All 8 entries tagged Bicycle User Group
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September 09, 2013
These images show the position that a cyclist needs to adopt in the central reservation to wait while turning right. Several buses travelling at <20 mph came within 10 - 30 cm of the cyclist, note the bus wheel position relative to the central markings.
Now look at the position of these cars as they negotiate the corner.
This is a very simple mock-up of how one BUG member thought this junction might be improved. I still have deep reservations and doubt the road is wide enough to accommodate this (buses will not be able to negotiate bollards on a corner safely and would risk hitting pedestrians or mounting the pavement).
September 08, 2013
The Sustrans Route has been designed to Transport for London and Sustrans guidelines, by Jaime Uriarte, Churchman Architects:
“Right-turning cyclists are exposed to danger when turning into or out of a minor road, both on the approach and when crossing. Turning movements both into and out of the junctions in all directions must be considered, not just on designated cycle routes. If satisfactory layouts cannot be achieved then small (cycle friendly) roundabouts or, as a last resort, signals, may be appropriate.”
“Acceptable solutions may include:
Central islands on the main road to assist cyclists turning in and out of side roads (can include short offside cycle lane)
Central refuges or entry treatments on side roads.
Junction tables to slow motor vehicles
Kerb realignment and build-outs to improve visibility, reduce motor traffic speeds and prevent parking close to the junction
Separate cycle approach lanes where there are high vehicle flows
Figure 4 suggests Cycle Lanes with traffic calming (i.e. raised table) might be viable.”
“Cycle lanes as such appear to have little impact on road safety targets, but *there is clear evidence of safety benefits in continuing lanes across junctions. *“
Gives min. traffic lane widths (I think the road fails here) and cycle lane widths (1.5 m, not marked currently, but really must be).
I have proposed making Uni Road one-way to traffic north-south which would allow provision of 1.5 m cycle lanes and help with problems at the Piazza entrance onto Uni Road, but it might have to be two-way again at Car Park 7 junction.
I have located the DFT Design Manual which must have some force and Vol 6 Sect 3 Part 5TA 90/05 states in 3.6:
“Any crossing of a trafficked road should be located such that drivers of vehicles have full visibility of NMUs wishing to use the crossing point. Desirable minimum SSD to TD 9 (DMRB 6.1.1) should be available for drivers on the highway approaching an NMU crossing point. “
Leaving aside the fact the road is not wide enough to accomodate two cars and a cyclist, never mind a bus on that bend, the lines of sight are obstructed by mature trees to the left and there is no visibility of approaching traffic for a cyclist until they are about 10 metres or so from the proposed junction.
Writing about web page http://planning.coventry.gov.uk/portal/servlets/ApplicationSearchServlet?PKID=747767
Planning application and documents here:
Architects drawings are here:
Please note the drawings of the right hand turn at Sports Centre corner are inaccurate in the dimensions of the traffic lanes, yet these have been interpreted literally in the version on the ground.
This is where the road markings (as painted on Friday 6 September 2013) place a cyclist turning right. Whilst observing traffic on this corner (buses, taxis and cars) the cyclist looked extremely vulnerable and within touching distance of buses. Before cyclist took up this position we observed that 9 out of 10 vehicles cornering here cut across the white hatching markings on this bend.
September 07, 2013
Some previous posts to the BUG blog are a great place to start for inspiration on how to continue attracting more people if you have little experience of cycling.
There some very positive suggestions that make it clear the biggest impediment to people not getting the car day after day is largely about perceptions, not civil engineering projects How do recent developments at Warwick fit into the big picture locally and nationally?
Writing about web page http://www.coventry.gov.uk/info/200123/cycling/1798/cycle_coventry
Sustrans and Cycle Coventry have received significant funding to improve cycling provision in all sorts so ways around the City and Campus.
Additions to Sustrans Route 52 are under construction on campus and there are plans for extending the route to Canley and the A45 crossing at Canley Ford.
I will try and post more here as the details emerge – I do not currently have maps of what is being proposed and implemented.
Is only partially correct and the maps at
conflict with what I have seen elsewhere.
November 09, 2009
I have had a flurry of large and small suggestions, all excellent, to bring to Weds Transport Strategy Group:
1. Small works to improve cycle routes around campus woudl have a significant impact on safety of all campus users, on foot, cycle and car.
e.g. entrance / exit to Gibbet Hill cycletrack behind SU;
entrance / exit to shared use path between boilerhouse and University House.
2. Better web- and physical signage of routes for cyclists and pedestrians (some exists already).
3. Webtool for personal cycleroute planning as for recent pedestrian initiative.
Google pedometer is useful for planning cycle routes http://www.gmap-pedometer.com/
4. Consider http://www.cycletoworkguarantee.org.uk/
The guarantee covers 5 areas, one of which is buying, which is the cycle to work scheme. The others are cycle storage, changing facilities, repair/maintenance facilities and
inspiring (including cycle training). Adoption of the full guarantee would be a good step towards encouraging more staff and students to take up cycle commuting to campus.
5. Updates on Sustrans’ cross-campus to Kenilworth route http://www.sustransconnect2.org.uk/schemes/project_detail.php?id=146
6. Advertise 20 p per mile expenses claimable (or Cycle to Work scheme benefits) versus real costs of motoring.
7. Secure cycle parking still needs to be improved across campus.
8. Unforeseen consequences of the changes in campus car parking policy. Since the start of term (and the new parking policy) there has been a massive increase in on-road parking on Sir William Lyons Road and the residential roads leading from De Montfort Way. This has in turn lead to an increase in traffic and congestion on these roads and Lynchgate
Road during both rush hours (particularly the evening). As well as no doubt frustrating local residents, this makes these roads considerably less cycle friendly, which is particularly unfortunate as they form part of the most convenience cycle route between the campus and Coventry City Centre.
Writing about web page /cyclingtowarwick/entry/transport_strategy_group/
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BUG has been invited to attend the Transport Strategy Group which will meet Weds 11th November and report by end December.
Terms of Reference are:
“To develop a coherent strategy for transport and travel designed to support increased use of alternative modes of transport to the car for journeys to and from the University for staff, students and visitors, particularly to reduce the number of single occupancy car journeys to campus and reduce congestion, in line with the University’s Green Travel Plan, Carbon Management Plan and other related responsibilities.”
I welcome any comments or specific suggestions from Bicycle User Group members to take to the meeting.