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Newsletter 63 (December 2005 / January 2006)

County Transport Budget 2006-2011: 77% for roads, 22% guided bus, rail and 'other integrated', 0.6% for cycleways, footpaths and safer routes to school

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Contents:

Letter: Romsey shame
Sheep's Green bridge collapses
Corn Exchange Street cycle contraflow: Victory at last!
Illegal and dangerous deliveries and some small progress
Seasonal Social
No entry except cycles (again)
Design Guide... what design guide?
Milton Road
The AGM 2005
Southern Fringe: Some projects under way
Spokes-person
Street talk: Argyle Street-Charles Street
Cambourne cycling
Lyon's corner: Velo Ville - Bike Project
Cycling facilities on the cheap, number 4
Sustained action
Down in the street
Victoria Avenue
"Flashing legalised"
Other campaigns
Promoting gridlock: Better cattle grids
Your streets this month
About the Campaign
Elected Officers 2005-2006
Contacting the Campaign

Letter: Romsey shame

The Editor welcomes letters for publication. They represent their authors' own opinions, rather than Campaign policy, even when written by a Campaign committee member.

Simon Nuttall's article in Newsletter 60, 'Riding a bike in Romsey Town' really hit the spot and was, for me, easily the best article published in the last few years in the Newsletter. It really highlighted the ridiculous situation which now exists in Romsey.

Cars permitted to park on pavements in Romsey cause problems for everyone

Legalisation of pavement parking is an absolute disgrace. Pedestrians are given a space of just over a metre which in practice is further reduced by vehicles parking over the lines (never enforced) and wheelie bins, as the photo shows. The wide-scale provision of parking for cars but virtually none for cycles is utterly discriminatory, and where cycles are parked against houses (the only place available to them) it appears that the bike, rather than the car, is what is in the way.

So what is the solution here? Firstly, we have to start with policy which sets an expectation in the medium term that car drivers should not expect that a space to park will be provided.

In practice, over time, the council needs gradually to reduce the amount of car parking so that parking legally becomes one-side only. This would also offer an opportunity for a small percentage to be converted to much-needed cycle parking. People moving into the area would gradually realise that car parking is not necessarily available, and that parking in other areas illegally would result in ticketing. There are areas elsewhere in the city more suited to car ownership.

It is outrageous for the council nefariously to facilitate so actively in Romsey such high levels of car ownership, in an area which is so ideally suited to car-free living. Houses are densely spaced (meaning shorter journeys), the area is near the city centre, pleasant and practical walking and cycling ought to be possible, and there remain many local amenities nearby, particularly along Mill Road.

The car is overtaking the woman walking in the road because the pavement is blocked.

At present, car owners are getting an extraordinarily generous gift of parking, as would be obvious if the area used for car parking were to be costed at the same rate as the (high) land values of the housing next to it. Furthermore, if car owners were required to pay for (the actual cost of) new garage space in the area, I predict that car ownership would decline within a few years such that pedestrians might have their space returned, because it would necessarily be expensive to provide.

Quite frankly, I am amazed that the current situation hasn't resulted in a challenge under the Disability Discrimination Act by pedestrian groups. It is an outrage that pedestrians here are treated as being at the very bottom of the rubbish heap in Romsey.

Anyone who finds the situation as appalling as Simon and I do really must write to the Councillors for the area to demonstrate that there are people other than car owners whose views need to count. As a first step, small numbers of car parking spaces should be selectively replaced with cycle parking in areas such as around the pubs, and specific proposals could perhaps lead to action.

Martin Lucas-Smith

Sheep's Green bridge collapses

Well it hasn't actually collapsed but we might have been better off it had! The headline on the front page of Newsletter 59 was 'New Sheep's Green Bridge promised.'

Last year, Cambridgeshire County Council was given a large grant (Growth Area Delivery Grant) of money for cycling infrastructure improvements in 'South Cambridge'. The list of proposed projects was passed by the County's Cabinet and then the 'Area Joint' Committee following somewhat brief consultations with the public and stakeholders. One of these was to replace the Sheep's Green bridge, which is only 1.2 m (4 ft) wide, and to provide ramps rather than steps up to it. The Campaign strongly supported the bridge improvements, but had concerns that other money was to be spent 'upgrading' pavement cycle paths, with nothing spent to improve conditions of cyclists on the road. See: www.camcycle.org.uk/campaigning/letters/2005/NA05004aSouthCambridgeCycleways.pdf

In July we had sight of the proposed drawings for the new bridge and approaches, as did other local groups. The bridge was wider, but it was also higher, bigger, and longer, with new 'approach' spans of tens of metres with high balustrades. Several local councillors and local groups took strong objections to the design and the intrusion into the area. The escalating cost was also giving concern to council officers who could see the grant not even being big enough for just the bridge.

Why does a bridge here cost so much?

The bridge proposed by the County Council's consultants, W S Atkins, has a span of 25 m (82 feet) rather than 64 feet of the original. As a rule of thumb the cost of just the span is proportional to the square of the length, so a 25 m span would cost nearly twice the cost of a direct replacement, and of course a 25 m span won't fit on the old foundations. Such bridges are also now required to take heavy loads, more in fact than double decker buses parked end to end! The requirements are for a 'crush' crowd of people with a safety factor of 1.7.

This steep ramp would be replaced

Then there is the 'approach'. Currently that has steps, and for cyclists and the disabled a slope of not greater than 1:15 is required. Any change here requires this, but because the proposed bridge was about a metre higher, the approach slopes would be some 30 m longer. If these were 'earth ramps' they would act as a 'dam' in times of flood flow, and the Environment Agency was not happy, nor would those in Newnham whose houses flooded. So approach 'spans' are proposed, but 'Highway' standards require a balustrade 1.4 m high where cyclists are permitted, and gaps must not permit a small child to get through, even if the fall is only one metre onto a grass surface. So we have approaches that are more intrusive than the existing bridge.

But there is still a problem of access. Heavy lifting gear and huge lorries would be needed to lift out the old span (we were told), and later to lift in this new one.

This requires a temporary road, possibly 500 m long, over a sensitive area.

As you can see it all adds up!

So what is happening now?

The money has to be spent this financial year, and a new proposal is on the table just to improve the approaches to the existing span. Even this is costed at £250 000. We are concerned that the approaches are less than the recommended width and will cause yet more congestion adjacent to the existing narrow span, and that when the bridge is eventually replaced the approaches will need reconstructing!

The bridge itself would stay for the present

We know that other interest groups are not happy with the new proposal, and the Campaign is very unhappy with a proposal using £250 000 of cycleway money that does not improve facilities for cyclists.

We are hoping that a meeting will be arranged to bring interested parties together, and that we may get approaches suitable for cycling, that are not intrusive, and do not prejudice a new bridge at a later date.

Would there have been an alternative?

We asked the Bridge Engineer at Sustrans for his advice, and also asked others. The existing bridge is bolted together in sections with the largest weighing little more than two tons. A simple 'off-road' crane could be used for removal and transport to the road. A simple 'bowstring' arch of the same span as the existing bridge but wide enough for both pedestrians and cyclists would cost about £25 000 to manufacture.

If constructed in sections (two sides, bracing, and deck) a similar crane and method could be used for assembly. Such a bridge would carry a load of 50 tons! No doubt the foundations would require widening and strengthening, but modern 'mini-pilers' such as are used for 'underpinning' work on houses, could easily access both sides.

Ironically when I first looked at this bridge a number of years ago I thought a major obstacle to upgrading was the duct of telephone cables secured to one side. Moving such services without disruption can be very expensive. I now find that these cables are redundant and present no problem at all!

Jim Chisholm

Corn Exchange Street cycle contraflow: Victory at last!

After much lobbying and advocacy, a petition, innumerable meetings and letters, Cambridge Cycling Campaign has succeeded in persuading Cambridgeshire County Council to install a cycle contraflow in Corn Exchange Street and Wheeler Street.

The contraflow is essential for the viability of the 500-space cycle park at present under construction in the Grand Arcade development and will also provide an important new on-road route from the Guildhall and the Market Square area more generally to Downing Street and beyond. Obtaining this contraflow is, we believe, one of the Campaign's most important achievements in its ten-year history.

