Life's a journal

Slow start for 20 mph speed limits in Brighton and Hove's residential areas

noreply@blogger.com (Russell Honeyman) — Sat, 14 Jan 2012 03:02:38 PST

Limits to augment 20 mph "zones"

A 20 mph speed limit around Stanford schools in Brighton and Hove will start in January. The Green Party won leadership of the council in May 2010 local elections, with a manifesto that promised to "press for a 20mph limit" for residential areas in the city.

Councillor Ian Davey, the city council's Cabinet Member for Transport and Public Realm, said: "This is a first step and we will be looking closely at how this pilot scheme works to shape future proposals - we hope to work with local people on a roll-out of 20mph limits in other communities across the city."

A council press release on 11 January 2012 said: "Speed limits will be cut to 20mph around Stanford Infant and Junior Schools and surrounding residential streets in Brighton this month, following concerns raised by local people and a review of speed limits by Brighton & Hove City Council.

"The pilot scheme will take effect on January 18 and cover fifteen roads around the schools where the speed limit is currently 30 mph.

"In addition, speed limits will be reduced from 40 to 30 mph by Brighton & Hove City Council in three other locations - on Lewes Road, from Natal road to Moulsecoomb Way; Falmer Road, from Brownleaf Road, Woodingdean to Rottingdean;and Old Shoreham Road, from Hove Cemetery to Locks Hill, Portslade.

Proposals for a second 20mph pilot scheme, in Portslade old village, will be considered at the city council's Environment, Transport and Sustainability Cabinet Member meeting on January 24.

Councillor Ian Davey said: "We've listened to local people who are concerned about road safety in the Stanford area, and carried out a review of speed limits which has identified the roads around Stanford schools and local residential streets as suitable for a pilot 20 mph scheme.

Consultation was carried out with the schools in the autumn about the Stanford scheme and there were no objections when traffic orders, giving details of the proposed changes, were advertised.

Madeleine Denyer, head teacher at Stanford Infant School, said: "The safety and well-being of all children is of paramount importance. The 20mph pilot scheme can only benefit the whole community. It should help allow our children to walk, scooter or cycle to school safely, help decrease traffic congestion around our schools and benefit the environment."

Giovanni Franceschi, headteacher at Stanford Junior School, said: "We welcome the new 20mph limit. We have had some near misses around the school and teachers, parents and pupils have all been concerned about safety."

A final decision on the Portslade scheme, which covers the area around Peter Gladwin Primary, St Nicholas C Of E Junior, Portslade Infants and Hillside Special School, will be made by Cllr Davey at the meeting on January 24 after two objections were received when the traffic order for that scheme was advertised.

The roads included in the 20mph scheme around Stanford Schools are Highcroft Villas, Port Hall Avenue, Port Hall Place, Port Hall Street, Port Hall Road, Stanford Road, Coventry Street, Exeter Street, Stafford Road, Chatsworth Road, Buxton Road, Lancaster Road, Upper Hamilton Road, Hamilton Road and Brigden Street.

There are already a number of "20mph zones" in Brighton & Hove, many in the vicinity of schools. Others include North Street, Western Road, the Hanover area and Bevendean.

However, the pilot scheme in the Stanford area will be the city's first 20mph speed limit area. (Zones differ from speed limit areas because zones also include traffic calming measures in addition to a 20mph limit).

Parking review to keep roads and bus lanes moving will start immediately in Brighton and Hove - as Lewes Road consultation gets underway

noreply@blogger.com (Russell Honeyman) — Fri, 11 Nov 2011 03:30:01 PST

Buses manoeuvre around parked cars on Lewes Road above The Level - Google

Friday, 10 November 2011. A review of car parking in Brighton and Hove, aimed at improving traffic flow, will start immediately in some parts of the city, according to an announcement by the city council yesterday.

The announcement said: "The citywide parking review will aim to improve service for all."

Councillor Ian Davey, cabinet member for transport and the public realm, said: "We also have to strike a balance between competing interests so that parking management is fair and achieves our aims of reducing congestion, maintaining safe access, and keeping the city moving on our roads and bus lanes."

Cllr Davey is a member of the Green Party who lead council and who have a manifesto commitment to promoting sustainable transport.

Also today, a public consultation - about the traffic clogged and polluted Lewes Road - got under way. Although not specifically included in the parking review, of the items on this agenda will be parked cars clogging up the Lewes road and slowing traffic flow for all road users.

