How many cars contain one person travelling?
6=one occupant/driver
15=more than one occupant
8=cyclists
Time 1600
Place Southsea
Journey 3 miles
Date 23 May 2010 (Sunday)
21 cars. More efficient usage could have taken this down to about 19 cars, woohoo! The first time I've actually counted when cars are being used properly.
27% cycling usage. Higher than weekday, but surprisingly not a lot higher! Does show that cycling probably is the main and only form of transport for many cyclists in Portsmouth.
Methodology:
Count (1) private cars with one occupant, (2) cars with more than one occupant, (3) cyclists, all in the oncoming lane.
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them).
Sunday 23 May 2010
Overview
No one denies our roads are in a mess, in many areas congestion to the point of regular jams. The planning policies of the late twentieth century lead to a complete focus on privately owned motor vehicles as the primary mode of transport. This has been exacerbated by the high cost, complex fare structures and relative discomfort and inefficiency of public transport.
The problem is now that the proportion of the growing population that own motor vehicles is increasing. Our roads are pretty much at capacity in many places.
Some comments:
Road safety (especially for drivers) is improving. Probably this is due to improvements in car technology, safety belts/air bags, and the decreasing opportunity to travel at high speeds due to congestion. Its fair to note that safety for vulnerable road users, pedestrians (especially children), cyclists, and especially motorcyclists is not improving as much as for drivers.
Cars are becoming larger and more powerful. I need to check, but I suspect that the width of C21st cars is greater than the width of many cars 20 years ago. I suppose this partly the influence of the US, which still uses much larger cars than any other country, and the globalisation of the car industry (and many countries do not have the compact streets of European cities).
UK streets are almost entirely given over to cars. Cycle lanes are actually part of the problem as they are mainly used as expansion areas for cars. On my cycle journeys I've never been able to traverse several cycle lanes without finding them occupied by parked cars, or intruded into by drivers (both quite legal). Bus lanes are one of the few instances of areas where private cars are not allowed, however these are not universal and often not popular with drivers.
UK drivers often use cars (designed to carry 4 or 5 people) to transport one person. About 60-70% of car journeys have one person on board. It wouldn't be a problem if cars were smaller, but each person now takes up the space of 4 or 5. (But if you bought a car why not buy one big enough for as many people as you are ever likely to carry?).
UK streets are often clogged up with on street parked cars, often leaving just enough space for two cars, or often only one car in the lane. Where parking is not allowed (double yellow lines) drivers still dally, often misquoting the rules pertaining to the 20 minute 'loading' allowed even on double yellow lines.
Cars are very powerful compared to the models a few years ago (they are also much more efficient in terms of fuel use). My second car, a Triumph Herald, 1965 model, had an 1147cc engine, generating 39 bhp, doing about 36 mpg. My current car is at the economical end, its a Toyota Yaris Verso, 2000 model, has a 1497cc engine, generating 86 bhp, doing about 46 mpg.
Cars are much more isolating than they were. Air-conditioning, sound proofing, monocoque construction (more rigidity and less vibration), and safety equipment isolate drivers from the risks of driving.
Poor driving. Perhaps not a greater proportion of drivers, but the levels of congestion mean that they are more frequently encountered. They cause massive amounts of chaos.
The feed frenzy focussed on drivers. From parking to the stopping of innocent drivers to collect fines. Clamping and 'over parking' charges that actually add to the dangers on the road (for example restrictions on motorway parking to increase turnover).
Cities are often traversed by uncrossable roads, with pedestrians having to take long ways round, often climbing bridges, or taking unpleasant underpasses to get by.
People choose to live so far from where they work, and become reliant on using a car. 100 years go many people never travelled more than 30 miles from home, in the C21st many people travel more than that every day to work...
Where next?