Against the flow: Contraflow cycling (still illegal) as Grand Arcade work proceeds

But the task is not yet complete. Now that the contraflow has been agreed in principle, we shall be seeking additional improvements to its design beyond those already accepted. We are particularly concerned about the design of the cycle entrance and exit from the Grand Arcade cycle park. We have not so far seen any proposed layouts for these. There will be difficulties because space is limited.

It is very important to recognise that, although we have succeeded in obtaining the contraflow lane, it can never be a high-quality cycle facility. Because of the constraints of the site, the contraflow lane will be narrow and awkward to use. Care will be needed to use it safely. We believe that the planning process has not worked well in this instance. There does not appear to have been effective coordination between the City Council planning authorities and the County Council transport authorities. The Grand Arcade building should have been set further back to provide sufficient space along Corn Exchange Street not just for cyclists but also for pedestrians.

James Woodburn

Illegal and dangerous deliveries and some small progress

In recent years I've been concerned at the number of goods vehicles that flagrantly break 'loading and unloading' restrictions (normally only peak hours) as well as those regarding mandatory cycle lanes (MCLs). Obstructions, so caused, are a common topic on the Campaign's e-mail discussion list. Cyclists will be at increased risk when attempting to pass such illegally stopped vehicles, especially when they are forced to leave the partially protected environment of a bus or cycle lane. When approached most of these drivers simply (or not so simply) say 'I've a job to do'.

Seen the trailer?

I had hoped that some action might have occurred under Work related road safety, a Health and Safety Executive (HSE) programme. This programme resulted from the realisation that about half of all road crashes involve someone who is 'at work'. An expansion of this initiative could have resulted in investigation of some incidents by the HSE, just as if the incident had occurred within a workplace. This initiative has not quite stalled (see www.hse.gov.uk/roadsafety/).

I then hoped that the introduction of Local Authority Parking Enforcement (LAPE) might mean a step change in the amount of enforcement, and that 'compliance' with the law would rise.

Unfortunately there is not an infinite number of attendants, and compliance levels are still low. As regular readers will know, there is also the added complexity that Parking Attendants currently have no power to issue tickets for contravention of regulations regarding MCLs.

An acceptable risk? The 'tick' on the kerb clearly indicates an unloading ban.

I'd expected that 'white van man' would disregard loading restrictions, but it is clear that many large national concerns, including distribution companies, shop chains, and parcel delivery organisations, have no effective system to regulate deliveries such as to keep within the law. As long as supposedly reputable companies are seen to disregard the law, it will be regarded as 'an acceptable risk' by other sections of the road transport industry.

Managed delivery cycle: During the day in the Downing Street contraflow cycle lane.

Last year, over a short period, I noted contraventions and details of vehicles on trips up and down Hills Road to and from work. For a number of large national concerns I rang, asked to speak to the transport manager concerned, and complained. Some said they would speak to the driver, some were unavailable, and a few were downright rude. None acknowledged the need to have a system in place to control such incidents.

Although not scientific, I noticed no reduction in incidents by such firms.

Why bring this up now? Two instances of illegal action, and two almost opposite outcomes.

Early in October, one lunchtime I saw an HGV trailer (20+feet, 16 tons GVW) left unattended in the contraflow cycle lane in Downing Street, I returned with a camera to find the lorry being re-attached. The driver said he had been delivering in Lion Yard and there was no room for the trailer. There were no obvious markings or telephone numbers on the combination. He left being uncooperative.

The Freight Transport Association has produced a booklet ...
Loading and Unloading: an FTA compliance guide

Following more complaints from members, I took another look at Hills Road, saw more national names illegally unloading, and had more unhelpful phone replies. I then phoned the Freight Transport Association (FTA). They have recently produced a 'London Delivery Pack' including Penalty Charge Notices for Loading and Unloading: an FTA compliance guide.

We've been sent a pack, and one for more general use within the UK is in draft. I was a little disappointed to see little mention of the safety implications of illegal unloading. But on the A6 folded card for issue to drivers it does specifically list MCLs as locations where you must not stop to load or unload. The Campaign will write to the FTA welcoming the initiative, and make some comments about the draft for UK use.

Lane discipline

So what about that big trailer? Well it was there again one day in the first week of November. In the contraflow cycle lane in the busiest part of the day (9 am) with cyclists rushing to lectures using the pavement and squeezing through on the 'wrong' side of the road against oncoming lorries!

I rang the police, and took the names of several people, including a councillor as possible witnesses. I then discovered that the lorry had again left its trailer but had subsequently broken down. With the help of Lion Yard management staff I discovered that this vehicle often delivers, but usually at night, and always leaves the trailer in the cycle lane!

I've followed this up with the police and am horrified that they don't propose to take action 'as the vehicle had broken down', despite the fact that the trailer must have been left illegally (and without lights) BEFORE the lorry broke down, and that apparently the driver has admitted that this is his normal practice.

Jim Chisholm

Seasonal Social

Join us for this year's seasonal social at CB2 café, 5-7 Norfolk Street, on Monday 19 December, from 7pm. CB2 has pleasant surroundings and excellent food and drink. All members are welcome.

(It would be helpful if you plan to come to drop us a quick line in case we need to increase the booking size. That said, please do come along either way!)

Martin Lucas-Smith, Co-ordinator

No entry except cycles (again)

Shortly after the General Election, we wrote to Cambridge's new MP, David Howarth, covering a range of strategic cycling issues which we hoped he would pick up on in his work.

Our letter to him is available on the Campaign website at www.camcycle.org.uk/campaigning/letters/2005/#C05013 or upon request from our usual contact details.

Which makes more sense?

**'No Entry Except Cycles'** (a sign in a development which is actually not allowed and where the plate had been turned around 180º by someone!)

Stunt sign: **No Motor Vehicles** a.k.a. low flying motorcycles (cyclists are allowed) as seen above in Benet Street

Among the issues we raised was cycle exemptions from one-way streets, specifically our belief that an 'Except Cyclists' sign should be considered acceptable underneath a 'No Entry' sign.

We are delighted to hear, therefore, that David Howarth on 1 November this year tabled a Written Question in the House of Commons on this very subject.

'To ask the Secretary of State for Transport what the reasons are for his Department's ruling that Cambridgeshire County Council may not decide whether it should install signs saying No Entry Except for Cyclists or No Entry Except for Buses but must follow a central standard.'

However, the answer given, by Karen Buck MP, Parliamentary Under Secretary of State, was typically disappointing and nondescript:

'The design and use of traffic signs is specified in national regulations so that signs will be used consistently and safely. No-entry signs are safety critical signs that are used with physical barriers or to prevent conflicts and collisions between opposing streams of traffic. The combination with "Except buses" plates has been permitted for contraflow bus lanes in one-way streets or other bus-only facilities that it is clearly not appropriate for other vehicles to use. We do not believe that cyclists should be encouraged to cycle past no-entry signs, and the use of "except cycles" plates with no-entry signs is specifically prohibited by the Traffic Signs Regulations and General Directions (TSRGD). There are other sign designs available to indicate routes that cycles and buses, but not other motor vehicles, can use.'

Sadly, this answer fails to recognise the fact that such alternatives are routinely misunderstood by motorists and other road users.

We believe that self-explanatory signs, rather than signs which few understand, are more likely to lead to higher levels of compliance. Sadly the Department for Transport seems to disagree. Other countries seem to have provision for No Entry Except Cyclists, with few problems.

Nor does the answer cover the obvious inconsistency which exists between buses and cycles.

We hope that David Howarth and others will continue to press the Department for Transport to resolve this anomaly and resort to common sense.

Martin Lucas-Smith

Design Guide... what design guide?

Over many years, Cambridge Cycling Campaign has had great difficulty in getting cycle facilities designed, constructed, and maintained to what we consider acceptable standards. We've always faced the problem that in many areas of road design there are apparently 'standards' which must be met, but for most cycle facilities there is just 'guidance' such as Cycle-friendly Infrastructure (CFI)

In earlier Local Transport Plans there was a commitment to specify a 'Local Design Guide' but although drafts were produced no final version appeared. Cambridgeshire County Council was criticised in a report by the (now defunct) English Regions Cycling Development Team for its failure to meet such commitments.