The decision to start the parking review immediately was taken at a special meeting of the Environment, Transport and Sustainability Cabinet (Wednesday, 9 November). The original decision was 'called in' by the Environment & Community Safety Overview & Scrutiny Committee with a request to reconsider reviews of parking schemes separately from a citywide parking review. The committee also asked that the cabinet look at bringing forward a review of parking in the Wish area of Hove.

At today's meeting, councillor Davey agreed to review the timetable and resources for work on residents' parking to see whether this could be accelerated and begin consultation on the following four residents' parking schemes:
Richmond Heights (Area C extension)
Canning Street (Area H extension)
London Road (Area J extension north of the railway line and Round Hill area)
Preston Park (Area A northern extension)

Councillor Ian Davey said: "These schemes have been selected as the most pressing from information provided by ward councillors and residents. They are also the most urgent in terms of road safety, with high levels of congestion and double parking.

"Parking is a complex issue for the city. I have taken on board the views expressed by the scrutiny committee and representations from residents and ward councillors.

"Rather than waiting for the outcome of the citywide parking review, I have decided to take action now to progress urgent work on residents' parking. Work on these schemes is not incompatible with the citywide review as one will inform the other."

Proposals for other resident's parking schemes will be taken into account as part of the citywide parking review. The review will take a year to complete, with a commitment to provide an update within six months.

Residents and businesses from across the city will have the opportunity to take part in the review and their input will shape the future of the city's parking service.

The review will cover public on and off-street parking. It will investigate long term parking issues and how the council should consult in the future, as well as looking at the best practice of other councils.

Councillor Davey said: "It is important that any consultation is meaningful and that we give residents and businesses the opportunity to help shape the future of parking management. We want to know what's working well and what doesn't work.

"The review will involve cross-party contributions through the scrutiny process and we'll be directly consulting residents groups and organisations such as the police and fire service. All the information provided will be invaluable to achieving the best outcome for the city.

"We also have to strike a balance between competing interests so that parking management is fair and achieves our aims of reducing congestion, maintaining safe access, and keeping the city moving on our roads and bus lanes."

There will be various ways the public can take part, via the website, and through a survey to be sent to 6,000 random addresses across the city.

Once residents, businesses, councillors and organisations have had the opportunity to shape the content of the review, public consultation will take place in the spring of next year.
Related information

Read the report discussed at the Environment, Transport and Sustainability Cabinet Members Meeting

Find out more about parking in Brighton & Hove

Plan your journey

Lewes Road sustainable consultation starts Friday - opinion: we need a rapid transport route

noreply@blogger.com (Russell Honeyman) — Fri, 11 Nov 2011 02:47:49 PST

Brighton's city council has announced a series of exhibitions to consult the public about the grant it was awarded to fix up the Lewes Road - probably the city's most polluted and dangerous roadway.

In my opinion, (at the end of this article), I suggest that whatever else is done, we need a well thought-out, expert, citywide, sustainable transport plan. I'm not sure we have that yet. We might try to work toward that goal, and build a single rapid, sustainable transport link.

In a press release dated 26 October 2011 a council spokesperson said: "Residents are being invited to a series of exhibitions on revamping one of Brighton's biggest and busiest main roads."

In April this year, the council won £4.2m of government funding for a scheme proposed under the previous Tory administration to "improve the transport flows, street scene and air quality along Lewes Road and surrounding streets. The sum will be added to £2.5m in contributions from other local partners," according to the spokesperson.

The council consultation will take place during November and December with series of local exhibitions. The spokesperson said: "The shows will be an opportunity for residents and businesses to learn more about the council's broad proposals – and to make their own suggestions. Feedback from the exhibitions will then be used to help draw up more detailed plans before more consultation next year."

Cabinet councillor for transport Ian Davey said: "This is part of our priorities to make Brighton & Hove a more sustainable city and to engage more closely with residents. Lewes Road looks rather untidy in places, it can be frustrating and difficult to travel along and is also one of our worst streets for air pollution. We have some broad aims and now we want to canvass the views of local people to come up with a more detailed plan."

Council officers will be on hand for a chat and a questionnaire available to fill in. The questionnaire can also be completed online.