The roads we use will become unusuable. Cars are very beneficial in some situations (disabled, elderly, families with young children, for carrying large loads), but those benefits will be lost by the gross over use of cars for short journeys and single occupancy transport. Roads become more congested and difficult for alternative modes of transport. Its currently faster to travel by cycle than car in the city I live in, but most people won't try that because of the subjective danger. Public transport on the roads fails because of the levels of traffic. I think there is no choice but to take more road space from drivers for public transport, and for cyclists, but its not going to be easy. We need to address car design (and car ownership), so it better reflects the types of journeys people want to take (there need to be some incentives for buying smaller cars for example - disincentives from buying larger ones). We need to increase subjective safety of walking and cycling. We need to address planning of roads, housing, and work in order to make non-car transport feasible and more attractive.
Of courses its all impossible isn't it? Except that is how some countries do it, Holland and Amsterdam being two obvious examples.
...and currently many countries in the world are racing into a UK like problem. Cycling and walking is what poor people do. The people making planning decisions are the ones driving the large black imported US cars. Don't do it!
The problem is now that the proportion of the growing population that own motor vehicles is increasing. Our roads are pretty much at capacity in many places.
Some comments:
Road safety (especially for drivers) is improving. Probably this is due to improvements in car technology, safety belts/air bags, and the decreasing opportunity to travel at high speeds due to congestion. Its fair to note that safety for vulnerable road users, pedestrians (especially children), cyclists, and especially motorcyclists is not improving as much as for drivers.
Cars are becoming larger and more powerful. I need to check, but I suspect that the width of C21st cars is greater than the width of many cars 20 years ago. I suppose this partly the influence of the US, which still uses much larger cars than any other country, and the globalisation of the car industry (and many countries do not have the compact streets of European cities).
UK streets are almost entirely given over to cars. Cycle lanes are actually part of the problem as they are mainly used as expansion areas for cars. On my cycle journeys I've never been able to traverse several cycle lanes without finding them occupied by parked cars, or intruded into by drivers (both quite legal). Bus lanes are one of the few instances of areas where private cars are not allowed, however these are not universal and often not popular with drivers.
UK drivers often use cars (designed to carry 4 or 5 people) to transport one person. About 60-70% of car journeys have one person on board. It wouldn't be a problem if cars were smaller, but each person now takes up the space of 4 or 5. (But if you bought a car why not buy one big enough for as many people as you are ever likely to carry?).
UK streets are often clogged up with on street parked cars, often leaving just enough space for two cars, or often only one car in the lane. Where parking is not allowed (double yellow lines) drivers still dally, often misquoting the rules pertaining to the 20 minute 'loading' allowed even on double yellow lines.
Cars are very powerful compared to the models a few years ago (they are also much more efficient in terms of fuel use). My second car, a Triumph Herald, 1965 model, had an 1147cc engine, generating 39 bhp, doing about 36 mpg. My current car is at the economical end, its a Toyota Yaris Verso, 2000 model, has a 1497cc engine, generating 86 bhp, doing about 46 mpg.
Cars are much more isolating than they were. Air-conditioning, sound proofing, monocoque construction (more rigidity and less vibration), and safety equipment isolate drivers from the risks of driving.
Poor driving. Perhaps not a greater proportion of drivers, but the levels of congestion mean that they are more frequently encountered. They cause massive amounts of chaos.
The feed frenzy focussed on drivers. From parking to the stopping of innocent drivers to collect fines. Clamping and 'over parking' charges that actually add to the dangers on the road (for example restrictions on motorway parking to increase turnover).
Cities are often traversed by uncrossable roads, with pedestrians having to take long ways round, often climbing bridges, or taking unpleasant underpasses to get by.
People choose to live so far from where they work, and become reliant on using a car. 100 years go many people never travelled more than 30 miles from home, in the C21st many people travel more than that every day to work...
Where next?
The roads we use will become unusuable. Cars are very beneficial in some situations (disabled, elderly, families with young children, for carrying large loads), but those benefits will be lost by the gross over use of cars for short journeys and single occupancy transport. Roads become more congested and difficult for alternative modes of transport. Its currently faster to travel by cycle than car in the city I live in, but most people won't try that because of the subjective danger. Public transport on the roads fails because of the levels of traffic. I think there is no choice but to take more road space from drivers for public transport, and for cyclists, but its not going to be easy. We need to address car design (and car ownership), so it better reflects the types of journeys people want to take (there need to be some incentives for buying smaller cars for example - disincentives from buying larger ones). We need to increase subjective safety of walking and cycling. We need to address planning of roads, housing, and work in order to make non-car transport feasible and more attractive.