The lack of such a document gives us and other agencies much difficulty; for example, what does a planning authority tell developers about 'standards' on major new schemes? With major urban expansion around Cambridge it will be vital to embed good standards for cycling provision into the planning guidance.

It is not just a local problem. Two sets of Government documents to which reference might be made are both over a year late! Both the Manual for Streets (which for cycling issues should replace CFI), and the three Local Transport Notes on cycling have yet to be issued, although drafts for two went out for consultation over 18 months ago. Of course such drafts cannot be referred to in official documents.

So what is available for us with which to batter the local councils and developers, and will it be more effective than wet fish?

In 1999 the Scottish Executive issued Cycling by Design. We've quoted this in the past as official guidance, but it might carry more weight if Cambridgeshire was in Scotland, and now there are the London Cycling Design Standards published earlier this year, but Ken's influence does not reach Cambridge! Both these have tons of good stuff, and even if not ideal they would be far better than the void we have at present.

Cartoon - engineer on bridge, holding enormous manual, saying: The regulations say that new buildings have to be able to support at least theweight of a departmental design manual

Even though Cambridge has twice the rate of cycling of anywhere else in the UK, many major recent schemes fail to meet even the minimum requirements in the above documents.

We understand the problem that Cambridgeshire does not wish to put resources into a local guide, which is then at variance with the national standards, but we must have something such as one of the above to fill the void.

So what are these 'Standards' that must be met, and often conflict with providing even adequate facilities for cyclists?

It is the Design Manual for Roads and Bridges. We've been told that although the standards in these fifteen volumes are mandatory for motorways and trunk roads, they should only be treated as advice for other roads. In fact in an answer to a Parliamentary Question on 13 December 2004, Lord Rooker said 'The Design Manual is recommended as good design practice to other highway authorities, but it is their responsibility to decide the extent to which documents in the manual are appropriate in any particular situation.'

Jim Chisholm

Many of these documents are available on line:

DfT draft Local Transport Notes on cycling:
www.dft.gov.uk/stellent/groups/dft_control/documents/contentservertemplate/dft_index.hcst?n=10382&l=2
TfL London Cycling Design Standards:
www.tfl.gov.uk/cycles/company/standards.shtml
Scottish Executive Cycling by Design:
www.scotland.gov.uk/library2/cbd/cbd-00.asp
Highways Agency: Design Manual for Roads and Bridges:
www.archive2.official-documents.co.uk/document/deps/ha/dmrb/

After this article was written, I found Footway and cycle route design, construction and maintenance guide (Application Guide AG26 version 2, TRL, 2003) on the Web at footways.org/publisheddocs - we hope to review this in another Newsletter.

Milton Road

A consultation document has been circulated and staffed exhibitions have been held about proposed changes in Milton Road between Mitcham's Corner and Arbury Road. One change which affects cyclists is that between Ascham Road and Elizabeth Way, the bus lane on the south-east side will be replaced by an advisory cycle lane (but with double yellow lines and no more pavement parking). A bus lane will be installed on the opposite side of the road along which, of course, cyclists will be allowed to go.

Milton Road junction with Union Lane

The most contentious part of the proposals is at the junction with Arbury Road and Union Lane where they include a right turn ban from Milton Road into Arbury Road or a left turn out of Union Lane onto Milton Road. There will, however, be a cycle bypass to enable cyclists to turn left from Union Lane.

However, as well as increasing journey times, we believe that the right turn prohibition will cause difficulties for cyclists and only serve to create equally severe congestion for motor vehicles at other junctions along Milton Road.

Motorists wishing to go up Arbury Road are likely to use the roundabout at Elizabeth Way to U-turn and make their way back, making the roundabout more dangerous for cyclists. Motorists are likely also to rat-run through Hurst Park Avenue and Orchard Avenue. This will create a situation where motorists wishing to go straight on will undertake those turning right and will encroach into the new advisory cycle lane.

Milton Road bus lane

At present there is a slightly difficult situation for cyclists at the southbound Arbury Road approach on Milton Road. A red-coloured bus lane stops a little way from the junction. There is then a large white arrow on the ground pointing buses and taxis to the outside lane. This is immediately followed by a red cycle lane leading to a forward stop box at the junction.

It looks as if this short cycle lane is mandatory, but the line on the outside is so worn away that it is difficult to tell. When vehicles are waiting to turn right into Arbury Road, the vehicles behind tend to cut into the cycle lane and cross the inside of the advanced stop box in order to undertake the right-turning vehicle. This would not happen if the right turn were prohibited. However, the difficulties created elsewhere by the prohibition are probably more serious. It is important that, if the right turn remains, the white line outside the cycle approach lane is kept in good condition. There is much opposition by local residents and others to the proposed changes at this junction.

Comments have to be in by 25 November (two days after this newsletter has been put into envelopes) but if you are lucky enough to receive this newsletter in time, comments can be emailed to cambridge.projects@cambridgeshire.gov.uk.

Lisa Woodburn

The AGM 2005

Councillor Julian Huppert

The tenth annual general meeting of the Cambridge Cycling Campaign took place on Tuesday 1 November 2005. Thanks to the many members who attended.

Speaker: Councillor Julian Huppert

Our speaker this year was Julian Huppert, Cambridgeshire County Council Member for East Chesterton and leader of the Liberal Democrat group. He is also a long-standing member of our Campaign.

Julian is Chair of the Cambridge Traffic Management Area Joint Committee (often known as the 'AJC'), which is the main Council committee involved in decisions which affect cyclists in Cambridge 'on the ground'.

After giving an introduction to the way that the system works, Julian spoke on some of the issues which Councillors have had to deal with over the past few years, including the bridges, one-way streets, and more. Julian also discussed the way that the AJC was not a policy-making body as such, but instead was charged with implementation, on a scheme-by-scheme basis, of policy decided 'higher up'.

Julian told us how the transport budget is allocated between different modes of transport. For 2006-2011, £668 million is allocated for capital expenditure on transport in Cambridgeshire (that's combining the County Council's Local Transport Plan and promised changes to the A14 trunk road). This works out as:

£514 million for roads (77%)
£150 million (22%) for (£27M rail, £37M 'other integrated' and £86M guided bus)
£4 million for cycleways, footpaths, safer routes to school etc. (0.6%)

A question and answer session followed.

One of the questions put to Julian related to the serious lack of data which accompanied (or rather, didn't accompany) proposals a few years ago for bus lanes on Hills Road and Milton Road, lanes which - in our view - would force cyclists onto the pavement. Julian assured us that councillors will now be much more vigilant in ensuring that reliable and valid data will be supplied for future proposals. We will be sure to hold him and his colleagues to that.

Julian congratulated the Campaign on the quality of many of its letters to councillors on the AJC. We aim to write to councillors in advance of each meeting, setting out our views on those agenda items which affect cyclists.

Pedal power people

Sadly, on many occasions, a number of our suggestions are not even discussed at the meetings (despite, we feel, being well-researched). At other times, they are taken up.

Another question which arose was in relation to the lack of cycle parking in public areas across the city. Levels of cycle theft have increased and bikes continue to litter pavements across Cambridge. This is an area which Julian felt could be pushed forward by the AJC.

Minutes of the meeting, including notes from the talk, are available from the Campaign via our usual contact details, thanks to Beverly, our minute-taker (who has steadfastly and accurately taken our minutes for the last two years).

Many thanks to Julian for his time preparing and giving his talk.

Review of the year

Outgoing Co-ordinator, Martin Lucas-Smith, presented a review of the year. Copies of his notes are available on request, and this has been circulated to the members' e-mail list for those who are on it (all members are welcome to join it and should let us know if they wish to be added).

Themes this year have included:

All things considered

City centre cycling ban: it will be interesting to see on what basis this will be made permanent, or not. The reaction in the media and the general public to the suspension of the ban has been very muted, which is perhaps a sign that there aren't major problems, and that most cyclists have been respecting the needs of people walking in the area.