Duncan Blinkhorn, of the local community group Lewes Road for Clean Air, urged members of the public to participate: "This investment is a rare opportunity to bring about some real improvements to cycling conditions along this route which could be used by thousands more people on bikes than at present. At Bike Train (& Lewes Road Cycle Vision) meetings we have talked about enabling a shift from the current 2% toward 10% of Lewes Road journeys by bike and reducing car journeys and associated congestion and pollution. Let's ensure that these Lewes Road improvements make a real change toward that."

Duncan provided a consultation detailed timetable (see below). A similar but less detailed timetable is found on the council website. There is also a link for an online questionaire on the council website. Times vary – for details see www.brighton-hove.gov.uk/lewesroad or call 01273 290487 (council number).

Exhibition/Consultations Timetable
(supplied by Lewes Road for Clean Air)

Hollingdean
Mon 7th Nov - Thurs 10th Nov, 9am-5pm,
At Hollingdean Community Centre, Thompson Rd, Hollingdean BN1 7BH
01273 236160
Council officers present:
• Fri 11th November, 2pm-8pm
• Sat 12th November, 10am-4pm

Coldean
Mon 14th Nov - Fri 18th Nov
At New Larchwood Community Café, Waldron Avenue, Coldean BN1 9EZ
Council officers present:
• Tues 15th November, 10am-8pm
• Sat 19th November, 10am-4pm

Hanover
Mon 21st, Wed 23rd & Sat 26th Nov
At Hanover Community Centre, 33 Southover St, Hanover area BN2 9UD
Council officers present:
• Mon 21st November, 3pm-6pm
• Wed 23rd November, 12pm-4pm
• Sat 26th November, 9am-1pm

Moulsecoomb
Mon 28th Nov - Fri 2nd Dec, during normal opening times,
At Moulsecoomb Leisure Centre (bar area), Moulsecoomb Way, Moulsecoomb BN2 4PB
Council officers present:
• Fri 2nd December, 2pm-8pm
• Sat 3rd December, 10am-4pm

Bevendean
Thu 8th Dec – Sat 10th Dec
At Church Hall, Church of the Holy Nativity, Norwich Drive , Bevendean BN2 4LA
Council officers present:
• Thurs 8th December, 9am-4pm
• Fri 9th December, 2pm-8pm
• Sat 10th December, 10am-4pm

My Opinion:
As readers of this blog know, I think the many of the proposals as made in the Lewes Road grant bid were good, and I await the council's revised proposals with anticipation.

We want to achieve real change, but we risk tinkering around the edges of a poor transport route. Real time bus signs and routes to the South Downs are important - but the underlying traffic plan in the city is slow and dangerous for non-car users. Until we address that, then we won't solve the underlying problem, and the plan risks failing to deliver any substantial change. (I discussed this when the award was made: link here)

So: in my opinion, we need to start with a city-wide sustainable transport plan. This might involve consulting with experts, maybe even selecting an expert group to produce a city plan for B&H if that is what is needed.

If that is not allowed because the plan must be localised to the Lewes Road, then let's concentrate on the core plan for this route: a clear, sustainable traffic route from say Falmer (or Lewes) to Brighton railway station and feed in routes from suburbs. That means a route for public transport, cycling and walking that is fast, convenient, attractive and safe - and considers transport in the depths of winter and solutions for the hills. A Rapid Bus Service and safe cycle and walking routes to connect Unversities and hard-to-get-to residential suburbs with central railway station and town centre seem needed. Radiating out from this central Rapid Bus route: strategic, cycle friendly buses up the areas steep hills would help people choose alternatives to the car.

Does an integrated public transport system seem too costly? Maybe. Then let's settle for a redesigned Lewes Road. Let's clear the clutter from the road, including the parked cars, so buses and cycles can easily get into town. Lets ask the bus companies to introduce some Rapid Bus Services (fewer stops, no bottlenecks caused by parked cars, priority at traffic lights and filters).

It's not fair that privately owned cars claim priority over sustainable and public transport. This is effectively what happens when parked cars block traffic.

Let's aim to make it as quick to travel around town by bus as it is by car. Cycle might be as fast - at least down hill!

Barriers needed to separate cyclists and pedestrians from motorised traffic - updated opinion on Old Shoreham Road Cycle Lane Consultation

noreply@blogger.com (Russell Honeyman) — Fri, 16 Sep 2011 02:19:20 PDT

Aerial view of the OSR bridge pinchpoint - Google

I already signalled my support for this cycle route along the Old Shoreham Road (OSR) - it was intended to be the backbone of the city's cycle network and we need safer cycling along this road.