Of courses its all impossible isn't it? Except that is how some countries do it, Holland and Amsterdam being two obvious examples.
...and currently many countries in the world are racing into a UK like problem. Cycling and walking is what poor people do. The people making planning decisions are the ones driving the large black imported US cars. Don't do it!
Saturday 22 May 2010
Private transport efficiency
How many cars contain one person travelling?
20=one occupant/driver
9=more than one occupant
8=cyclists
Time 1745
Place Southsea
Journey 3 miles
Date 22 May 2010 (Saturday)
29 cars. More efficient usage could have taken this down to about 14 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
21% cycling usage.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant, (2) cars with more than one occupant, (3) cyclists, all in the oncoming lane.
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them).
20=one occupant/driver
9=more than one occupant
8=cyclists
Time 1745
Place Southsea
Journey 3 miles
Date 22 May 2010 (Saturday)
29 cars. More efficient usage could have taken this down to about 14 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
21% cycling usage.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant, (2) cars with more than one occupant, (3) cyclists, all in the oncoming lane.
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them).
Friday 21 May 2010
Making it easier for drivers...
Driving cars these days is so unpleasant and stressful its hardly surprising that some drivers can't resist having a go at anyone. Many car drivers have developed a laager mentality, with increasing levels of congestion, petrol prices, and a feeding frenzy of parking clampers, speed trappers etc.. In Portsmouth an area of largely unused parking space was turned into a segregated cycle path. You cannot imagine the bile coming out over this terrible imposition on the beleaguered car driver.
Virtually all space on a road is accessible to car drivers. Even excluding motorways, there are many stretches of road that are virtually inaccessible to cyclists due to the design of the roads/junctions creating high speed traffic. Cycle lanes do little for cyclists, except promote the idea that cyclists only belong at the extremes of the road, in regions that car drivers can use any time they feel the need (to park or when over taking).
Our roads remain very safe (for drivers) but the number of pedestrians, cyclists etc. killed or seriously injured continues to remain much higher. Car design makes it safer (for drivers) and easier for drivers to go at higher speeds. Its really cars that need segregating, not cyclists.
Personally I'd favour taking 20% of all road space and converting it into segregated cycle lanes (roughly a dutch/danish model). In any case most roads are currently only operating at 80% or less of the available width due to onroad parking. Probably most drivers would actually benefit by lower levels of congestion since many of the single occupant/short trip journeys taken by car, and might even find driving a bit less stressful than it is at the moment.
Virtually all space on a road is accessible to car drivers. Even excluding motorways, there are many stretches of road that are virtually inaccessible to cyclists due to the design of the roads/junctions creating high speed traffic. Cycle lanes do little for cyclists, except promote the idea that cyclists only belong at the extremes of the road, in regions that car drivers can use any time they feel the need (to park or when over taking).
Our roads remain very safe (for drivers) but the number of pedestrians, cyclists etc. killed or seriously injured continues to remain much higher. Car design makes it safer (for drivers) and easier for drivers to go at higher speeds. Its really cars that need segregating, not cyclists.
Personally I'd favour taking 20% of all road space and converting it into segregated cycle lanes (roughly a dutch/danish model). In any case most roads are currently only operating at 80% or less of the available width due to onroad parking. Probably most drivers would actually benefit by lower levels of congestion since many of the single occupant/short trip journeys taken by car, and might even find driving a bit less stressful than it is at the moment.
SMIDSY
Had to make my first SMIDSY entry the other day. Usual account of a stupidly aggressive and careless driver. Cycling west down Albert Road, a driver made a turn straight across me, forcing me to cycle out into the oncoming traffic, I shouted at him, he stopped his car and started to run towards me, swearing at the top of his voice. I took his number and left the scene. Don't see the point of getting involved in an assault. Nasty experience. He was driving a monstrous ancient and tatty US model pickup (like this), the size of small bus, quite unsuited to the narrow streets of Portsmouth. He was a small elderly obese man, who could just about see over the steering wheel of the monster. Almost a stereotype of over compensation.
