You are in: Home » Newsletters » Newsletter 61 (August/September 2005)

Newsletter 61 (August/September 2005)

No Entry No More? Councillors vote to open up more one-way streets to two-way cyclists

(Click on image for a larger version)

View as: Individual sections | One big page | PDF file [1.1 MB

]

Contents:

Lifting the cycling ban in the city centre
Committee position vacant
10 in 10 Cycling Celebrations
Black and blue
No Entry except cyclists
Toucan crossings for Victoria Avenue
Cycling on the A14
Haling Way
Cherry Hinton Road
Cycling facilities on the cheap, part 1
Commentary
Cutter Ferry bridge opened
How do I get to the station?
Bikes, barriers and breakthroughs
Pedestrian casualties on the footway or verge, Great Britain 2000-2003
Doctors demand helmets — why shouldn't they?
Riverside Bridge gets go-ahead
Your crossings this month
Cycle theft reduction project comes to an end
Put some 'spring' into your lights this autumn
Oxford and Cambridge Cycling Survey
Employers invited to take a stand
The cheapest helmet is the best
Campaign Diary
Your streets this month
About the Campaign
Elected Officers 2004–2005
Contacting the Campaign

Lifting the cycling ban in the city centre

Planning for the experimental lifting of the city centre cycling ban is moving ahead. The results of the recent public consultation are being assessed and the hope is that the road signs will be agreed and installed in time to permit the experiment to begin in September before the beginning of the new school and university academic year.

The experiment will last for a year. Whether it will be made permanent will depend on an assessment of its success. We are confident that it will be successful. Similar mixing of pedestrians and cyclists in city centres on the continent has not resulted in significant increases in injury collisions and UK government advice now supports such schemes.

We call on all cyclists to:

respect pedestrian priority in the city centre and to be willing to give way
observe the anti-clockwise one-way system around the Trinity Street, Market Hill, Sidney Street triangle
avoid cycling on city centre pavements (cycling is illegal on all pavements in the heart of the city except when cycling across the pavement to cycle along Senate House Passage).

More considerate, responsible and legal cycling is needed for the experiment to succeed in the congested streets in the historic centre. Of course as cyclists we hope for responsible pedestrians as well.

James Woodburn

Committee position vacant

One of the Committee, Wookey, has resigned due to the weight of his other commitments. We thank Wookey for his work over the past years, particularly on cycle parking, and giving general input into a range of campaigning issues that the Campaign has worked on. Wookey was one of the five Officers Without Portfolio who help with any incoming issue which needs work doing of interest to them.

We therefore now have a position vacant on the Campaign committee.

At the 2004 AGM, the Constitution's section on the Committee was altered slightly, and the section on filling a vacant post now reads as follows:

'Following resignation of any Officer any replacement shall be elected by an Extraordinary General Meeting and notified to members via the Newsletter.'

This is therefore a call to announce that a short EGM will be held at the start of the August monthly meeting, which is on Tuesday 2 August 2005 (shortly after you receive this Newsletter), at 8pm at the Friends' Meeting House, Jesus Lane, to elect a replacement Committee member. The new person will stay in post until the AGM in November, when the full Committee is elected.

Please let us know if you might be interested or would like more information. Background information on the workings of the Campaign was published in August/September 2003 in Newsletter 49: http://www.camcycle.org.uk/newsletters/49/article20.html

Martin Lucas-Smith, Co-ordinator

10 in 10 Cycling Celebrations

This will be the last Campaign Newsletter before the National Cycle Network Celebrations, so although many details are yet to be fixed, we are outlining the latest position.

It is now ten years since Sustrans gained a Lottery Grant to develop the National Cycle Network, and 'somewhere' near Cambridge the 'ten thousandth' mile will be opened on Sunday 11 September 2005, hence the name 10 in 10 Cycling Celebration.

Image: Sustrans signs for National Route 11

Sterling efforts are being made by many to ensure that major sections of four routes into Cambridge are complete and signposted by that date. NCN Routes '11' and '51' cross in Cambridge. As part of that effort a Sustrans work camp will be completing a section of route 11 south of Ely over a three week period from 6 August. Volunteers are welcome over any period, even a day. Further details of this are available from Sustrans (www.sustrans.org.uk or telephone 0845 113 0065).

The major events will be on the Sunday on Jesus Green. The Grand Opening will be combined with an afternoon of family fun, including a bike try-out show, BMX displays, children's cycle races, a display and parade of vintage bikes, fairground rides and other activities for children. It will start at 12:00 and follow on from the Bridge the Gap charity walk in the morning. Victoria Avenue will be closed to motor traffic for the day.

Four major rides by Sustrans supporters will arrive, via the National Routes, on Jesus Green between 14:00 and 14:30 from Oxford, Wells-next-the-Sea, Ipswich, and London. An international contingent from the Continent will join the Ipswich group. If you'd like to join these rides over all their distance, please see details on the Sustrans web site.

We are asked if Campaign members will join these rides a few miles outside Cambridge for the final leg, We are suggesting that Girton, Waterbeach, Bottisham and Shelford would be good locations for us to join these longer distance rides. We would also like to have groups of cyclists coming en masse from other villages such as Fulbourn, Hardwick, and Histon to arrive on Jesus Green in advance of the main rides. If you would like to join one of these rides please let us know. We are particularly interested in those who could lead, and recruit others for such local rides from the villages.

Some of the National riders will be continuing, on the Tuesday, to ride on to Preston, where a Northern Celebration is being held the following week-end. We hope to give some of these dedicated cyclists, on their 'rest day', a conducted Good, Bad, and Ugly cycle ride around Cambridge. If you'd like to help with this, please contact us.

Interestingly, in the lead up to the events on Sunday 11 September, lots of activities are planned, by the Cambridge City Council and Cambridgeshire County Council, on the theme of travel for health, fitness and a cleaner environment as part of Exercise Your Choice week.

Finally on the Monday a national conference is being organised at Churchill College with the title Driven to Extinction: How transport policy can change the world.

This is organised by Sustrans and The Climate Group and is aimed at chief executives and equivalents from business and local authorities. At a price of over £200 per person, even for voluntary organisations and charities, we won't be registering for places, but as an important local group hope that we may at least be allowed to exhibit some display boards, giving the positive aspects of cycling in Cambridge.