However, I'm concerned by the 'pinch point' of the railway bridge between Wilbury Crescent and Silverdale Road, where road width is narrows and the cycle lane will become a mixed cycle and pedestrian lane. In the original vision for the OSR cycle route it would carry up to 7,000 school children.

View while traveling on the bridge - Google

In my opinion the council should consider a barrier (or other safety measure) on the railway bridge to separate the mixed cycle-pedestrian lane from motorised traffic. The planners might get expert advice on this. If they have considered the detail of this it should be discussed/shown on the proposal.

Another solution is to make the pinch point a single lane for motorised traffic, with traffic lights to control who goes first. Then we could have lanes for cyclists cars and pedestrians. Would this slow traffic? I don't think so - this is not the limiting point of the OSR.

In any event, if we look at the big picture, don't we want to discourage short hop commutes along this road - preferring commuters to use the bus, train or if they must travel 2 miles by car to use the A27 bypass. Of course, we have not yet made public transport the 'option of choice' - but if we introduced priority for Rapid Bus Transport links along Old Shoreham Road, and into the suburbs maybe people would decide to leave their cars at home.

If we can't reduce car traffic, one solution would be to construct a separate bridge for cyclists and pedestrians. This might cost money but would be a high profile icon of this city's commitment to sustainable transport, since this route was intended to be the backbone of the cycle network and this pinch point always was its weakest link. Central Government has a program for capital spending on sustainable transport (LSTF) - application deadline has passed for now, but maybe we can apply for this in future.

As shown the proposal lacks detail. What will the junctions look like? The lack of these details in previous proposals has caused concern. Also I would like to to see the cycle route rationale - ie, is it still intended to carry a certain number of cyclists?

So I think we could ask for more from the proposal. But even as it stands, it will be an improvement over the existing situation where school children are resorting to cycling along the pavement at various points along this road during during rush hour. Once we implement this proposal, they need only do this along the pinch point, and maybe in the future we can apply for funding for a foot and cycle traffic bridge.

To see full story and for link to B&H Council consultation portal

Cycle safety opinion: cycling safely is probably better for you

noreply@blogger.com (Russell Honeyman) — Mon, 12 Sep 2011 04:29:59 PDT

As regular readers of my blog will know, I have been rather fascinated by cycle safety stats over recent weeks. This is because I'm worried by the apparent contradiction of our efforts to get more people to cycle to work and school, when the stats say it's 17 times more dangerous on average to cycle a mile on A-roads in British Cities than it is to drive in a car.

I fear I'm sounding like I'm saying it's too dangerous to cycle. But I'm a cyclist, a Dad and a supporter of sustainable transport, so I want to see safer cycling in our cities, and to my mind that means segregating cars from cyclists and pedestrians. That's my point.

The issue is complex - do we compare causalities per journey, per hour or per mile? So far as I can see it's got to be per mile - if it's a mile to cycle cycle to school, that is what I'm interested in. Do we include risky teen cyclists in the stats, they make up 24% of casualties (see link below)? Well, for now I can't try to provide this analysis. I can only look at the averages - and the newspaper - and give my opinion.

My opinion is that stats make cycling, per mile, on average, look dangerous. But a carefully planned cycle route to work or school can be very safe - choose cycle routes separate from motor routes, eg across parks, along segregated cycle routes. If I am faced with the choice of joining a dangerous busy road, or a short stretch along a pavement - I would say "take the safe choice" and walk along the pavement.

Safe cycling gives plenty of health benefits. The link I give below talks about many of these other benefits, but in summary - if you choose to cycle, cycle safely, and your life path may probably be healthier than if you always choose motorised transport. In my opinion. And get your local authority to build safe, segregated cycle links for cyclists and pedestrians.

Here is link to a great (USA) site with an overview of the subject.
http://bicycleuniverse.info/transpo/almanac-safety.html

Here's a link to a great website which discusses the issues of cycling to school in the UK - and a post on why we're failing compared to Holland.
http://hembrow.blogspot.com/2011/09/wake-up-britain-theres-work-to-be-done.html

New cycle parking opens at the front of Brighton station

noreply@blogger.com (Russell Honeyman) — Fri, 09 Sep 2011 14:08:39 PDT

Area cleared of cycle parking - new parking behind taxis at far end

9 September 2011. The new cycle parking has now opened at the front of Brighton station after a campaign to get the cycle parking reinstated when Southern Rail demolished it earlier this year.