I must say its very rare to be the victim of anything other than carelessness, and most drivers are quite careful most of the time. Its a shame that as the roads get busier, these wild cards add an extra piquancy to the mix.
I must say its very rare to be the victim of anything other than carelessness, and most drivers are quite careful most of the time. Its a shame that as the roads get busier, these wild cards add an extra piquancy to the mix.
Wednesday 12 May 2010
Private transport efficiency
How many cars contain one person travelling?
22=one occupant/driver
11=more than one occupant
11=cyclists
Time 0945
Place Southsea
Journey 2.5 miles
Date 10 May 2010
33 cars. More efficient usage could have taken this down to about 17 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
25% cycling usage.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant, (2) cars with more than one occupant, (3) cyclists, all in the oncoming lane.
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them).
22=one occupant/driver
11=more than one occupant
11=cyclists
Time 0945
Place Southsea
Journey 2.5 miles
Date 10 May 2010
33 cars. More efficient usage could have taken this down to about 17 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
25% cycling usage.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant, (2) cars with more than one occupant, (3) cyclists, all in the oncoming lane.
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them).
Monday 10 May 2010
Private transport efficiency
How many cars contain one person travelling?
22=one occupant/driver
11=more than one occupant
7=cyclists
Time 1000
Place Southsea
Journey 2.5 miles
Date 10 May 2010
33 cars. More efficient usage could have taken this down to about 17 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
18% cycle usage.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant, (2) cars with more than one occupant, (3) cyclists, all in the oncoming lane.
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them).
22=one occupant/driver
11=more than one occupant
7=cyclists
Time 1000
Place Southsea
Journey 2.5 miles
Date 10 May 2010
33 cars. More efficient usage could have taken this down to about 17 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
18% cycle usage.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant, (2) cars with more than one occupant, (3) cyclists, all in the oncoming lane.
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them).
Saturday 8 May 2010
Daughter 2 wanted to be driven to an evening meeting, only a couple of miles away. Took my folding bike, and left the car parked whilst I cycled to North End shopping. Followed the strange new cycle route, gawking at the stationary cars on Eastern Road. Morrisons has such crap cycle racks, and parking space for 4 bikes. There were about 10 cycles parked, locked to the signs for disabled parking (really there is no where else). Never seen that car park anywhere near full, why don't they create some proper cycle parking?? Also there is no easy way in (or out) of that supermarket, the entrance is from a high speed road, and the exit takes you on to a bad roundabout.
Cycle parking in supermarkets in Portsmouth Southsea:
Albert Road Tescos and Summerfield. Both good with council provided Sheffield stands on the pavement, although both exposed to weather.
Waitrose in Southsea, good, plenty of stands, unfortunately exposed to the weather. Although recent 'improvements' to the pavements (replacing the dropped kerb) mean getting to the cycle stands is more difficult, without going through the car park entrances.
Lidle on Goldsmith Avenue. This has the largest number of sheffield stands of any supermarket I've ever visited, unfortunately they are ALL used as fences in the car park and none are available for cycle parking. The supermarket has the absolutely useless and insecure front wheel cycle rack, which I have never see used. Before the store was 'improved' they had quite a few sheffield stands, but they took them all away. Now when I visit the store I lock my bike to a fence, along with the other cyclists (usually about 3 bikes there). Also they removed the rear entrance onto Francis Avenue, and drop kerbs, leading cyclists into a long cycle along the pavement, or exit and entrance on to the frantic traffic of Goldsmith Avenue.
Lidle on Norway Road. Don't get to this end of Portsmouth that often, but it does have a good covered cycle rack, well done!
Co-op on Highland road. This has three low grade sheffield stands, not bad, but positioned where a careless driver will impact them (as evidence by the stand that has been crumpled, several years ago and never replaced/repaired).
Cycle parking in supermarkets in Portsmouth Southsea:
Albert Road Tescos and Summerfield. Both good with council provided Sheffield stands on the pavement, although both exposed to weather.
Waitrose in Southsea, good, plenty of stands, unfortunately exposed to the weather. Although recent 'improvements' to the pavements (replacing the dropped kerb) mean getting to the cycle stands is more difficult, without going through the car park entrances.