Jim Chisholm

Stop Press Unfortunately it seems highly unlikely that the Shelford to Addenbrooke's section of NCN Route 11 will be complete by 11 September. Contractors have been available to start work but other contractual issues have caused delays.

Black and blue

From a Cambridge City Council press release.

Many of the current city cycle network signs are out of date and in a poor state of repair. City and County Council officers and members of the Cambridge Cycling Campaign have got together to agree a new system of signage for the city's comprehensive cycle network. This system will include blue signs for cross city routes, similar to the current signs, and black signs for both cyclists and pedestrians indicating useful local links. The old signs have been taken down and the new signs are going up beginning with signs for the National Cycle Network routes. All the new signs should be up by April 2006 and a new city cycle map will also be published to complement this new signage system.

No Entry except cyclists

Capital Park bus gate, Fulbourn

It is absurd. Local authorities are not allowed to say 'except cyclists' under a No Entry sign. They are supposed to go to expensive and sometimes less effective lengths to work around this diktat. Yet all over the country there are examples of the sign where the councils have decided that the Government's ruling is just as nonsensical as we think it is.

The thinking goes like this: No Entry signs (along with traffic lights) are one of the few signs that motorists actually respect. If exceptions are made, then the authority of the sign is reduced and motorists will cease to respect even the No Entry sign.

However, it is OK to put 'except buses' under a No Entry sign. So that argument is one of splitting hairs. Indeed in Cambridge, the No Entry Except Buses sign is used extensively at bus gates specifically because it carries more authority than any other possibility.

Norfolk Street, Cambridge

But why is it a problem? Streets like St Barnabas Road and Norfolk Street in Cambridge allow cyclists to go both ways but cars only one. But to achieve this they must put in an island so that the No Entry sign applies only to the carriageway to the right of the island, and a 'cycles only' sign which applies to the gap to the left of the island to make it clear car drivers can't use it. The road beyond the island is then notionally two-way.

This arrangement has some merits. It means that cyclists entering don't get confronted by cars in their path wanting to turn right. But it has lots of disadvantages:

Station Road, Histon

Cars often park up against the island making it physically impossible to use it (yes, they're not supposed to if markings are put in properly, but since when did that stop an inconsiderate motorist?).
It's expensive, compared to just signs and white paint.
It sometimes means an exception can't be made at all because while there is room for the cyclist to pass a car, there's not enough room for the island as well.

The alternative is to use the 'low flying motorbike' sign, which theoretically excludes motor vehicles but allows cyclists. But the distinction between 'motor vehicle' and 'vehicle' is lost on most road users, and many of those who don't deliberately flout the rules forgot what these more obscure signs in the Highway Code meant as soon as they passed their test. This signing was used at Hope Street and Bene't Street. It has been widely abused by motorists, and while allowing a through route for cyclists to be created, it still suffers from the confrontation problem.

No Motor Vehicles a.k.a. low flying motorcycles (cyclists are allowed): Bene't Street

The Dutch, who take a much more pragmatic and civilised approach to cycling, simply allow 'Except Cyclists'. However, though simple, this isn't actually a complete solution either, because of the confrontation problem mentioned above. But this is easily solved by marking a short contraflow cycle lane through the signs. Indeed this is exactly what was done informally at Malcolm Street years ago.

The intransigence of the Department for Transport is not showing signs of weakening. In a recent review of signing, they stuck to their guns on 'Except Cyclists'. Nevertheless we see the signs. There are quite a few around Cambridge on private property. But now there is one on a public road: the recent traffic calming at Station Road, Histon. No doubt a jobsworth lawyer will panic and remove it as soon as they read this for fear of getting sued by the driver who goes through the No Entry sign. But in fact this gap has been constructed with an island, so it doesn't actually matter here, unless parking turns out to be a problem.

Queen Street, Norwich

In Norwich, too, the pragmatists have prevailed. At Queen Street, a short street which is paved from wall to wall, pedestrian zone style, councillors originally refused two way access for cyclists as part of NCN route 1. Cyclists were supposed to use a longer, absurdly cobbled street in one direction. Recently though, Except Cyclists signs have quietly appeared under the No Entry (though route 1 is still signed along the cobbled alternative).

It really is so simple. Why does the DfT insist on making life so complicated?

David Earl

Toucan crossings for Victoria Avenue

Cambridgeshire County Council have held a public consultation on their proposal to change the two crossings of Victoria Avenue (for pedestrians and cyclists travelling between Jesus Green and Midsummer Common) into toucan crossings which cyclists will be able to cycle across legally. Cambridge Cycling Campaign has, of course, welcomed this change.

However, the details of the design for the change were far from satisfactory for cyclists. We submitted a formal letter of objection asking, among other things, for:

traffic islands sufficiently narrow to avoid the creation of pinch-points for on-road cyclists.
detector loops to change the traffic lights as cyclists approach over the commons.
removal of proposed kerb-side railings which create hazards for on-road cyclists squeezed against them by wide vehicles.
straightening of the northern crossing (close to the river). In the design cyclists were to be diverted along a shared-use length of pavement before crossing.
flush kerbs for cyclists not using the crossings to get on and off the road to use the paths across the commons.

As a result of our letter and another from a local cyclist, an on-site meeting was held attended by two signals engineers from the County Council, the local city councillor (Colin Rosenstiel) and representatives of the Campaign. After much constructive discussion many of the issues were resolved or partially resolved but the conclusions on three matters were, in a revised design sent to us, still unsatisfactory from the Campaign's point of view.

There is a pinch-point between the traffic island and the kerb at the northern crossing. The bus lane and traffic lane for vehicles going north will together be only 5.5 metres wide at this point. It is important to remember that if the guided bus scheme goes ahead, Victoria Avenue will be a major route for buses which are significantly wider than present Cambridge buses because of the non-retractable guide wheels protruding each side from the front axle.

It is unclear whether the detector loops will be installed.

The northern crossing would still be indirect and not straight-across. In the lead-up to the recent meeting of the joint county and city transport committee (AJC), councillors made clear their reluctance to accept a diverted northern crossing and asked the county officers to look again at the possibility of a straight alignment. Results are awaited.