The new bike parking is in a new position and smaller than the destroyed facility. During the absence of parking at the front of the station, dozens of bikes were chained to the railings outside the station daily.

The new parking is on the right hand side as you enter next to the transport police office and vehicles behind the taxi rank.

Councillor Ian Davey, who helped campaign for the reinstatement, said: "Thanks to everybody who helped with the campaign to encourage Southern to provide this facility and to them for responding so quickly. It is surrounded by a large fence and is well covered by CCTV so should be reasonably secure. Another Green win!We now need to make sure it is used."

In the pace where the old cycle racks were, there is now a fruit and veg stall.

Brighton road rage against cyclists: motorist hammer attack on cyclist; pedestrians confront cylists flouting lane control on the seafront

noreply@blogger.com (Russell Honeyman) — Wed, 14 Sep 2011 11:47:22 PDT

Brighton's Argus newspaper today reported that a cyclist was hit up to 15 times with a hammer in a road rage attack.

The Argus report said police believe the driver struck because he was irritated the 60-year-old cyclist was taking too long to ride up a hill while struggling against the wind preventing the driver from passing. The cyclist was apparently not seriously injured.

More on this story: http://www.theargus.co.uk/news/9242970.Hove_cyclist_beaten_15_times_with_hammer_for_riding_too_slowly/

Also today, the Argus reported confrontations between pedestrians and cyclists in the King's Esplanade area - where the National Cycle Route No 2 cycle lane abruptly terminates and joins vehicular traffic.

The Argus said: "Cyclists are repeatedly flouting the rules on riding their bikes on the seafront leading to confrontations with pedestrians."

For more on this: http://www.theargus.co.uk/news/9241224.Cyclists_flout_rules_on_Hove_seafront/

Accidental death of cyclist on Lewes Road: safer cycle lanes on A roads are needed

noreply@blogger.com (Russell Honeyman) — Fri, 09 Sep 2011 08:33:24 PDT

In edition no 88 of Bricycles Newsletter, Tony Green provided a report on the inquest into the death of cyclist Joanna Walters on the Lewes Road in June 2010. The verdict was accidental death.

But we can, and need to make urban A Roads safer for cyclists - especially where they are designated cycle routes.

Mr Green is Treasurer and Membership Secretary of cycle campaign organisation Bricycles. He wrote: "Jo’s death was a terrible accident, which almost certainly would not have happened if there had been a proper barrier between the cycle track and the road. Will anything be done to make this location safer for cyclists and pedestrians?"

He wrote that the cycle lane conformed to standards when it was built, so "we’ll probably just carry on hoping another tragedy won’t happen. Although much lip service is now paid to cycling there remains little evidence of it being taken seriously by the authorities".

Joanna was cycling along Regional Cycle Route 90 which connects Brighton with Lewes and takes in Sussex and Falmer Universities. Where the accident happened (at the underpass where the Lewes Road/A270 merges with the A27) the cycle lane runs alongside the busy A270 and is shared by cyclists going on both directions and pedestrians. Apparently, Joanna was cycling into Brighton, another cyclist was coming the other way, there was a little confusion about their positions, their shoulders touched and Joanna was clipped by a delivery van traveling along the road.

It was a tragic accident, the coronor recorded.

But, as Tony Green suggests, a barrier such as a fence might have prevented this accident.

I agree with Mr Green, and further, I point out that this is not an isolated case. When you consider the statistics, with urban A roads claiming 17 times more casualties among cyclists than among car drivers, per mile travelled, we should be doing do more to protect cyclists from motor vehicles.

Yes, this means segregated facilities that separate cyclists (and pedestrians) from motor transport.

Where space is limited, we may have to used mixed pedestrian-cycle lanes. Mixed use is not ideal - pedestrians and cyclists mixed up does cause confusion and sometimes accidents, but it rarely leads to serious injuries. We would prefer separate lanes for each direction of cycle travel and for pedestrians, but where this is not possible, we must separate this mixed use pedestrian-cycle lane from motorised traffic with a sturdy barrier to prevent cyclists accidentally straying onto the path of rushing cars.

The government is encouraging people to cycle to school and work. If this is the case they should provide safer cycling facilities along designated cycle routes, separating vulnerable cyclists and pedestrians from motor cars so that accidents like this one are less likely to occur.