Lidle on Goldsmith Avenue. This has the largest number of sheffield stands of any supermarket I've ever visited, unfortunately they are ALL used as fences in the car park and none are available for cycle parking. The supermarket has the absolutely useless and insecure front wheel cycle rack, which I have never see used. Before the store was 'improved' they had quite a few sheffield stands, but they took them all away. Now when I visit the store I lock my bike to a fence, along with the other cyclists (usually about 3 bikes there). Also they removed the rear entrance onto Francis Avenue, and drop kerbs, leading cyclists into a long cycle along the pavement, or exit and entrance on to the frantic traffic of Goldsmith Avenue.
Lidle on Norway Road. Don't get to this end of Portsmouth that often, but it does have a good covered cycle rack, well done!
Co-op on Highland road. This has three low grade sheffield stands, not bad, but positioned where a careless driver will impact them (as evidence by the stand that has been crumpled, several years ago and never replaced/repaired).
Thursday 6 May 2010
Police enforcement
Today, when cycling along Burnaby Road a white saloon passed me, going at more than 50mph (Burnaby Road is a 30mph street, and the road has parking on both sides, making it too narrow often for opposing traffic to pass each other, its also used as a rat run by drivers hoping to avoid the Anglesea Road). At the traffic lights (junction with Park Road) I saw his redlight flash as he came to a halt. By the time I got to the junction the lights had changes and he had roared off down Burnaby Road. As I crossed at the lights I saw a police officer apparently writing a ticket for a cyclist. Possibly the cyclist had crossed the lights on red (I don't know). I stopped and asked the police officer (pleased to see he was a cycling policeman) if he had taken the cars number. He told me he hadn't noticed anything, and was dealing with this 'gentleman' (implication: mind your own business and don't bother report any crimes to ME). Hmmm. Crossing lights at red is not something I condone, but its widespread by cyclists (and quite a few drivers). I see accidents at that junction possibly each year (all involving cars though). I left that incident marking the police down a notch (again) for hitting the easy targets, and discouraging any alternatives to motor vehicles.
Cycle v Car use
How many journeys by bike in Portsmouth?
Date: 6th May 2010
Time: 1045
Place: Southsea
Distance: 3 miles
Cycling: 11
Cars: 68
14%
Methodology:
Count each (private) car in the oncoming lane
Count each bicycle in the oncoming lane
Date: 6th May 2010
Time: 1045
Place: Southsea
Distance: 3 miles
Cycling: 11
Cars: 68
14%
Methodology:
Count each (private) car in the oncoming lane
Count each bicycle in the oncoming lane
Wednesday 5 May 2010
Car efficiency and usage
How many cars contain one person traveling?
56=one occupant/driver
29=more than one occupant
Time 1200
Place Southsea
Journey 2.5 miles
Date 5 May 2010
85 cars. More efficient usage could have taken this down to about 43 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant and (2) cars with more than one occupant, when this is visible
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them)
56=one occupant/driver
29=more than one occupant
Time 1200
Place Southsea
Journey 2.5 miles
Date 5 May 2010
85 cars. More efficient usage could have taken this down to about 43 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport. Cars take up the same amount of space if there is one person inside or four people inside. Road space is limited and congestion is a major problem for drivers (as well as everyone else).
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle, three times as many pedestrians are killed/seriously injured in Portsmouth each year, as drivers.
Methodology:
Count (1) private cars with one occupant and (2) cars with more than one occupant, when this is visible
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them)
Tuesday 4 May 2010
Car efficiency and usage
How many cars contain one person traveling?
40=one occupant/driver
16=more than one occupant
Time 1145
Place Southsea
Journey 2 miles
Date 4 May 2010
56 cars. More efficient usage could have taken this down to about 26 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle
Methodology:
Count (1) private cars with one occupant and (2) cars with more than one occupant, when this is visible
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them)
40=one occupant/driver
16=more than one occupant
Time 1145
Place Southsea
Journey 2 miles
Date 4 May 2010
56 cars. More efficient usage could have taken this down to about 26 cars. For example by cycling, walking, carrying passengers/sharing the car, or by using public transport.