The Campaign's position is very clear. We ask for a straight-across crossing with detector loops to match the Fair Street crossing of Maid's Causeway, the Gresham Road crossing of Gonville Place and the Burrell's Walk crossing of Queen's Road. To fail to provide such a crossing here would be a retrograde step.

Indirect crossings are unnecessary and have real disadvantages. They cause cyclists to lose momentum and they create conflicts with pedestrians. The argument used to justify the diversions is bizarre. Cyclists might otherwise, it is claimed, cause collisions by riding out in front of vehicles. This may, of course, occasionally happen, but it is no more likely to happen than at any of the ordinary road junctions which cyclists traverse on every journey.

James Woodburn

Cycling on the A14

An inquest on 30 June was told how 31-year-old Alexei Stepanov was killed as he cycled along the eastbound carriageway of the A14 near Dry Drayton on 13 December last year. His new mountain bike was hit from behind by a Volvo articulated lorry. Alexei was wearing a fluorescent yellow jacket and a helmet. He had red flashing lights on both his bike and bag. The Coroner, David Morris, said: 'Alexei was well marked and riding appropriately…' The lorry driver is apparently to be charged only with driving without due care and attention (from a report in the Cambridge Evening News on 1 July 2005).

Because of the very heavy traffic, the Cambridgeshire section of the A14 is not pleasant to cycle along and does not carry the number of cyclists that would otherwise be expected. In spite of the small number of cycle users compared with other local roads, cycle casualty figures are high. The figures in the table which follows were helpfully provided by Graham Amis of Cambridgeshire County Council's Environment and Transport Department.

Cycle Casualties on the A14

Year	Fatal	Serious	Slight	Total
1995	1	1		2
1996	1			1
1997		2	2	4
1998			1	1
1999	1	2	1	4
2001	1		1	2
2003		1	2	3
2004	1		1	2

Normally the Campaign advocates priority for on-road provision for cycling, but we feel that in the case of the A14 priority should be given to off-highway cycle paths. Here is the Campaign's response to the recent consultation on the future of the A14:

'Cambridge Cycling Campaign receives regular representations from members and other cyclists about the major problems of cycling along the A14 and the absence of satisfactory direct alternative routes.

'We ask that, whatever design is selected for the A14, proper provision is made to accommodate cyclists. In the case of the A14 we consider that off-highway cycle paths are needed along both sides of the road. They should be away from the highway, perhaps behind a hedge to give some protection from splashing, headlamp blinding and, of course, vehicle collisions.

'They should be constructed to the most recent standards for cycle paths, with particular attention to the need for adequate width and the proper treatment of junctions. They should be machine-laid with adequate foundations and provide a surface that is at least as good as the surface of the adjacent road.

'These cycle paths are essential because of the level of cycling in Cambridge and its surroundings. Here more than 25% of people cycle to work. This is much the highest figure in the UK and nearly twice as many as the next most popular UK cycling places such as Oxford and York. Cycling here is as important as public transport. We consider that it is unacceptable to provide direct roads for motorists unless equally direct ways for cyclists are provided alongside as they are in those parts of continental Europe where cycling levels are similar to those in the Cambridge area.'

James Woodburn

Haling Way

The towpath, or Haling Way, from Chesterton to Baits Bite Lock and on towards Waterbeach has now been resurfaced and is much better to cycle on. It is a compacted and gravelled surface rather than tarmac, so is probably not as long-lived. The towpath will form part of National Cycle Network route 11, which is already being signposted.

Cherry Hinton Road

The shared-use footway on Cherry Hinton Road past Cherry Hinton Hall has been resurfaced. However, all that was done was to apply the thinnest veneer of tarmac, so it makes the bumps more difficult to see but does only a little to smooth them out. This is still an abysmal example of old-style let's-put-the-cyclists-on-the-pavement shared use.

Cycling facilities on the cheap, part 1

A barrier on Newmarket Road near the Quy roundabout, designed to prevent motorists from driving into a ditch, presents a series of very dangerous sharp edges to the NCN51 cycle path behind it. Unlike drivers, cyclists are not protected from sharp edges by a cage of steel, and yet we find ourselves on the dangerous side of the barrier.

This problem has been apparent for some time now, and although a member of the Campaign specifically reported it to the Council nearly a month ago, no action has been taken.

Sharp edges on barriers at Quy

Capped posts on similar barriers in Kingston, Surrey

The second photo shows the solution used in Kingston. The posts themselves are still a danger, so a continuous barrier like the one on the motorist's side would be an improvement over plastic caps. What a shame that our councils don't think we're even worth the cheap way of hiding these sharp edges.

David Hembrow

Commentary

On learning that George Bush came to grief on a bicycle at the G8 summit.

Cutter Ferry bridge opened

The new, wider, cycle-friendly Cutter Ferry bridge was officially opened on 20 May by the then Environment and Transport portfolio holder at the County Council, Shona Johnstone, watched by the Director of Environment and Transport, Brian Smith. Member Simon Nuttall is among the first to use it, watched by Councillor Johnstone and Councillor John Reynolds (left).

How do I get to the station?

Two ways to and from the railway station used by cyclists are being closed temporarily.

Station bike bridge

Carter Bridge: closed for all of August

The Carter Bridge across the station between Rustat Road and Devonshire Road will be closed for all of August. This is so that the plastic panels and the flooring can be replaced — both desperately needed.

We were originally asked whether we preferred a full time closure for 'a week or so' or evening/night-time closure over a longer period. We said we'd prefer to get the pain over with: an evening closure over an extended period would hit regular users at those times very hard. But the full time closure has now turned into a whole month. We also said lots of advance notice is needed on the ground, and from a long way away, because that's where you need to make the decisions. Signs started to appear in the middle of July.

Mill Road Bridge: the official diversion, and the reason for building the bike bridge in the first place

The official diversion will be over Mill Road bridge (we have asked for various temporary changes to make this better — the full correspondence is on our web site). However, which way you actually go will be determined by start and end points. If you are in Cherry Hinton or northern Romsey, Coldham's Lane bridge and then via the Beehive Centre or New Street may be a good alternative. If your route takes you further north in Cambridge (or vice-versa), Coldham's Common, Newmarket Road bridge, Riverside and the commons might work for you. These are the only two routes that have crossings of the railway segregated from motor traffic. From the east and south, Hills Road bridge will probably be quicker.