A trust celebrating the life of Joanna Walters can be found at http://www.jowalterstrust.org.uk

Bricycles website can be found at: http://www.bricycles.org.uk/

Stricter Liability Laws should apply to motorists in UK: call from Brighton and Hove cycle camapign group, Bricycles

noreply@blogger.com (Russell Honeyman) — Fri, 09 Sep 2011 06:43:05 PDT

In the most recent edition of Bricycles Newsletter, Tony Green calls for local politicians to introduce stricter liability laws in the UK (click here to download Bricycles news no 88).

This edition also contains a detailed report on the inquest into the death of cyclist Joanna Walters last year (inquest held in January 2011), and a call for barriers to segregate cyclists from motorists on such main roads.

So what is involved in stricter liability? Here is a handy little explanation and a video follows.

With Strict Liability, it's always the motorist at fault when they collide with vulnerable road users like pedestrians and cyclists.

In the film, Hans Voerknecht, international coordinator of the Dutch Fietsberaad explains how this works in practice.

Basically, cars kill. Those who drive cars and kill or injure people are liable, simply because of the responsibility involved in operating a 2000 kg machine.

- The UK is only one of four Western European countries that doesnt have 'strict liability' to protect cyclists and pedestrians.
- Strict liability entitles a crash victim to compensation unless the driver can prove the cyclist or pedestrian was at fault.
- Strict liability encourages more careful driving (and cycling, because a cyclist would be deemed to be at fault for crashing into a pedestrian).
- Strict liability would be a matter of civil rather than criminal law so would not affect criminal prosecutions.

The explanation above comes from Copenhagenise website: http://www.copenhagenize.com/2010/02/strict-liability.html

Cycle lane violations: website for reporting cars parked on cycle lanes in Brighton and Hove

noreply@blogger.com (Russell Honeyman) — Fri, 09 Sep 2011 02:46:35 PDT

I just discovered a website for reporting cars parked on cycle lanes. It is a worldwide website, with a special section just for Brighton, and with quite a few local entries. It includes photos and licence plate numbers, with a handy table where the numbers of offenses for each licence plate are totalled.

Cycle lane violations in Brighton and Hove can be reported here: http://brighton.mybikelane.com/

Bike Train safer cycling expands to schools and events including Lewes Bonfire night- autumn timetable

noreply@blogger.com (Russell Honeyman) — Thu, 08 Sep 2011 04:12:17 PDT

Bike Train in Action in Hove Feb 2011

8 September 2011. Bike Train plans to start weekly rides to Brighton's Dorothy Stringer and Varndean Schools from tomorrow 9 September, and to various forthcoming events including White Night and Lewes Bonfire Night.

Organiser Duncan Blinkhorn said: "Bike Train is a group cycle ride which creates a friendly, assertive, hi-vis, safety-in-numbers presence on busy roads, to enable more people to cycle safely.

"We especially want to reach students, parents and staff at Stringer and Varndean schools and college and at Sussex and Brighton Universities."

Until now, Bike Trains have only operated on the Lewes Road in Brighton and Hove, running from the central location of The Level along the Lewes Road to the Brighton and Sussex Universities in Falmer.

Bike Train - Autumn Schedule

Daily Bike Train to Sussex University.
First of daily weekday rides for Autumn Term starts Mon 3rd Oct.
Depart from The Level at 8.30am or 9.30am
Return Ride departs 5.30pm from Falmer House entrance

Friday Bike Train to Dorothy Stringer/Varndean Schools
First of weekly rides for Autumn Term starts Fri 9th Sep.
Depart 8.10am (meet at The Level 8am if poss)
Return Ride 3.15pm from Dorothy Stringer entrance.

Bike Train to Apple Day at Stamer Park
Sun 25th September
Depart from The Level at 11am or Noon
Return rides depart from Stanmer Park at 4pm & 5pm.