Road traffic policing: there has been much correspondence behind the scenes between the Campaign, the Driving Standards Agency, the Police (who seem to believe that entering a mandatory cycle lane to pass inside a stationary vehicle is generally acceptable) and the Department for Transport (who have said quite clearly that the Cambridgeshire Constabulary are wrong on this). We hope to be able to release into the public domain much of this correspondence once further progress has been made.

Bridges: some progress on bridges again this year. Indeed, when we met council officials almost three years ago on a tour of the seven or so bridges of interest to cyclists, little did we think that practically all of them would be made cycleable in one way or another so soon. The cycle bridge at the station is being cleaned and refurbished.

The Fort St George bridge changes seem to have bedded in well.

The Cutter Ferry bridge can now be cycled over, although problems with the ramps remain. The construction of the new Riverside bridge will start early next year and through-traffic will be banned along Riverside. Less positively, the proposed replacement of the Newnham Bridge has been a debacle which is not yet resolved.

Promotion and signage: Bike Week had a fallow year this year, although the Sustrans 10 in10 event took its place, celebrating the 10,000th mile of the National Cycle Network. Also, the new Signage scheme is, at last, starting to show results.

Signing what is now a very extensive network of cycleways in Cambridge is a surprisingly complex exercise, hence the delays.

Nationally: Debate continues about helmets, with the British Medical Association taking a new stance in support of compulsory use of helmets, despite much evidence that this would lead to an overall decline in national health due to the inevitable reduction in cycling which would result. The Campaign needs urgently to take a formal view on the helmet issue, and a draft of a new Position Paper on this topic will be issued shortly.

Organisationally: We celebrated our 10th birthday this year, so this is a good opportunity to review some of the ways the Campaign operates. We plan to hold a Strategy Day shortly. We need to get more members, and offers of help with a membership drive (to include ideas such as handing out membership information some mornings at the station and elsewhere) would be much appreciated.

Media: We need to make much more use of the media. We've had little coverage this year. We also need to put more pressure on Councillors who make decisions which we feel are not in cyclists' interests.

Membership rates and finances

Following a unanimous vote at the AGM, membership rates will stay the same for another year.

Finances remain in a healthy state, and the accounts for the past year were accepted unanimously.

New Committee

The new Committee, as elected at the AGM, is:

Co-ordinator	Martin Lucas-Smith
Liaison Officer	Jim Chisholm
Membership Secretary	Dave Earl
Newsletter editor	Mark Irving
Treasurer	Clare Macrae
Stall Officer	Paul Tonks (currently co-opted)
Press Officer	James Woodburn
General campaigners (Officers without portfolio)	David Hembrow, Simon Nuttall, Richard Taylor, Lisa Woodburn

A few long-standing members of the Committee stood down this year. Thanks to David Dyer, our Treasurer for the last three years, and Nigel Deakin and Wookey, general campaigners.

One position vacant

We welcome Simon Nuttall back onto the Committee, and Clare Macrae returns (after about 9 years!) to the position of Treasurer, having been Liaison Officer for the last few years, a position now filled by Jim Chisholm.

There is one general campaigner position vacant, and the Stall Officer is currently co-opted. An election for these posts will take place at the December monthly meeting (Tuesday 6 December).

Committee members can be contacted via the contact details.

Thanks!

'thanks to everyone who has helped in any way this year with the running of the Campaign'

Lastly, thanks were given to everyone who has helped in any way this year: the Committee doing its various tasks and co-ordinating the campaigns, people writing to their Councillors, members for being members (thus keeping us one of the largest and most effective cycle lobby groups outside London), those helping organise events, people on the Newsletter team, minute-taking, those running the Stall and many other things besides.

Two heroes of Newsletter production, Mike Smith and Clive Rumble, who did the page design which makes this publication look so good, have retired.

Martin Lucas-Smith, Co-ordinator

Southern Fringe: Some projects under way

As explained in the article on Sheep's Green Bridge (see the second article in this newsletter), the County Council was given a large grant for cycling infrastructure because of the huge housing developments to take place around Trumpington. Some of this money is already being used for three projects.

Brooklands Avenue

To improve cycle access to the new developments off Brooklands Avenue, work has started on widening and resurfacing the shared-use pavements along along the road. This work will include all the areas slabbed at present on both sides of the road. It will not include the narrow stretch beside English Heritage where there is a listed wall.

The shared use will end on the north side a little before the point where the road widens to two lanes at the approach to Hills Road and, though this is thoroughly unsatisfactory, they say that it will only be a relatively temporary arrangement as the whole area of the Hills Road-Brooklands Avenue junction will have to be remodelled when the station area is developed. A toucan crossing is to be installed to give cycle and pedestrian access to the new housing site and, maybe, one day, if a suitable route can be found, a way right through to Long Road.

Long Road upgrade

Upgrading of the shared-use pavements on both sides of the whole length of Long Road is also taking place (work was delayed because of sewer works). At the same time the lighting will be replaced, with the lighting columns moved to the back of the footway.

On 17 October the Cambridge Traffic Management Area Joint Committee approved the installation of a Toucan crossing between Robinson Way and Hills Road in order to improve cycle access to the Addenbrooke's site.

It is hoped that work on the improvements to the cycle route along Porson Road and the alleyway between Porson Road and Rutherford Road will begin in January. Arrangements will be made so that cyclists can legitimately reach the toucan crossing of Trumpington Road and so continue their journey along the Trumpington Road cycle path. The central barrier along the alley to Rutherford Road will be removed, as will the pram arms at the ends.

A cycle route almost entirely off road (though much of it shared use) will thus be created from the city centre, and from Newnham and beyond, to the new developments due to take place beyond Long Road, to Queen Edith's and Cherry Hinton, Addenbrooke's Hospital and Long Road Sixth Form College.

Lisa Woodburn

Spokes-person

Simon Nuttall talked to Ellen Muirhead, Crime Reduction Officer, about Cambridgeshire Constabulary's Operation Cyclone at the recent Sustrans 10 in 10 celebration.

Simon Nuttall: What are the aims of Operation Cyclone?

Ellen Muirhead: The principal aim is to bring down theft of cycles and theft of parts of bikes.

SN: It says 'Reducing Cycle Crime in Cambridge.' What do you mean by that?

Scene on telly

EM: Although there are other crimes to do with bikes, e.g. snatches of handbags from baskets, we shall be focusing on Theft of Pedal Cycles.

SN: How do you plan to implement Operation Cyclone?

EM: A team of Officers have been assigned, led by Detective Sergeant Martin Brunning, with assistance from several Detective Constables. Recovered cycles will be separated into those that have been abandoned and those that appear to have been stolen.

Photos of the stolen bikes will be posted onto the police website at www.cambs.police.uk/camops/recovered/cycles/. When a bike theft is reported, officers have been asked to record extra details about the theft and to make greater use of intelligence reports during the operation. The bike marking will be promoted as much as possible. There has already been some success arising from targeted use of CCTV in the city centre. Last weekend several suspects were arrested.

SN: Over what time period will Operation Cyclone be run?

EM: For six months from 17 October.

SN: How is the operation going to be promoted?

EM: There will be a new section on the police website, and through events like these.

SN: Who is involved?

EM: As well as the Operation Cyclone team itself, all police officers will be encouraged to treat cycle theft seriously and systems will be put in place to make dealing with cycle crime easier, more thorough and more effective in returning cycles to their owners, and catching and prosecuting cycle thieves.

SN: What other agencies are involved?

EM: Cambridge City Council are here supporting the event and Cambridge Station Cycles are here selling locks, lights and helmets at discounted prices.

SN: I notice there appears to be an emphasis on helmet wearing. Why is this?

EM: It's because I've fallen off my bike twice recently and I felt the helmet protected me.

SN: What about promoting secure cycle parking?

EM: Well there's no money in the operation to spend on that. But perhaps we should be building a cycle park e.g. under Market Square. The Grand Arcade will feature a cycle park and the force's Architectural Liaison officer has had some input into that.

SN: What can or should the public be doing to help?

EM: Consider where you park, always lock your bike with a strong lock, have your bikes security coded, and keep a record of the frame number and detailed description for every bike. If you have a cycle stolen, report it as soon as possible and check the web site for the bike.