Triangle short cut

The triangle site is securely fenced off now and workers were turning away cyclists when it first closed in early July

Work has started on building new homes on the 'triangle' site near Cambridge rail station. As a result the short cut between Hills Road and Station Road has been closed and fenced off. We are told that work will last for eighteen months, after which there will be a new access through the site.

In the longer term the whole station site will be redeveloped and as part of that it is likely that a new link for buses and cycles only will be formed between the foot of Hills Road bridge and the station. If the Guided Bus scheme gets the go ahead, there would also be a new link under Hills Road bridge from Long Road and Trumpington. However both of these are some years away.

David Earl

Bikes, barriers and breakthroughs

Twice a year the Cycle Campaign Network organises a conference for cycling campaigners. This year Jim and Jane Chisholm represented us at the Spring Conference.

Even if I had travelled to the CTC/CCN Spring Cycle Campaigns Conference at Godalming in Surrey and only stayed until the first tea break I would have considered my journey worthwhile. The only problem was the pang of conscience the Keynote Speaker, Mayer Hillman, inflicted on me for having made that journey by car. With the passion of an evangelist and the intellect of a first rate academic — he is Senior Fellow Emeritus of the Institute of Policy Studies and a prolific author — he argued his proposition that carbon rationing is the only realistic way for the world's population to limit damage from climate change. He is dismayed at politicians' lack of urgency in embracing his cause and has recently completed a book, commissioned by Penguin, entitled How We Can Save the Planet. All this sounds desperately depressing, but Mayer is such an enthusiastic and upbeat speaker that he left me feeling that, unlikely though it sounds, there is just a possibility that people could start to adapt their lives before it is too late.

Mayer is, of course, a keen cyclist, and has been so for over 60 years. Indeed, as he pointed out, if carbon rationing were ever to become a reality, the bicycle would become virtually the only mode of transport unaffected by it. (So Cambridge Cycling Campaign would probably have no need to exist in Mayer's world — you'd have to find a new excuse for your social events and I would have a husband who actually comes home in the evenings.)

Reality quickly set in. As Chair of the newly formed Cycling England, which advises the Department of Transport on the promotion of cycling, Phillip Darnton, former chief executive of Raleigh UK, asked for a budget of £70M. He received £5M. They have a great little slogan: More people cycling, More safely, More often. I suppose they could have added 'More money please.' Phillip's advice is to work in areas where there is a will and the numbers to make things work (tough luck if you are the only keen cyclist for miles around like the delegate I met from Cheshire). It will be interesting to watch the progress of this new initiative.

The remaining speakers represented a mix of local and specialist interests. Simon Pratt represented Sustrans, Sue Sharp transport for the disabled, Alex Sully and William Ward the highway engineer's point of view. Alix Stredwick runs a project on Cycling for Women in a deprived area of London. Here, women who cannot afford other means of transport to get themselves and their children out and about are finding their lives and their health transformed by their new freedom. Finally, Alec McCalden described the kind of difficulties experienced by the Godalming Cycling Campaign which probably represented the frustrations of many of the local campaigners present.

I am glad that the CTC has moved from its roots as a 'cycling for leisure' organisation to embrace local campaigns designed to promote cycling for all purposes. This is, of course, where CCyC comes in, along with campaigners who had travelled from all over the country. Unfortunately, we all agreed, it seems impossible to get through to officialdom that cycling can be more than just a leisure activity. There is little recognition of a suppressed demand for better and safer amenities. (People regularly comment to me: I would love to cycle BUT…) And in a world where spin and image are everything the case for cycling just does not seem to get through. With 30% of households nationwide having no car, the crumbling public transport system pricing itself beyond the pockets of many, much talk about the nation's health and of children having no exercise, add to that the issues of carbon output, one might be led to think that the bicycle holds the answer to a multitude of problems. Alas there is no Jamie Oliver of cycling to make this so.

An excellent evening meal had been organised at a local cafŽeacute; and the following day the organisers had arranged some long distance rides and a couple of local rides, one off-road and one covering some 20 miles of local roads and lanes. We signed up for the last, confident that, by cycling flat-out, we could keep up with what the CTC described as a leisurely pace. (Those pedalling the 150 miles to Stonehenge and back had already set out so there was, thankfully, no danger of confusion.) Our companions were friendly but bemused that Cambridge actually needed a cycling campaign! However they did wonder how we coped with the strong East Anglian wind, a problem I had never really thought about before. As we struggled up each successive hill I decided that at least every slope has its compensatory side whereas if I set out to work with a headwind it always seems to have changed direction by the time I come home. The leafy Surrey countryside, then full of rhododendrons in bloom, made the ride a delight.

I left full of enthusiasm and with my head buzzing with ideas for initiatives. Sadly, I thought, the speakers were addressing the wrong audience. I was already converted - but I do not have the skills, the status or the charisma to make any of these things happen. Godalming Town Hall should have been full of politicians, managers, spin doctors and high-profile entertainers. To make more people cycle more safely more often we need to give the cyclist credibility and decent facilities. And we all need to read Mayer Hillman's book.

Jane Chisholm

Pedestrian casualties on the footway or verge, Great Britain 2000-2003

Vehicle Involved	2000	2001	2002	2003
Motor Vehicle	3,445	3,507	3,432	3,453
Pedal Cycle	77	78	65	72

(from Parliamentary Question March 2005)

To put this into perspective, in 2004 there were some 35,000 pedestrian casualties, so some 10% occur after a motor vehicle has already left the road.

Doctors demand helmets — why shouldn't they?

At its conference in June 2005, the British Medical Association, ('the professional association for doctors') adopted a policy to lobby the government to make it compulsory for all cyclists to wear helmets. Go to their website and you find that the BMA are demanding helmets for journeys to and from school, all school activities involving cycling, and paper-rounds.

I believe that compulsory helmet legislation is the biggest threat to utility cycling in the UK.

Watching the progress of helmet compulsion legislation around the world it is not difficult to think that trying to stop it spreading is like King Canute commanding the waves to stop coming in. It's not happened here, yet, but the BMA's decision makes it much more likely to happen, and sooner rather than later. Unhelmeted cyclists have already lost their liberty — just try and find an image of them on any recent literature or website produced by government or local authority.

