane, at the Park Street junction. (Tea and coffee, a chance to chat, and for us to introduce ourselves to new members for the first half-hour. The meeting itself starts at 8 pm.)
Wed 3 7 pm Bike Week 2002 planning meeting, at 140 Cherry Hinton Road. Please get in touch if you might be able to help! phone (01223) 500902
Sun 14 1 pm Leisurely Ride. A countryside ride, at a gentle pace. We'll be back in Cambridge around 4.30 pm. Please bring lights.
Mon 15 7 pm Join us for a social gathering at CB2 café 5-7 Norfolk Street
Tue 23   Bicycle Maintenance evening classes, five weekly sessions. For people with little or no previous experience of bicycle maintenance who want to get started. To check course dates, fees, get more information or enrol, call the Community Education Office phone (01223) 712340 or 712341. Questions about course content e-mail davidwgreen@onetel.net.uk
Wed 24 8.30 am Newsletter 41 review and Newsletter 42 planning meeting, over breakfast at Tatties café.
Sat 27   Cycle Campaign Network/CTC Spring Conference in Dorchester
Sat 27 10 am Police cycle auction at the 29th Cambridge Scout Headquarters, Stanesfield Road, off Barnwell Road, Cambridge. Viewing from 9 am. phone (01354) 688197 for information

May
Wed 1 7 pm Bike Week 2002 planning meeting, at 51 Wolfson Flats, Churchill College. Please get in touch if you might be able to help! phone (01223) 500902
Tue 7 7.30 pm Monthly open meeting, Friends' Meeting House, Jesus Lane. See description for 2 April.
Sat 11   Newsletter 42 deadline. Please send copy to Mark Irving.
Sun 12 1 pm Leisurely Ride. A countryside ride, at a gentle pace. We'll be back in Cambridge around 4.30 pm.
Mon 20 7 pm Join us for a social gathering at CB2 café 5-7 Norfolk Street.
Tue 28   Bicycle Maintenance improvers evening class. Five weekly sessions for people who want to move on from the basics. See 23 April for contact details.
Wed 29 7.30 pm Newsletter 42 Envelope Stuffing at the Baby Milk Action offices, 23 St Andrews Street (between the Robert Sayle main and computer shop entrances, entrance next to Lunch Aid). Help very much welcomed!

June
Tue 4   No monthly open meeting, as we are unable to use the Friends' Meeting House on the bank holiday. We hope to plan an alternative event.
Wed 5 7 pm Bike Week 2002 planning meeting, at 8 Thirleby Close. Please get in touch if you might be able to help! phone (01223) 500902
Sun 9 1 pm Leisurely Ride. A countryside ride, at a gentle pace. We'll be back in Cambridge around 4.30 pm.
Sat 15-Sun 23 Bike Week 2002
Mon 17 7 pm Join us for a social gathering at CB2 café 5-7 Norfolk Street.

Further ahead
Sat 6 July Police cycle auction. For details see 27 April.
Sun 28 July Bike Events London to Cambridge sponsored bike ride
Sun 8 September St Ives Bike Ride. 25 mile sponsored ride taking a circular route through the Cambridgeshire Fens and travelling up the meridian line. Starts and ends at the Dolphin Hotel, St Ives. British Heart Foundation, 14 Fitzhardinge St, London W1H 6DH
Sun 29 September The Cambridge Wheel sponsored ride. 28 or 44 miles; start and end in Cambridge; in aid of Action Research.

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About the Campaign

Please note: the most up-to-date general information about the Campaign is always in the about the Campaign section of the website.

If you like what you see in this newsletter, add your voice to those of our 700 members by joining the Campaign.

Membership costs are low: £7.50 individual, £3.50 unwaged, £12 household. For this, you get six newsletters a year, discounts at a large number of bike shops, and you will be supporting our work. Please get in touch if you want to hear more.

Cambridge Cycling Campaign was set up in 1995 to voice the concerns of cyclists. We are not a cycling club but an organisation for lobbying and campaigning for the rights of cyclists, and for promoting cycling in and around Cambridge.

Our regular stall on Saturdays outside the Guildhall is the public face of the campaign; volunteers are always welcome to help. And don't forget our meetings, open to all, on the first Tuesday of each month, 7.30 for 8.00 pm at the Friends' Meeting House, Jesus Lane, Cambridge.

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Elected Officers

Please note: the most up-to-date Committee list is always in the Committee list section of the website.

Co-ordinator - David Dyer

Liaison Officer - Clare Macrae

Membership Secretary - Dave Earl

Newsletter Editor - Mark Irving

Treasurer - Simon Nuttall

Stall Officer - Paul Tonks phone 07870 441257

Press Officer - Sam Davies

Officers without portfolio
Jim Chisholm, Nigel Deakin, Richard Taylor,
Lisa Woodburn and Wookey

(Non-Committee) Secretary & Webmaster Martin Lucas-Smith

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Contacting the Campaign

Please note: the most up-to-date contact details for the Campaign are always in the contacts section of the website, which includes an online feedback form.

In particular, note that our fax number is now separate from the phone number.

Cambridge Cycling Campaign
PO Box 204
Cambridge CB4 3FN

Telephone and fax phone (01223) 690718

Web www.camcycle.org.uk

E-mail e-mail contact@camcycle.org.uk

This newsletter is printed by Victoire Press, Bar Hill.