Street talk: Argyle Street-Charles Street

Some improvements to nearby streets were made to compensate for the closure of the cycle bridge over the railway during improvement works. We were pleased that the cycle bypass at the entrance to Stockwell Street from Mill Road was much improved, but we were disappointed that our suggestion that the pram arms and posts be removed between Argyle Street and Charles Street was rejected.

We were told that this could not be done because the gap might then be used by motorcycles. Yes, motorcyclists occasionally do use gaps where they are prohibited access (e.g. Charles Street to Rustat Road), just as motorists occasionally turn right into a side road where there is a no right turn. But it does seem exaggerated to inconvenience legitimate users just in case an occasional infringement might occur.

Lisa Woodburn

Cambourne cycling

Madhatter skyline

Cambourne is a new town development to the West of Cambridge, just off the main A428 which links Cambridge with St Neots. My firm, IP Access, relocated there at the start of September, and I've been cycling there from my home in north Cambridge two or three times a week since.

Getting in and out of Cambourne

Roughing it

My route to Cambourne takes me up Madingley Hill, through Hardwick and then alongside the busy A428 on a bumpy footpath. The joys and pitfalls of this route will I hope be described in another article some time.

To get into Cambourne, motorists from the north, east and west can use the main A428, which is dual carriageway at this point, and a new by-pass around Caxton from the south. For cyclists, access from the west via Caxton is reasonable, while there is a cycle path from Elsworth in the north. However, cyclists coming from the east such as myself face a very raw deal. The path alongside the A428 stops just past the turning to Bourn (known as Broadway). Continuing this way is only for the very brave - I haven't attempted it.

Instead, I turn left into Broadway towards Bourn and then, opposite the entrance to Bourn Airfield, I turn right on to a very overgrown but ridable concrete track. The return journey at night requires the use of my powerful off-road light to avoid the muddy bits. The track joins a road providing access to Cambourne's second primary school, which opened in September. In the morning, I see lots of parents and children cycling, mostly on the paths.

Going green

Another track from Broadway, which is more useful for cyclists approaching from Bourn village, goes along Monkfield Drive. At the time of writing there is a diversion in force as development is taking place across a part of the path, but all of it is reasonably ridable on a normal bike.

Neither of these access routes is official, publicised or signposted, because access from the Bourn road is a somewhat touchy subject, I've been told. I can well understand the concerns that today's cycle access might become tomorrow's car access, but it is rather sad that cyclists have a choice between a murderous road and unofficial rough tracks.

Cycling in Cambourne

Still-born cycle path

Cambourne has numerous cycle paths, many of which are wide and well surfaced. However, almost all are shared with pedestrians, in spite of the guidelines which say they should only be built as a last resort. Where paths cross side roads, there are often pairs of barriers which you have to weave around. I can't imagine users of wheelchairs and large prams being too chuffed about these, as some look quite difficult to negotiate.

Tight barriers

The worst of these barriers are on the cycle path which accesses Cambourne from Elsworth on the north side. In order to cross the A428, the path dives down the side of the first slip road, makes a sharp turn, has a very tightly spaced pair of barriers, a push-button crossing, another pair of barriers, another sharp bend and back up the other side of the slip road. This shenanigans is then repeated for the other slip road. How can we be making the same old mistakes on a brand new facility? Surely it wouldn't take rocket science to design the junction in the first place so that the cycle path simply passes under or over the slip roads, as would routinely be done in Holland.

By contrast, in some other places there is evidence of significant thought going into the design. A gentle S-bend just before a side road crossing turned out not to be for artistic purposes, but to ensure that cyclists cross the junction at 90º, significantly improving visibility.

To cap it all, a cycling age limit?

In many parts of town there is a 20 mph (or more bizarrely a 19 mph) speed limit on the roads. I've encountered little excessive speeding, so cycling on the road is usually fine. I haven't yet been harassed by any motorists for not using the paths. Maybe that's the idea - experienced cyclists use the road, the less confident and inexperienced use the paths.

I contacted Maurice Gordon, the resident engineer for Cambourne, to try and clarify both the thinking behind the paths and barriers and the status of the access routes. Unfortunately, for good reasons, he was unable to give me a complete answer before the newsletter deadline, but he did say that '...all the footpath and cycleway routes in Cambourne including the barriers were the result of very lengthy discussions with all interested parties at the planning stage. This included Cambridgeshire County Council and South Cambridgeshire District Council.' I wonder if 'all interested parties' included any cycling organisations - watch this space.

The Business Park

Business or pleasure?

The business park at Cambourne is part of the Travel for Work scheme, and a great deal is made of the pursuit of environmentally friendly transport policies. Cycle paths in the area are free of barriers, and the roads all have 20 mph limits.

Sheds are provided for cycle parking, though some users complain that they let the rain in. Unfortunately the stands provided in them are of a rather poor 'wheel bender' variety (see photo below). Most users prop the bike up beside the rack rather than in it in order to make it possible (just) to lock the bike securely. I'm pleased to say that the business park management are aware of the problem, and are negotiating with the landlords to get replacement Sheffield stands.

Views from other cyclists

There is a Bicycle Users Group at the business park, and I contacted some who have been in Cambourne somewhat longer than me, to gain their views.

Paul Churchill, who works for Campbells and lives in Cambourne, says of the cycle paths: 'Most of them are very good... I try to stick to the pathways or smaller side streets since the main roads are fairly narrow and busy - [the barriers] are a bit of a pain since they're often built too tightly to truly get bikes through without contortion.'

Caroline Henderson, of Citrix, cycles in from St. Neots using the main A428. When quizzed about the safety of this, she replied, 'I believe that a cyclist should take a positive attitude to cycling and stick to your guns, and make sure you are not at the edge of the road but about a third of the way in as this will force them to overtake you carefully as they will have to ensure that there is no oncoming traffic... I've never suffered from impatient drivers either. We have as much right to use the road and use it safely too.'

Ian Hutchinson, of Convergys, makes a similar journey to myself. He cycled in throughout the winter last year and observed that 'it was a challenge especially when the temperature dropped, also at the time the only way into Cambourne apart from the A428 was via a track that the builders ran their 30 tonne trucks over so sometimes it was 2ft deep in mud.' And I think it's tough now!

Finally Simon McIntosh of South Cambridgeshire District Council cycles in from Cambridge usually twice a week on 'an ordinary, cheap road bike'. He complains of punctures and other mechanical problems from cycling along rough paths and says 'Roll on the completion of the new dual carriageway, with the old road made into a proper safe route for bikes.'

Conclusion

Like most new towns, Cambourne seems to be designed first and foremost to cater for motor traffic - however, it is designed in such a way as to make much of that traffic move quite slowly, improving safety for cyclists on the road and for pedestrians crossing it. Off the road, much of what is there isn't bad, but could have been so much better, while some is appalling. Getting it changed could be a long and hard process. The encouraging sign is that quite a lot of people in Cambourne do seem to cycle, especially on the school run. Perhaps weight of numbers will ultimately move things along.

Stefan Kaye

Lyon's corner: Velo Ville - Bike Project

I am writing from the busy but beautiful city of Lyon. At the confluence of two big rivers it is the second biggest city in France with big hills, one way streets along its long grid system and a comprehensive public transport network. The metro system includes a funicular railway and one driverless line.

To address the very poor modal share of cycling the city has introduced a high quality fully automated on street bicycle hire system. Called 'velo'v', Anglo-French word play on 'velo ville' and 'velo love', it has been phenomenally successful.

Almost 100 'Stations Velo' are now very distinctive additions to the streetscape, at railway stations, tourist attractions, street corners and transport hubs. At each, anything from 10 to 50 bikes wait for hire and they are in the same colour scheme as the rest of the transport network. Each console is fully automatic: armed with an appropriate credit card, just sign up, agree to terms and conditions and receive a hire card. The hire card is used to free one of the bikes from the stands and you have 60 seconds to get the bike before it locks again.