The compulsionists seem to have all the easy, emotive and 'obvious' arguments on their side. One proponent has talked of a child dying in her arms and claims a helmet would have saved their life. Although a helmet is only a 20mm layer of polystyrene the received wisdom of the general public seems to be that a helmet is bound to protect the rider from heavy traffic. Yet if you go on telly and say that helmets only protect up to 12mph the presenters make it seem like you want to hurt their children.

Police say compulsion would be enforceable

Anti-compulsionists are forced into a defensive position. Their arguments might be more scientific and accurate, but they're delicately worded. 'We're pro-helmet, anti-compulsion' is a complex position to explain. 'If you wear a helmet you're more likely to hit your head,' or 'helmets give a false sense of security, meaning you take more risks' these arguments don't wash with people. Arguments that articulate the reality of what it's like to ride a bike in heavy traffic are lost on an audience more familiar with congestion and resentful of the freedom that cyclists appear to enjoy.

If there are arguments for retaining the liberty of the un-helmeted cyclists then the anti-compulsionists had better find them and give them greater currency. Enforcement is one. Police say compulsion would be enforceable. Imagine the mockery they would suffer if they took the opposite view. But look at their record locally on cycle lights and cycle theft: in reality these issues are never a priority for the police and so are largely ignored. The law will work against cyclists; in an injury collision an insurance company will have a stronger case for making an un-helmeted cyclist liable.

I got into cycle campaigning because I wanted cycling to be safer and more practical. I stare at drivers about to emerge from side roads until they make eye contact. I constantly look over my right shoulder. I am realistic about the protection a helmet can offer. It appears doctors would now label me as irresponsible for not wearing a helmet every time I ride my bike.

Cyclists who oppose compulsion: 'well-intentioned Lycra-clad freedom fighters'

FOR: David Sinclair went against his BMA division's advice in supporting the BMA's motion:

'I was thinking of dropping this, it's a water melon, on the floor, to show how effective a helmet is but health and safety suggested that if the melon does splatter I've got problems... Cycling helmets, we all know, are effective cheap devices that save lives and cycling accidents. This is incontrovertible. The motion recognises we need to move along the road to compulsion some time in the future. This debate is about the rights and responsibilities of our society versus the rights and responsibilities of the cyclist in our society. It includes the loss of the cyclists' freedom if he is forced to wear a helmet versus the real risk of death or permanent brain injury if he doesn't. And the effect on friends and family and, indeed, doctors and healthcare workers who come face to face with the aftermath. I hope in the debate we do not get many nanny-state jibes from well-intentioned Lycra-clad freedom fighters. Remember, remember, the compulsory use of seatbelts was made law in 1981. As part of a caring profession you wouldn't want that law repealed. I also hope we're not told by jobbing career politicians of the surveys around the world showing accident reduction [sic] after helmets were introduced. Believe me, after the time this motion went in, I've been scouring the net and all the surveys are flawed in some way or another, mainly by confounding factors.'

AGAINST: Richard Keatinge said:

'Compared to the huge health benefits of cycling this motion may seem trivial, After all, there are relatively few deaths or injuries to cyclists. It may seem harmless, after all, how much harm can one centimetre of expanded polystyrene actually do? It may seem a useful protection, it's been described as uncontroversial. None of these things is true. Cycling is the best buy in health. Cyclists have a death rate about 40 percent lower than non cyclists. Obese cyclists are rare. Helmet laws — wear a lid or get off your bike — powerfully discourage cycling, especially among teenagers. Every enforced helmet law has been followed by a steep drop, of about 30 percent, in cycling. Helmet laws are a grave threat to health. Danger? Well, it's real. The hourly rate of injury is about the same for cycling as pedestrians and motorists. That's about one serious injury per 3000 years of cycling. Serious injuries are not that common and the majority of them are due to motor vehicles. One centimetre of polystyrene won't do you much good if you get hit by an HGV. No helmet law has shown any effect on the proportion of head injuries to cyclists. Helmets laws actually don't work.'

Simon Nuttall

Riverside Bridge gets go-ahead

The new bridge has sculptural grace

Cambridgeshire County Council and WhitbyBird, the company that won the 2003/4 design competition to build the new Riverside cycle and pedestrian bridge (see Newsletter 53), received planning permission for the new bridge in July, bringing it a step nearer.

The bridge links the former Simoco (Philips) site off St Andrew's Road, Chesterton, with Riverside, a few hundred metres east of Elizabeth Way bridge. The new bridge is sculptural and very graceful in its approach.

The applicants describe it like this:

There are two sculpted concrete rest 'pods' on the Chesterton access ramp of the bridge, one near the river bank, each 5.5m in diameter.

'The flowing curve of the 200m long bridge responds to the natural meandering of the river. With no sharp turns, steps or gradients steeper than 1 in 20, it will be fully accessible for all users to enjoy…

'The bridge approach ramps are segregated between pedestrians and cyclists, by a 100mm aggregate rumble strip. This separation is emphasised by a change of material in the deck surface over the Cam, where the pedestrian path is formed in lightweight perforated aluminium planks supported on cantilevered steel arms. The cycleway continues to have a resin-bonded gravel surface finish on a structural steel box deck. … As the bridge passes over the river the two decks split apart, allowing the dramatic steel arch to rise between, which is then spliced onto two concrete abutments on each bank of the river channel. The cycleway continues to rise to a highpoint over the centre of the channel, whilst the pedestrian route levels out, generating a level section which provides an excellent vantage down the river.

'The northern approach ramp reverses the sweep of the bridge. Its relaxed and organic curved shape reduces its perceived length. Seven asymmetric piers … support the deck, and two small circular 'buds' off the main route provide rest areas for pedestrians and cyclists. These elements have been designed in collaboration with artist / sculptors Judah.

Lighting will be located discreetly in the handrails.'

David Earl

Pictures by permission of WhitbyBird

Your crossings this month

Norfolk Street crossing on East Road

Councillors have approved a scheme to convert the pelican crossing across East Road between Norfolk Street and Burleigh Street to a toucan. The cycle gap at the entrance to Norfolk Street will be removed and the space used to widen the pavement and convert it to a shared cycle/pedestrian path for use by cyclists in both directions. The central refuge in the middle of East Road will be removed. Two Labour councillors, Blencowe and Carter, voted against the scheme, to our disappointment.