Benefits to:
Other car drivers (and other road users) (less congestion)
Health benefit to former drivers if using cycling, walking, and possibly public transport
Cost saving to former drivers
Safety benefit as most RTAs involve (if not necessarily caused by) a motor vehicle
Methodology:
Count (1) private cars with one occupant and (2) cars with more than one occupant, when this is visible
Do not count commercial/working vehicles (vans, taxis, cars with stuff written on them)
Folding helmets
I'm still waiting for the Dahon Pango helmet to appear (actually for sale instead of just in reviews). Folding helmet, sounds like a contradiction in terms doesn't it? But of course a cycle helmet is not really designed as a hard rigid shell, but as a padded shell, which deforms under pressure, and reduces impact on the skull (and more importantly shock and rapid deceleration on the brain inside). The shell doesn't have to be that rigid. The outer shell can provide a limited amount of protection for 'intrusion' injuries (i.e. hitting a point with your head, that could produce a small local hole in the skull), and protects the foam shell in day to day use. Hence folding helmets (like folding bikes) make more sense in practice than intuition. Quite a lot on the science of cycle helmets here (sorry its wikipeadia). In particular one problem with cycle helmets is that they can contribute to 'rotational' injuries, and also increased compulsion to wear cycles (e.g. via legislation) seems to be associated with an increase in fatal accidents. Like many things cycle helmet use can be counter intuitive. However I do wear my helmet nearly all the time (just like I always wear a safety belt when I'm driving). I feel pretty naked if I don't do either. Rather a nice blog entry from that den of cycling danger(!), Copenhagen.
I do have a folding helmet, its called a Stash, it works by folding the sides in, which makes for a smaller package. Its not too bad, but its rather large for my head, and not particularly elegant. I actually don't like it that much in practice due to the fit, and still prefer the skate boarder style helmet I usually use (its also got a smoother outer shell, so ought to be better for rotational injures). The skater style helmet has relatively few ventilation holes, so does provide better protection against intrusion injuries than the usual cycle helmet design (which is really designed for cycle sports - where the cyclist is generating a lot of heat). At least the skater helmet is relatively robust, and I suspect many cycle helmets are damaged when they are carried around, when the think outer membrane is cracked.
I do like the Pango's design, which appears to be closely based on a climbing helmet design by Edelrid (the Madillo Foldable Climbing Helmet). A climbing helmet mainly provides protection from falling stones, which can cut or stun a climber. This isn't quite the same as the requirements for a cycle helmet, where the primary aim is to reduce deceleration injures inside the skull. However you can see that the fold design could be adapted to a foam filled helmet.Images used may be copyright, links in the text point to the sources, and locations where these products are available.
Saturday 1 May 2010
cycling catch phrases
Listening to David Cameron I was struck how just about every utterance brings up a sarcastic 'catch phrase', "Big Britain", "Tax on jobs", "Stop the waste", its all very reminiscent of Margaret Thatcher's approach to political debate. Anyway I did think that perhaps there is an opportunity for cycling campaigners to use the same anti-intellectual approach...
parked car chicanes: Those streets where parked cars (often illegally parked) prevent two way (car) traffic, and someone overtakes you only to screech to a halt a few feet further on because there isn't room for their 4*4s to go through the gap left by the oncoming 4*4 (although there would have been plenty of room for a cyclist).
off road parking: Otherwise known as a pavement. You can tell its targeted at off road vehicles as the kerb stops smaller cars using it.
off road vehicle parking lane: Otherwise known as cycling lane. Usually coloured green so that off road vehicle drivers know its for them. Usually has a two wheel icon so that off road vehicle drivers know its only for two of their vehicle's four wheels, the other two can use off road parking. Off road vehicle owners are also pleased to see green sections near traffic control lights especially for them (thats why they are green).
parking limited to 20 minutes: Many roads are marked with this sign (double yellow line). This means that rather than double parking, you can just leave your car for 20 minutes. I think your supposed to have to carry something back to your car. A packet of cigarettes ought to do it. Many councils associate 20 minute parking with green off road vehicle parking lanes. How convenient.