Commuters prepared to queue for 15 minutes for a hire card and bike

The bikes are well equipped with a low step-through frame. Seat height is adjustable through a wide range, and the bikes are equipped with roller brakes (smooth, no squealing), lights (always on), front wire basket, 3-speed Nexus hub gears, skirt guard, partially enclosed chain (no fear of snagging clothing or grease marks) and a solid kick-stand that lifts the bike off its back wheel. Security is paramount for such well-equipped machines and every part of the bike has security bolts which require specialist tools to undo. Even the tube valves are protected so you can't easily let the tyres down. At the 'Stations Velo' the bikes lock into the specially designed bollard-style cycle racks via a clamp affixed around the down-tube. For locking elsewhere around the city there is a simple, but strong, steering lock. A thin cable can connect the bike to street furniture.

Bike hire for the first half an hour is free and then something like one Euro per hour. Details at www.velov.grandlyon.com.

One of Lyon's 2000 Velo'v bikes

The whole system has been very well thought through and attention to detail has been exceptional. It's difficult to criticise the system, and it seems that people are prepared to queue for fifteen minutes to get their bikes. There are 2000 bikes on the streets and it is already planned to expand the scheme.

Lyon does have a number of 'pistes cyclable', but the city is still dominated by fast traffic. Well over half the bikes I've seen around the town are these special bikes, so well done Lyon for introducing a bike scheme that works so well when so many other schemes have failed.

Finance

The company operating the scheme is JC Decaux. They are one of the biggest advertising and street furniture operators. I understand that they have the monopoly on street advertising in the city, but in return they have to provide bus stops and other systems as decided by the local council. Four months before the scheme started a promotional scheme began, which built up an expectation about what the scheme was and how it would work. Apparently this played an important part in the success of the scheme.

Hire Charges

The following has been translated from the web site courtesy of Nigel Deakin:

There are three types of payment:

1. Long-term card: This is a pre-pay card which is valid for 12 months. It costs €5 plus a €150 deposit and when you buy it you need to load it with a minimum of €5. Buy these by post with a cheque and enclosing proof of address. You can top-up your account by using your bank card at the machine at a bike station or by sending a cheque. Note that your balance must be positive to use a bicycle.

Cost of card: €5 + €150 returnable deposit (to cover loss, damage or theft)
The first 30 minutes: free
30 minutes to 1 hour 30 minutes: €0.50
Per hour following: €1

2. Short-term card: This operates for a seven-day period and you pay at the end. It costs €1. You buy one of these from a machine at a bike station using your bank card. During the period of validity, it adds up the total time used (beyond the 30 minute free allowance). When the card expires, the cost of the time used will be charged to your bank account. If you want to use the bikes after your card has expired you will need to purchase a new card. Note that you may be charged up to €150 if a bike is lost or stolen.

Cost of card: €1
The first 30 minutes: free
30 minutes to 1 hour 30 minutes: €0.50
Per hour following: €2

If the bike is lost, damaged or stolen your bank account will be charged up to €150

3. Carte TELECY (Lyon public transport card): If you have one of these you can apply to use it as a pre-pay card, just like a long-term card, but with reduced rates. This costs €5 plus a €150 deposit and when you buy it you need to load it with a minimum of €5.

Cost of card: €5 + €150 returnable deposit (to cover loss, damage or theft)

The first hour: free
1 hour to 2 hours: €0.50
Per hour following: €1

Using the bikes

Eventually I did find a couple of things to quibble with the scheme, but I still remain very impressed by it. Sometimes the only bikes left at the 'Stations Velo' are the broken ones, but the system seems to know this and won't release them. So occasionally you need to wait until someone else comes back with another bike.

Also it could happen that the bike racks are full and that you cannot leave your bike. This did happen to me when it started to rain, when suddenly no one wants to be on a bike.

The bikes continue to be hired and ridden throughout the night. As I left my hotel at about 10 pm I was astonished to see about 2000 rollerbladers scooting along one of the main boulevards in Lyon. They were across the entire five-lane width of the road in a massive solid lump.

All ages were there and police, volunteer stewards and city officials were stopping traffic to let them pass through for a rally in the Place Bellecour. Apparently this is a regular phenomenon on the last Friday of every month - very uplifting! We should learn from these innovative attitudes to transport.

Would it work in Cambridge?

Cambridge did introduce a 'Green Bike Scheme' in October 1993, but it was a spectacular failure and brought international disrepute to the city. Therefore it seems that it would take a very brave councillor to suggest trying again. Lyon has a much bigger city centre than Cambridge, and so perhaps the scheme is not appropriate. However it might be useful if implemented and administered by the university as it spreads itself across the city towards the M11.

Cambridge seems to have very little spare space in the city centre. I tried to introduce as much on-street cycle parking as possible during the Cycle Theft Reduction project. Also, the 'Stations Velo' are much less space efficient than city cycle parking so this would present problems. On the other hand it should be possible to find locations where car parking could be removed. The following places have been suggested:

The railway station.
All the multi-storey car parks: Grand Arcade, Park Street, Gonville Place, and the Grafton Centre.
Shire Hall.
All the Park and Ride sites.
Addenbrooke's.
All the major supermarket sites.
The science park.
The cattle market.
King's Parade
Outside St Catharine's College
The walkway between the bus station and King Street.
Along Regent Street
Green Street
Drummer Street

Simon Nuttall

Cycling facilities on the cheap, number 4

Problem barriers

This short cut runs between Borrowdale and Histon Road. It is very useful as it allows cyclists from the Arbury area to avoid much of Histon Road. It is especially used by children who attend Mayfield Primary School.

Unfortunately, it has a very difficult to navigate set of barriers and it doesn't connect well with anything at the Histon Road side.

Flush kerb needed

A flush kerb is needed north of the short cut itself in order that cyclists travelling south can conveniently leave Histon Road to use the short cut. Some cyclists at present use it from a northbound direction on Histon Road, but they also have no way of safely climbing the kerb in the face of oncoming traffic. A flush kerb is needed for them too. Cyclists in both directions should be able to get to and from this facility without riding down a kerb or stopping to lift their bikes up it.

The main usage of the path is, however, children attending Mayfield Primary, who use the pavement on Histon Road as far as the pelican crossing just short of the junction with Gilbert Road. This section of the pavement is reasonably wide and should be declared shared use in both directions to legalise this usage. At the same time, the crossing itself needs to be upgraded into a Toucan and the timing of the crossing should be adjusted to make walking and cycling a more attractive option. At present, this crossing can make pedestrians wait for over a minute after pushing the button until they get a green light.

David Hembrow

Sustained action

10,000 miles and ten years of the National Cycle Network - what's next?

Route 11 approaching Cambridge (Picture by Sustrans)

It is now more than ten years since I first spoke at a meeting of Cambridge Cycling Campaign and met many of the tremendously hard-working members. For me the meeting was memorable not for my talk or even, I am afraid, the people that I met. No, it was the sheets of paper being circulated at the meeting that I remember best.

They were to form a petition calling for a new foot/cycle bridge over the A14 at Milton. I wonder how many people at that meeting seriously expected it to happen, after all those years of campaigning, and how many people at that time would have expected the National Cycle Network 10,000 mile celebrations to happen in Cambridgeshire in 2005?

The leader of every ride flew a large flag Picture by Sustrans

Ten years and 10,000 miles later, Cambridgeshire was indeed the focus of national attention and a very successful few days of events, with a small fraction of that 10,000 miles being the Jane Coston Bridge, carrying National Cycle Network Route 11 over the A14 at Milton.

September 2005 represented a major milestone in the history of Sustrans, while for Cambridge and Cambridgeshire this was probably the first time that cycling had achieved such high profile.

In the years up to 2000 it was obvious that there were a number of glaring gaps in the Network in the East of England and particularly around Cambridge. This, combined with the enthusiasm of the County Council, was why Cambridgeshire was chosen as the focus of events in 2005. A glance at the Network now shows that most of the gaps have been filled. For instance:

Route 11 is now signed from King's Lynn to Stansted Mountfitchet (Essex), via Cambridge.
Route 51 is now signed from Huntingdon to Newmarket via Cambridge.
Route 63 is now signed from Peterborough to Wisbech.
Route 12 is now signed from Alconbury to Peterborough.

These are great achievements and are the result of some major progress over recent years, but this does not mean that the routes are finished.