Cycle theft reduction project comes to an end

In 2000 a bid for funding succeeded to try to tackle the more than 3,000 cycle thefts annually in Cambridge (see Newsletter 33). Simon Nuttall was employed to co-ordinate the project until it finished earlier this year. David Earl recently interviewed Simon about the project.

David Earl: Three years ago we said the Cycle Theft Reduction project was almost at an end (see Newsletter 43) but actually it didn't then stop. What's happened since?

Simon Nuttall: Central Government funding came to an end, but the police decided to keep me on part time and funding was arranged through the bid partners, the Cambridge Community Safety Partnership, of which the Cycling Campaign is part. £11,000 in the first year and £5,000 in the last two years, plus my salary, was rather less than the earlier years, so we had to change focus. We could only install limited numbers of cycle racks, and spent more time on cycle coding and wall anchors.

DE: Wall anchors?

The Tusk wall anchor, as distributed by the Cycle Theft Reduction Project.

SN: Brackets bolted to walls which bikes can be locked to. I looked at six years of cycle crime statistics — 15,000 thefts — looking for houses where more than one bike was stolen from the same address. I wrote to all 700 or so of these and 200 of them took up an offer to have these devices installed. It was a very focused campaign to raise awareness that these devices exist. Most people were grateful to have them. About a quarter of bikes stolen are taken from gardens and sheds where people think they are safe. While the free scheme is no longer running, if anyone wants a bracket they can be bought from local company www.tuskstore.com (about £21).

DE: Up to 2002, there had been a third reduction in cycle theft. Did that momentum continue?

SN: Theft rapidly went back up to previous levels. It's very hard to link what the project was doing to what actually happens, though. For example, a prolific cycle thief was released from prison around the time the project changed and officers didn't seem to think the increase was a coincidence.

DE: Your focus was on theft reduction and recovery, for example with more racks, the Park Street cycle park, cycle coding and so on. But we've also seen reports that cycle thieves are also involved in other crimes. Do you think he police give enough priority to cycle crime, and is it taken as seriously as, for example, car crime?

SN: No, I don't think car crime is taken more seriously. But the police don't work like that: they target offenders rather than crimes and look for information which links offenders to the crime. Some people can become specialists in bike theft and establish a supply chain. What helps the police is hard evidence. People often don't know what kind of bike they have, or even the colour, but if the police find a person with a bike they can recognise from the description then they can do something about it — which is why security coding helps. It's difficult for the police to commit officers to focusing on cycle theft because, quite rightly, they will always prioritise crimes against the person before property. So the message has to be that cyclists have to do as much as they can to avoid being victims of crime.

DE: 3,000 thefts a year must be a significant proportion of the Cambridge bike population (SN: about 3% at a guess). What do you think happens to all of them? Do they just circulate around the community?

SN: With a lot of thefts what you should do first is go round your area looking for your bike — often thieves just take it a hundred yards up the road and give up. Not much evidence is left at the scene — a cut lock is often taken away with the bike. Nearly all of the information about circulation of bikes is anecdotal — occasionally one surfaces on a London market stall, a van stopped on the M11 is found full of bikes or a police visit for another reason reveals a back garden full of them.

I tried hard to look for patterns in the data but couldn't find hard evidence of any. Speculatively maybe a third are sold, a third dumped and a third disappear into the ether. But the main conclusion is that we simply need to have more secure places to leave bikes. I'm pleased that two secure cycle parks opened while I was working at the police, and soon with the Grand Arcade development there will be a third. But more needs to be done about cycle parking in residential areas (see Newsletter 60)

Simon Nuttall, formerly Cycle Theft Reduction officer, with his collection of bikes.

DE: Based on your experience in this job, what's the best advice for individuals to keep their bikes safe? Are some places notably risky to leave a bike?

SN: Don't leave your bike at the railway station or the bus station! It's hard to get anything done at the rail station because it effectively has planning blight, though of course we now have a secure cycle store at Station Cycles and I'd advise using it. One school student who leaves his bike at the bus station to catch a bus to Comberton has had three bikes stolen from there. There needs to be a secure storage facility at the bus station, underground if necessary. It's an investment in the community, and the cost of crime is much more than just the value of the stolen property.

Individuals need to buy locks which are most convenient to the user and least convenient to the thief. At the moment Cambridge people seem to do it the other way around. If it is more convenient you're more likely to lock your bike. The most convenient are those always attached to the bike. Toughened steel and independently tested locks are least convenient for the thief. Oh, and don't get attached to your bike.

DE: But if you only have a £50 or £10 bike, surely it's unreasonable to expect someone to pay £30 for a lock?

SN: Yes. People should expect to pay say 20% of the value of the bike on security measures, including coding. It might seem rash to say this, but I don't always lock my bike, but I always make a risk-assessment as to how likely it is to be stolen. In the time I've lived in Cambridge I've yet to have a bike nicked, and it'll be embarrassing if I do.

DE: Is there a place for a continued project of this kind, or has it run its course?

SN: The police need data to help catch thieves so a technology based project might help. Consider a reliable reporting system via the Internet that bike shops could use to check potentially stolen bikes against. But it would have to be reliable.

I wouldn't want to continue with the project myself, though we learned a lot from it. My experience tells me that bikes will always be vulnerable and local authorities and planners especially need to be a lot clearer in what they mean by secure cycle parking, and to be a lot more generous in providing it, especially in places like Cambridge, if cycle theft is to be reduced significantly.

DE: Did you ever come into contact with thieves in the course of your job, and what did they have to say?

SN: No, not really, but the police are continually faced with people who do nothing but lie. It's no wonder that they don't always believe what you tell them! And the administration of a cycle theft is often not a very productive use of police time.

Cambridgeshire police recently announced that they would be running a three-month long 'intelligence led' approach 'to root out those people who are taking advantage of the city's cyclists'. They will be approaching people selling bikes through car boot sales, from gardens or over the Internet to verify that the bikes for sale are not stolen.

David Earl

Put some 'spring' into your lights this autumn

This is all you need (with enough foam for about a hundred lights!).

I've often found that after several years use my battery lights become unreliable and may dim or go out even with good batteries and clean contacts.