concrete canyons/ the concrete jungle: Many cities are criss-crossed by uncross-able roads, often on top of concrete mountains, or set deep in concrete ravines. High and narrow rope bridges (or usually steel and concrete), cross these bottomless pits, emphasising the inhuman nature of the jungle. Its not for people. You definitely need a map to cross these unknown lands, signage is not intended for human beings but for the true inhabitants of the concrete jungle, cars. You never know when you are going to end up in hostile territory, or have to backtrack as the trail (of cycle lane signs) peters out...
parked car chicanes: Those streets where parked cars (often illegally parked) prevent two way (car) traffic, and someone overtakes you only to screech to a halt a few feet further on because there isn't room for their 4*4s to go through the gap left by the oncoming 4*4 (although there would have been plenty of room for a cyclist).
off road parking: Otherwise known as a pavement. You can tell its targeted at off road vehicles as the kerb stops smaller cars using it.
off road vehicle parking lane: Otherwise known as cycling lane. Usually coloured green so that off road vehicle drivers know its for them. Usually has a two wheel icon so that off road vehicle drivers know its only for two of their vehicle's four wheels, the other two can use off road parking. Off road vehicle owners are also pleased to see green sections near traffic control lights especially for them (thats why they are green).
parking limited to 20 minutes: Many roads are marked with this sign (double yellow line). This means that rather than double parking, you can just leave your car for 20 minutes. I think your supposed to have to carry something back to your car. A packet of cigarettes ought to do it. Many councils associate 20 minute parking with green off road vehicle parking lanes. How convenient.
concrete canyons/ the concrete jungle: Many cities are criss-crossed by uncross-able roads, often on top of concrete mountains, or set deep in concrete ravines. High and narrow rope bridges (or usually steel and concrete), cross these bottomless pits, emphasising the inhuman nature of the jungle. Its not for people. You definitely need a map to cross these unknown lands, signage is not intended for human beings but for the true inhabitants of the concrete jungle, cars. You never know when you are going to end up in hostile territory, or have to backtrack as the trail (of cycle lane signs) peters out...
Thoughts after reading another blog...
Th following was posted as a reply to the cycling lawyer's post on cycle craft
Its all about affordances, the things cyclists do, cycling on the left, letting cars past, crossing red traffic lights, overtaking on the inside, are all things that feel natural, and pretty safe. The things drivers do (accelerating and driving quickly between traffic holdups, pulling in to the left to allow oncoming traffic through, paying attention to the front/right of the vehicle) are the things that are 'natural' for drivers. (and there is a similar list for pedestrians, like assuming nothing will be travelling very close to a kerb, and nothing on the road is silent, therefore walking off the pavement before looking to the right is perfectly safe). Although there are regulations and guidances that suggest people behaviour counter intuitively, there are always likely to be conflicts.
Proper segregated cycle infrastructure is quite comfortable to use as a cyclist, but even in Amsterdam its probably not as 'fast' as travelling on the road with motor vehicles, I'm sympathetic with the point of view that decent cycling infrastructure also means less opportunity to travel on the road, but even so it might be worth it. The useless on road cycling lanes in the UK don't reflect the basic affordances of cycling (or driving) well, they are too narrow to reflect the differences in speed of cyclists, and they are often used by cars when overtaking (or parking). Cycling in the prime position does help prevent the acceleration and braking cycling of driving, but I suspect leads to high levels of frustration. As a cyclist I do use the primary position on occasions, but I also recognise that it could trigger dangerous levels of frustrations in a small number of drivers. I try and read the road as a driver as well as a cyclist and not get in the way unless strictly necessary.
As a cyclist I find one of the most frustrating things is where a driver zooms past me, then cuts in in front of me and stops, because they have reached
a 'parked car chicane' and can't get through when a vehicle is coming in the other direction. I could have, but now I am forced to stop. I don't want to do the equivalent to drivers (even though some sooooo deserve it!).