Over the next few years there is still a lot of work to do re-aligning routes, where appropriate, completing Route 12 through Huntingdonshire and bridging the missing section of Route 11 between Waterbeach and Wicken Fen.

This will complete the Wicken Ring - a circular route around Cambridge - to add to the already open Cambridge-Ely route.

Many of these route changes are dependent on complicated land negotiations or major developments and show that there are still plenty of challenges as regards the National Cycle Network.

The greatest challenge is to increase its use, and this is where the continued success of the Network is vital, because outside London it has been the main area of cycling growth. The statistics that Sustrans has been able to produce on this led the Department for Transport to describe the National Cycle Network as 'the strongest success story in walking and cycling'. During the course of the five years up to 2004 the National Cycle Network grew in length by 98% and usage grew by 135%. The greatest increases were on urban car-free routes.

The Sustrans vision is 'a world in which people choose to travel in ways that benefit their health and the environment...' and a key part of this is through increasing cycling and walking.

In recent years this has not been a universal success story as the nation's love affair with the private car has continued; trying to get people to use their cars even a little less is not easy. This is why there are so many strands to Sustrans' current work and why in 2005 Sustrans believes that there is still much to be done. A draft strategy for the next five years for Sustrans East of England is currently being prepared and it is likely to include reference to:

Completing the National Cycle Network and improving links.
Promoting Active Travel and the health benefits of walking and cycling.
Addressing global warming issues and how we can change travel behaviour.
Extending the individualised marketing programme known as TravelSmart.
Liveable neighbourhoods and the growth agenda.
Work on tourism and regional landmarks.
Improved monitoring.

All of these have a relevance to the Cycling Campaign, but it may be that Sustrans puts a different emphasis on some areas than others. Sustrans is clear that the main market to be addressed if cycling is to be increased has to be non-cyclists, and their expectations may be very different to existing cyclists. (Of course existing cyclists have to be encouraged as well.)

For instance, non-cyclists may find the prospect of starting cycling on a busy road too daunting, even if it has the most wonderful cycle lanes or road markings, while an attractive path away from motorised traffic might be very appealing; both of course have their part to play.

In a similar way, early surveys in Peterborough (as part of the Sustainable Travel Towns work) show differences in attitude between those familiar with the cycle facilities in the city and those not familiar, with perhaps some important messages for campaigners.

When residents were asked about the local cycle network or the bus services their responses showed that those who did not use the facilities rated them much worse than those who did use them. (Even if existing users rated facilities as not good, non-users tended to rate them even lower!)

Everyone, of course, bases their travel choice on what they believe the options to be rather than the reality, which is why it is important to stress the benefits and attractions of cycling and walking rather than dwelling too much on the difficulties. There are a lot of good messages and facilities for cyclists that can now be promoted.

Challenges for the Cambridge area

Sustrans is keen to continue working closely with the City and County Councils and attaches high priority to the Cambridge area. As the city with the highest level of cycling in the UK there is a chance and perhaps a need for Cambridge to be a leader in the national transport debate, because cycling can play such a major role in changing the way that we travel.

For this to happen there is a need to publicise the already significant achievements, but there is also a need for Cambridge to be moving forward, perhaps by trying to match some of the great European cycling cities such as Groningen, Utrecht, Odense and Copenhagen.

For instance in Copenhagen, 36% of people cycled to work in 2003 compared to 32% in 2001, so the city is well on the way to achieving its objective of 40% cycling to work by 2012. Sustrans considers that this sort of level is achievable, and is indeed essential in Cambridge, but when can Cambridge expect to achieve this?

Growth does represent a major challenge for the area and cycling has to have a much increased role, if we are to get anywhere near achieving greenhouse gas targets and health targets.

With much of the new housing expected in Cambridge on the fringes of the city it is vital that these have high quality cycle links with the city centre and elsewhere, before the first residents have arrived. Cyclists will have to have real advantages over car drivers and of course new residents will need to know what is there!

Sustrans has already made similar comments on the Northstowe plans, through concern that this will be a car-dominated community. If Northstowe does not have very high levels of cycling and walking, it will have failed as a sustainable community and there is a real danger that others will follow.

More immediately Sustrans is looking to set up a local group of Volunteer Rangers, in the next month or so to keep an eye on the National Cycle Network in the Cambridge area and to assist the County Council where possible. Sustrans is continuing to work on new routes and is expecting to submit a planning application for a bridge over the Cam at Upware shortly and to see work starting on the Addenbrooke's to Shelford path before too long.

Sustrans looks forward to continuing to work with one of the most effective cycling campaigns in the country.

Nigel Brigham, Regional Manager for Sustrans

Sustrans East of England,
2nd Floor, 4-6 Cowgate,
PETERBOROUGH, PE1 1NA
www.sustrans.org.uk

Down in the street

Cycling into town a couple of weeks ago I turned left into the Downing Street cycle contraflow lane from St Andrew's Street. As I turned a pedestrian stepped off the kerb and knocked into my side. The impact was small but the road surface was wet. I skidded and fell, cutting my face and breaking a bone in my hand. A group of pedestrians picked me up and took me across the road to the Porters' Lodge of Emmanuel College where the porters gave me first aid and were very helpful indeed.

Downing Street turning

They told me that such accidents are frequent and this set me thinking about what could be done to reduce them in future. Crowds of pedestrians cross the road at this junction when the traffic coming out of Downing Street is halted by red lights. Cyclists turning left from St Andrew's Street into the contraflow do so when their traffic lights change to green which is at precisely the same time that pedestrians step off the pavement to start to cross the road. Given this situation it is inevitable that impacts will occur from time to time.

What could and should be done to reduce them? I first thought that a left filter for cyclists turning in from St Andrew's Street might help. This would mean that cyclists would be turning in when pedestrians are blocked by cars coming out of Downing Street. However, I don't think that this could work. There is insufficient space for a dedicated left-turn cycle lane along St Andrew's Street and mixing left-turning cyclists with those going straight ahead before a left-filter green light would cause confusion.

What could and should be done immediately is to make the existence of the cycle contraflow more visible to pedestrians at this junction. Red surfacing and a clear on-road cycle logo are needed. Care should be taken that the red surfacing is smooth but not slippery.

I should mention in passing that when I reported the accident at the police station, it was classed as a serious accident because a bone was broken. It really wasn't serious but it has been inconvenient. My right hand is still rather sore when writing or when using my cycle brakes.

James Woodburn

Victoria Avenue

The two Pelican crossings over Victoria Avenue are being converted into Toucans to enable cyclists to cross without dismounting (see Newsletter 61). The crossing nearest to the Four Lamps roundabout has been completed and is a great improvement.

Light relief for Pelicans

There is a length of shared-use pavement between the two cattle grids onto Midsummer Common and there is a flush kerb to enable cyclists coming from Mitcham's Corner to mount the pavement in order to reach the crossing. Regrettably there is no flush kerb for those coming from the Four Lamps to reach the crossing on the Jesus Green side of the road, or, indeed, to make their way down the plane-tree avenue. We will ask for one. We will also ask (once again) for the redundant pram arm to be removed from one of the posts at the entrance to the avenue.

The crossing nearest to the river is not yet complete (though this may happen by the time this newsletter reaches you). The lights are not yet in operation and it is not clear whether the central island will be widened.

After much persuasion and discussion this crossing is being constructed straight across from one path off the common to the one on the other side of the road. This means that cyclists can approach the cattle grid onto Midsummer Common at the correct angle and that pedestrians and cyclists do not have to get tangled together in order to go where they want.

Again, at this crossing there is no flush kerb to enable cyclists coming from the Four Lamps direction to mount the pavement in order to access the button on the lights.

It would be nice to see the cattle grid onto Midsummer Common made wider or a second grid put in as the present narrow grid creates an awkward pinch point. The prospect of this had been ruled out because of a nearby tree, but this tree has now been removed.

There are no detector loops at either crossing. Loops are devices in the path which sense a bicycle as it approaches the lights and activate the lights. You will see this in action particularly well on the approach to Gonville Place from Parker's Piece. The 'wait' notice lights up at your approach. If there is no traffic on the road the lights will change fast.