I've decided that this is because with all the banging and bumping they get on Cambridge roads and paths the spring contacts that hold the batteries become weakened and no longer make good contact. In the past I've tried 'bending' such contacts, but this risks breaking things and does not provide a permanent solution.

I've just been told of another method: cut up a small piece of plastic or rubber foam and squeeze pieces of it behind the contacts to give them an extra 'push' to make good electrical connection.

I'll be using this method on both our CatEye front lights that have started to give trouble.

A couple of minutes work and your light is rejuvenated.

Jim Chisholm

Oxford and Cambridge Cycling Survey

We reported on the Oxford and Cambridge Cycling Survey earlier this year, in Newsletter 59. The survey was commissioned by Oxfordshire County Council and conducted by Dr Ian Walker from the University of Bath in Spring 2005. Dr Walker's report on the survey has now been published.

A total of 4,771 responses were received, 2,433 (51%) from Cambridge and 2,338 (49%) from Oxford. More men responded (54.4%) than women (45.6%). Oxford residents appear more likely than their Cambridge counterparts to use a bicycle as an end in itself, reporting substantially more recreational riding and racing.

The survey sought to understand respondents' experiences of cycling, their types of bicycles, care of bikes, handling of bikes, experiences of riding in traffic, experiences of accidents and general ride behaviour.

The key findings reported are:

Close to 5,000 people returned a survey form. The peak age range of respondents was 21–30.
The most common reasons for bicycle trips were commuting and shopping.
The longest journey a person regularly made by bicycle was, typically, 3.3 miles.
The clear majority of bicycles were traditionally framed, with derailleur gears, rim brakes, and battery lamps front and rear.
Men were substantially more likely than women to carry out routine maintenance on their bicycles.
One-third of respondents had experienced an accident in the past year, 72% of which resulted in no actual injury.
61% of seriously injurious accidents (and 93.8% of all accidents) were not reported to authorities. Even for serious accidents caused by a motorist, less than one-third were reported.
Women have been found more likely than men to experience certain types of serious accident; accordingly, they reported being substantially less able to look back over their shoulders and to tell when it is safe to pull into traffic.

The report makes a number of infrastructure recommendations:

Drop kerbs should be flush with the road surface

The skidding risk for single-track vehicles should be reduced through careful placement of metal road surfaces.
Research should be carried out to investigate higher-friction alternatives to the smooth metal finish currently employed on inlaid road fixtures.
The need for cyclists to cross kerbs should be minimised.
Drop kerbs should be flush with the road surface.
Routine maintenance should be given a higher priority in the promotion of cycling.
Highways maintenance authorities should set up systems for the public to report damaged road surfaces.

It also makes a number of training recommendations:

Cyclists should be warned of the risks posed by inlaid metal road surfaces
Cyclists should be warned about crossing dropped kerbs
Research should address the gender difference in moving-to-the-right accidents

The 19-page report, and a summary of it, are well worth reading. They can be found at www.oxfordshire.gov.uk/cyclingsurvey.htm

Given this work's focus on eventually understanding bus/bike interactions, I felt that one key omission from the report was any statement of levels of bike and bus usage in either city. It is my experience that Oxford has much higher levels of bus use than Cambridge, whereas Cambridge has much higher levels of cycle use than Oxford.

The researchers will now carry out observation of cycle–bus interactions on the roads in both cities, and they will also interview bus drivers from Oxford Bus and Stagecoach to learn about their experiences on the roads.

Clare Macrae

Employers invited to take a stand

Cycle friendly employers across Cambridgeshire have received a share of an £8,000 cash boost to provide bike facilities for their staff. Clare Macrae, Chair of the Travel for Work Partnership, handed over the money provided by the 'Take-a-Stand' initiative, to five local employers at a special ceremony held on Thursday 23 June.

The five employers, including The Drug & Alcohol Service, East of England Development Agency, University Department of Engineering, Cheffins and Bidwells, were all successful bidders to the 2004-05 'Take a Stand' scheme, which is run by Travel for Work. 'Take a Stand' distributes matched funding to local employers wishing to improve the lot of cycling commuters by providing modern cycle parking. The money comes from Cambridge City Council's Sustainable City Fund and Cambridgeshire County Council's Local Transport Plan funds.

From right to left are Muriel Halliday, Cheffins Commercial, Karen Pinder, East of England Development Agency, Clare Macrae, Chair of Cambridgeshire Travel for Work Partnership, Alan Moggridge, University Department of Engineering and Jonathan Barker, Marshall of Cambridge Ltd.

The 'Take a Stand' scheme is currently inviting more companies to bid for a share in £9,000 to improve cycling facilities. Bids can be submitted until 12 August 2005.

The latest handover of funds took place in front of a recently completed block of new cycle stands at Brookfield Hospital, Mill Road in Cambridge for The Drug and Alcohol Service.

Lesley Anderson of EEDA said, 'The grant will allow us to put in some good new stands; they will really encourage more staff to cycle to work.'

Clare Macrae said, 'Travel for Work is delighted to help employers in this way. We are here to support local employers who encourage staff to commute in healthy and environmentally friendly ways, whether by public transport, car sharing, walking and of course cycling. Take-a-Stand is just one of the practical things we can do to help.'

Employers wishing to bid to this year's scheme, or find out more about Travel for Work, should contact Lindsey Rushmore, Project Officer at Travel for Work on (01223) 712455 or email info@tfw.org.uk

Cambridgeshire Travel for Work Partnership is a partnership of ten local organisations: Addenbrooke's NHS Trust, Cambridgeshire Chamber of Commerce, Cambridge City Council, Cambridge City Primary Care Trust, Cambridge Cycling Campaign, Cambridgeshire County Council, the Council for the Protection of Rural England, Government Offices for the East of England, South Cambridgeshire District Council and the University of Cambridge.

Lindsey Rushmore

The cheapest helmet is the best

Which? magazine has tested cycle helmets (July 2005). They chose fourteen helmets for testing including some of the best-selling models from both well-known and a few lesser-known manufacturers. Prices ranged from £14 to £60. The surprising result is that the best helmet is the cheapest, the Canyon Cruz costing £14. It's quite light but is better than the others for both shock absorption and ventilation. The full report can be read in the Central Reference Library, Lion Yard (open until 7pm).

James Woodburn

We reported on availability of this helmet in Newsletter 62.