Driving is massively frustrating (and enraging), its full of starts and stops, and when I drive now I immediately want to be back on a bike. A small number of drivers cannot deal with these levels of frustration, and their behaviour becomes dangerous as a result. A small number of drivers, but I have to treat every driver as though they are one of the enraged ones. I do think the frustrations of driving, traffic levels, diminishing and increased costs of resources, will eventually poison private motorised traffic. ...but (alas) not yet.
There isn't a perfect solution, ideally people should share the space across different modes of travel. I've cycled in a lot of countries, and the countries between different modes of travel seem to lie in different places. In most of the world cyclists and pedestrians seem to mix more easily than in the UK. Cyclists do seem to be being driven off the road by rising levels of traffic, perceived status of cars over cyclists, faster larger, wider cars, and faster 'uncrossable' roads penetrating cities. The countries that retain high levels of cycling have much more properly segregated cycle infrastructure, its not a perfect solution for cycling. It feels like a defeat, but maybe its the only victory we can have at the moment.
Its hard establishing segregated cycle lanes in the UK, because the space for them usually comes from car parking, and quite often they are seen as pavement overflow space by pedestrians. In Portsmouth we just had a new seafront cycling lane, and its triggered a lot of virulent opposition in the local press (even from some cyclists).
Its all about affordances, the things cyclists do, cycling on the left, letting cars past, crossing red traffic lights, overtaking on the inside, are all things that feel natural, and pretty safe. The things drivers do (accelerating and driving quickly between traffic holdups, pulling in to the left to allow oncoming traffic through, paying attention to the front/right of the vehicle) are the things that are 'natural' for drivers. (and there is a similar list for pedestrians, like assuming nothing will be travelling very close to a kerb, and nothing on the road is silent, therefore walking off the pavement before looking to the right is perfectly safe). Although there are regulations and guidances that suggest people behaviour counter intuitively, there are always likely to be conflicts.
Proper segregated cycle infrastructure is quite comfortable to use as a cyclist, but even in Amsterdam its probably not as 'fast' as travelling on the road with motor vehicles, I'm sympathetic with the point of view that decent cycling infrastructure also means less opportunity to travel on the road, but even so it might be worth it. The useless on road cycling lanes in the UK don't reflect the basic affordances of cycling (or driving) well, they are too narrow to reflect the differences in speed of cyclists, and they are often used by cars when overtaking (or parking). Cycling in the prime position does help prevent the acceleration and braking cycling of driving, but I suspect leads to high levels of frustration. As a cyclist I do use the primary position on occasions, but I also recognise that it could trigger dangerous levels of frustrations in a small number of drivers. I try and read the road as a driver as well as a cyclist and not get in the way unless strictly necessary.
As a cyclist I find one of the most frustrating things is where a driver zooms past me, then cuts in in front of me and stops, because they have reached
a 'parked car chicane' and can't get through when a vehicle is coming in the other direction. I could have, but now I am forced to stop. I don't want to do the equivalent to drivers (even though some sooooo deserve it!).
Driving is massively frustrating (and enraging), its full of starts and stops, and when I drive now I immediately want to be back on a bike. A small number of drivers cannot deal with these levels of frustration, and their behaviour becomes dangerous as a result. A small number of drivers, but I have to treat every driver as though they are one of the enraged ones. I do think the frustrations of driving, traffic levels, diminishing and increased costs of resources, will eventually poison private motorised traffic. ...but (alas) not yet.
There isn't a perfect solution, ideally people should share the space across different modes of travel. I've cycled in a lot of countries, and the countries between different modes of travel seem to lie in different places. In most of the world cyclists and pedestrians seem to mix more easily than in the UK. Cyclists do seem to be being driven off the road by rising levels of traffic, perceived status of cars over cyclists, faster larger, wider cars, and faster 'uncrossable' roads penetrating cities. The countries that retain high levels of cycling have much more properly segregated cycle infrastructure, its not a perfect solution for cycling. It feels like a defeat, but maybe its the only victory we can have at the moment.
Its hard establishing segregated cycle lanes in the UK, because the space for them usually comes from car parking, and quite often they are seen as pavement overflow space by pedestrians. In Portsmouth we just had a new seafront cycling lane, and its triggered a lot of virulent opposition in the local press (even from some cyclists).
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