The curious notion that there must be chicanes and guard rails wherever a cycleway crosses a main road, and that cyclists are only capable of stopping at a main road if they are approaching from another road along which all traffic is allowed, has, in this instance, been overcome. There are plenty of other cycle crossings where this has already been overcome - Queen's Road, Gonville Place, Fen Causeway - but the notion seems to be deeply engrained.

Lisa Woodburn

"Flashing legalised"

That was the headline on a CTC press release. The CTC has been working to get light emitting diode (LED) flashing lights allowed on cycles.

The result of that work is a 'Statutory Instrument' (SI) which came into force on 21 October 2005. Now it is legal to ride a bike at night with the only lights a white LED at the front and red at the rear. They must be of at least 4 candela, and flash evenly between 60 and 240 times per minute (flashing to a complicated rhythm is not allowed).

Many regular cyclists such as myself will still prefer brighter lights to see and be seen by, but the big advantage for many cyclists who do little cycling, and very rarely leave street-lit areas in the dark, is that they are more reliable, the batteries last longer, they are less prone to damage and they fit into one's coat pockets.

The revised regulations at last adopt the 1995 and 2003 updates to the British Standard for cycle lamps, BS 6102: Part 3, so steady LED lights can also now be legal as your only lamps. If your flashing lights are capable of being used as conventional lights as well, they are required to meet BS 6102 (or a European equivalent). The new regulations permit amber or white lamps to be fixed to pedals or wheels, too, as exceptions to the general rule that vehicle lights must not wobble.

Another interesting inclusion in the SI is that now 'flashing blue lights' are allowed to be used on vehicles operated by the emergency services. The previous regulations only permitted the use of such lights on 'motor vehicles', so all those paramedics and policemen who had discovered that cycles were the quickest form of transport in many urban areas were breaking the law if they also used blue flashing lights!

The CTC announcement is at www.ctc.org.uk/resources/Press_Archive/Flashing_legalised.doc

And if you are really interested the Statutory Instrument is 2005 No. 2559 The Road Vehicles Lighting (Amendment) Regulations 2005, at: www.opsi.gov.uk/si/si2005/20052559.htm

Other campaigns

As a member of the Cycling Campaign Network (CCN), Cambridge Cycling Campaign regularly receives a bundle of newsletters from other local cycling campaigns across the country. Here are a few items from the latest bundle.

GPs to remain neutral on helmets

After conducting its own literature review of the evidence for and against the wearing of cycle helmets, the Royal College of General Practitioners (RCGP) has decided that the results of research are ambiguous and that there is insufficient evidence for the College to take a stand one way or the other. Its position will therefore remain neutral with no plans for a further review.

Several other medical professional bodies favour a helmet law. However, so far as is known the RCGP decision and the former BMA position not to support helmet compulsion were the only ones made after a comprehensive review of the evidence. The subsequent BMA decision to support compulsion was the direct result of lobbying without consideration of the wider evidence.

Helmet Overview

The Bicycle Helmet Research Foundation has compiled an overview document summarising the existing state of knowledge about cycle helmets, the arguments for and against, and the outcomes of existing helmet laws. There are references to more detailed information. The document has been subjected to rigorous peer review and is believed to be the most comprehensive analysis of the subject available. It will be updated as appropriate from time to time.

The document can be downloaded as an information sheet, suitable for distribution, at www.cyclehelmets.org/papers/d1139.pdf

It would be helpful if CCN groups could link to the document as a standard reference on the subject, and distribute copies freely when it might be influential. (CCN News)

London Bike hire

A self-service automated bicycle hire system called OYBike has been piloted successfully for the past 12 months in Hammersmith and Fulham, and their bikes can be spotted locked up at various locations around West London. Enquiries to Bernie Hanning, OYBike Systems Ltd, AMC House, 12 Cumberland Avenue, London NW10 7QL. tel: 0845 226 5751.

www.oybike.com, info@oybike.com

Pavements

National figures show that in 2000, 821 cyclists were given fixed penalty notices for cycling on the pavement. 788 drivers were given FPNs for driving on the pavement in the same year. (Dorset Cyclists' Network)

Web watch

Don't miss Warrington Cycle Campaign's tongue-in-cheek picture captions at www.warringtoncyclecampaign.co.uk/facility-of-the-month .

Promoting gridlock: Better cattle grids

Following some concerns over the skid resistance of the metal bars used on the cattle grids next to the commons, a programme to replace the plain bars with galvanised screw rods is soon to start. Each grid will be out of use for a day whilst work is done.

Jim Chisholm

Your streets this month

Victoria Avenue

The two Pelican crossings over Victoria Avenue are being converted into Toucans to enable cyclists to cross without dismounting. The crossing nearest to the Four Lamps roundabout has been completed and is a great improvement. The crossing nearest to the river is not yet complete (though this may happen by the time this newsletter reaches you). (See the article elsewhere in this newsletter)

Station Cycle Bridge

New view - Cycle bridge at the station

The second phase of renewing the plastic covering and the floor has now been completed. It is a pleasure, once again, to have a view from the bridge. The view has much changed since we last saw it, with a great variety of new buildings and only a fleeting glimpse of the Gog Magog hills.

The final section over the railway line will be renewed as soon as a date can be found when it can be coordinated with railway maintenance work which necessitates the closure of the line - the bridge work cannot take place unless the power lines are deactivated

Hills Road Bridge

Who gets pavement space? Hills Road railway bridge

We have attended some stakeholder meetings about how to provide more safely for cyclists using Hills Road Bridge. Several options were put forward ranging from just sharing the pavements to building a separate pedestrian bridge on the station side (see Your streets this month, Newsletter 61). The real problems - and most of the accidents - are at the junctions at the ends of the bridge, especially the northern one where space is restricted by the Earl of Derby pub. There will be a public consultation in the near future.

South Cambridge Cycleways

Work has started on widening and resurfacing the shared-use pavements along Brooklands Avenue. Similar work will soon take place in Long Road and installation of a Toucan crossing between Robinson Way and Hills Road has been agreed.

It is hoped that work on the improvements to the cycle route along Porson Road and the alleyway through to Rutherford Road will begin in January. (See the article elsewhere in this newsletter)

Riverside

It is proposed that Riverside should be closed to through traffic between the River Lane and Stanley Road. A row of bollards will be positioned at either end of the area immediately surrounding the new bridge on which construction is expected to start early next year. A combination of fixed and drop-down bollards will be used to allow emergency access. Comments on the proposals can be made to Brian Stinton, ET1028, Castle Court, Shire Hall CB3 0AP or brian.stinton@cambridgeshire.gov.uk by 2nd December.

Norfolk Street-Burleigh Street

Norfolk Street: entry to the new Toucan crossing

The crossing between these streets across East Road has now been converted to a Toucan, enabling legitimate cycling across the road. Work is almost complete and when it is cyclists will be able to press a button in easy reach to change the lights. There seems to be a good space for both pedestrians and cyclists to wait and there is now less conflict going in and out of Norfolk Street. We hope that markings on the ground will direct cyclists off the pavement once they are in Norfolk Street.

Milton Road

A consultation document has been circulated and staffed exhibitions have been held about proposed changes in Milton Road between Mitcham's Corner and Arbury Road. The most contentious part of the proposals is at the junction with Arbury Road and Union Lane. We believe that the proposals here will cause difficulties for cyclists and equally severe congestion for motor vehicles at other junctions along Milton Road. Comments have to be in by 25 November (two days after this newsletter has been put into envelopes) but if you are lucky enough to receive this newsletter in time, comments can be emailed to cambridge.projects@cambridgeshire.gov.uk. (See the article elsewhere in this newsletter)

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.

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.

Elected Officers 2005-2006

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 - Jim Chisholm
Membership Secretary - Dave Earl
Newsletter Editor - Mark Irving
Treasurer - Clare Macrae
Stall Officer - Paul Tonks % 07870 441257
Press Officer - James Woodburn
Officers without portfolio - David Hembrow, Simon Nuttall, Richard Taylor, and Lisa Woodburn.

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

The printed version of this newsletter is printed on recycled paper by Victoire Press, Bar Hill.