Campaign Diary

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

August
Mon 1		The Cycle Bridge at the station will be closed all month, for a half a million pound facelift. See article on page 8.
Tue 2	7.30 pm	Monthly open meeting and extraordinary general meeting, Friends' Meeting House, Jesus Lane, at the Park Street junction. (Tea/coffee, a chance to chat, and for us to introduce ourselves to new members for the first half-hour. The meeting proper starts at 8pm.) The EGM is to elect a new committee member — see page 2.
Fri 5	8.30 am	Newsletter 61 review and planning for 62, over breakfast. Contact us for the location.
Sat 6	10 am	Campaign members are invited to join the CTC short ride, about 15 miles at a gentle pace, with a coffee stop. Meet at Brookside; contact Joseph Sugg: joesugg72@yahoo.co.uk (01223) 570490.
Mon 15	7 pm	Campaign social meeting at CB2 café, 5–7 Norfolk Street.
Sat 20	10 am	CTC short ride. See 6 August for description.
Sun 21	1 pm	Trailblazing ride to discover the area towards Wicken Fen where a regional landmark 'Bridge of Reeds' may be built in the next few years. The route will follow the river to Fen Ditton, and after a short off-road section to Anglesey Abbey for refreshments. Returning via some more short off road sections to the river at Baits Bite lock and back into Cambridge on the newly resurfaced towpath. We shall ride at a leisurely pace and won't leave anyone behind.
September
Tue 6	7.30 pm	Monthly open meeting, Friends' Meeting House, Jesus Lane. For a description see 2 August.
Sat 10		Newsletter 62 deadline. Please contact editor if you would like to write an article.
Sat 10 — Mon 12		Grand Opening of the National Cycle Network will be in Cambridge. See article on page 3.
Sun 25		85 mile sponsored Oxford to Cambridge Bike Ride in aid of the British Heart Foundation. See http://www.bhf.org.uk/oxcambike for details.
Wed 28	7.30 pm	Newsletter 62 envelope stuffing, at the Baby Milk Action office, 34 Trumpington Street. New helpers would be very welcome.
October
Tue 4	7.30 pm	Monthly open meeting, Friends' Meeting House, Jesus Lane. For a description see 2 August.
Fri 7	8.30 am	Newsletter 62 review and planning for 63, over breakfast. Contact us for the location.

Your streets this month

Cycle contraflows get go-ahead

Councillors have supported proposals to convert a number of one-way streets in Cambridge to allow two-way cycling. These streets will be made into two-way streets with an access restriction at one end to prevent motor vehicles entering. The streets concerned are all in the Petersfield and Newtown areas:

Willis Road and Mackenzie Road (no motor vehicles signs will be introduced at the Mill Road end)
Kingston Street (The planting box at the Mill Road end would be removed to allow a cycle slip to be constructed.)
Mawson Road (cycle slip at the Mill Road end)
Covent Garden (no motor vehicles signs at the Mill Road end)
Panton Street (cycle slip at the Lensfield Road end)
Brookside (no motor vehicles signs at the Pemberton Terrace junction)

Panton Street

Covent Garden

Formal consultation will take place in September, with any objections being considered by councillors in October. In addition to these changes, councillors have confirmed that Wheeler Street (behind the Guildhall) will become two-way for cyclists as part of the Grand Arcade scheme.

Your bridges this month

Improvements for cyclists using Hills Road Railway Bridge have taken a step further following the approval by councillors to take four alternative schemes to public consultation. The alternatives are:

Hills Road railway bridge

Converting the existing pavements to shared-use pavement cycleways. These would be 2.44m wide, shared by cyclists and pedestrians.
Removing the central reservation and using the space saved to allow the provision of slightly wider shared-use pavement cycleways. These would be 2.9m wide, shared by cyclists and pedestrians.
Widening the bridge on the east side to allow cycleways on each side to be provided which are separate from pedestrians. The one on the west side would be 2.75m and would be intended to be used by cyclists in both directions to help cyclists wanting to turn right to Homerton Street. The one on the east side would be 1.7m and intended for use by cyclists in one direction only.
Constructing a new structure for pedestrians on the west side of the bridge. As with option D this would segregate cyclists and pedestrians with cycle path widths of 1.75m on the west and 2.44m wide on the east side. In this case there would no provision for cyclists turning right into Homerton Street.

Consultation with stakeholders including the Cambridge Cycling Campaign will take place in August. Public consultation is expected in the autumn.

The proposed 'Bridge of Reeds' (courtesy LDA Design)

A quasi-official organisation called Landmark East has announced plans to construct a new cycle/pedestrian bridge called the Bridge of Reeds across the A14 east of Fen Ditton. The new bridge is intended to be a striking landmark for drivers passing underneath and is on the line of the old railway line between High Ditch Road and Lode. The design is described as a 'dramatic 177ft tall sculpture inspired by the wind blown reeds and flights of birds of the East of England landscape.'

At present such a bridge wouldn't lead to anywhere that a cyclist would want to go: the railway trackbed is not currently a cycle route and past efforts to persuade landowners to allow cycle access through the area have been unsuccessful. Nevertheless there are long-term plans to establish the area between here and Wicken Fen as an area of nature conservation and it is intended that a network of paths and cycle routes will emerge in time.

We've been shown engineering drawings for the proposed replacement bridge at Sheep's Green. The width is 2.75m between handrails and the height is less than a metre greater than the old one. Approach ramps and spans give a gradual slope much better suited to cycling than the existing arrangement. This bridge is costing more than expected meaning that some other 'South Cambridge' cycleway improvements (see Newsletter 59) are likely to be delayed.

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 8.00pm at the Friends' Meeting House, Jesus Lane, Cambridge.

Elected Officers 2004–2005

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

Co-ordinator — Martin Lucas-Smith

Liaison Officer — Clare Macrae

Membership Secretary — Dave Earl

Newsletter Editor — Mark Irving

Treasurer — David Dyer

Stall Officer — Paul Tonks 07870 441257

Press Officer — James Woodburn

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

Acting Secretary — Martin Lucas-Smith

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: (01223) 690718

http://www.camcycle.org.uk

E-mail: contact@camcycle.org.uk

This newsletter is printed on recycled paper by Victoire Press, Bar Hill.