White Night Bike Train
Sat 29th Oct
Cycle into the City Centre and around key White Night sites
Depart Sussex University Falmer House at 7pm & 9pm
Depart from Moulsecoomb Library at 7.15pm & 9.15pm
Hourly rides between The Level & The Old Steine via North Laine & Cultural Quarter
Return rides to Moulsecoomb & Sussex University tba

Bonfire Bike Train
Sat 5th Nov Mass cycle ride to Lewes for Bonfire Night Depart from The Level at 5pm or 6pm Depart from Sussex University at 5.30pm or 6.30pm Return Ride Midnight & 1am from Lewes Prison

Bike Train is a project of Lewes Road for Clean Air, "working for sustainable transport along the Lewes Road corridor". More information at: www.biketrain.org

Consultation on proposed new cycle lane in Brighton underway: OPINION - an important step toward providing safe cycling facilities which should be supported.

noreply@blogger.com (Russell Honeyman) — Thu, 15 Sep 2011 09:40:53 PDT

4 September2011. A public consultation about the proposed Old Shoreham Road Cycle Lane linking Brighton and Hove has been launched. Details and plans are available on the Council's website, where you can also register your opinion and support for the proposals. Click here.

In my opinion this scheme, though limited, is an important step toward providing the safe cycling facilities that are needed to get people cycling to school and work, and should be supported.

Vulnerable cyclists will be protected from vehicular traffic by a kerb (and also prevented from straying into traffic by this kerb). At the pinch point of the railway bridge between Wilbury Crescent and Silverdale Road, where road width is restricted, the cycle lane will become a mixed cycle and pedestrian lane. In fact, at present, along stretches of this road in the morning, you can see school kids cycling along the pavement because it is too dangerous to cycle along the road. So this scheme will be a big step in the right direction and hopefully will be extended in future.

(Amendment - earlier today I posted my opinion that this proposal needed more detail to explain how mixed pedestrian and cycle traffic would use the railway underpass at the end of the Old Shoreham Road. However, I had confused the railway underpass with the less threatening railway bridge that will be included in this scheme (between Wilbury Crescent and Silverdale Road.).

Update 15 September. Today I visited the council website again. Having thought more on this, I made this suggestion: I think the planners should get expert advice on the railway bridge pinch point. In my view they should consider a barrier on the railway bridge to separate mixed cycle-pedestrian traffic from motorised traffic. The best solution of course, is to construct a separate bridge for cyclists and pedestrians.

A 'greenprint' for sustainable transport

noreply@blogger.com (Russell Honeyman) — Wed, 31 Aug 2011 05:01:18 PDT

In February this year I joined the campaign to save cycle lanes in Brighton and Hove. I discovered I had touched on a complex, hidden issue that affects our lives profoundly – transport planning. This article is an overview of what might be done to promote sustainable transport in Brighton and Hove – a city that went on to elect the UK’s first Green-led council in May. In a time of financial cutbacks what is achievable in the short term, and what we can aim for in the longer term? Some ideas in this article appear in the Green Party manifesto, and some in Brighton and Hove's Local Transport Plan – but this article is entirely my own opinion. By Russell Honeyman, 31 August 2011

1. Sustainable Transport – the best choice for health and environment

Given the choice, most people would choose clean, comfortable transport that gets them where they want to go quickly.

The reality in most UK cities is that private cars choke the streets, slowing journey times, creating air pollution and making it dangerous for other road users.

The private car has become a safe and convenient choice because our city planners have made it so.

Many European cities have a different approach, offering a choice of:
• fast, efficient public transport (train, bus or tram),
• safe attractive walking and cycling, or
• cars with reduced priority (or electric cars).

Most people welcome this choice, and all the UK’s major political parties are now committed to sustainable transport – at least in principle.

But a fundamental change in city planning is required to undo decades of planning that prioritised car use. Such a fundamental redesign of our cities would need substantial funding, as the problematic Edinburgh Tram scheme shows.

There are options that don't cost much but will make a big difference. Some short-term options that don’t require major capital funding:
• 20mph speed limits - (without humps and bumps) in the city centre and residential areas to improve safety and reduce congestion by improving traffic flow. A 20mph limit will save lives, reduce traffic and encourage walking, cycling and use of public transport.
• Working with communities - to promote safer streets, expansion of car clubs, on-street cycle parking, and a ring-fenced fund for communities to make local environmental improvements.
• A better choice of transport - make it easier and safer to get around the city using public transport, cycling, walking or car. When more people choose sustainable transport, congestion will reduce. Options include 'non-stop' rapid transit buses on key routes, safe cycling and walking routes, and improving public spaces.

Even in this financial climate investment for capital projects can be raised from financial markets. Edinburgh raised £550m for its troubled tram scheme. Yes, these schemes are problematic - always seeming to need more funds than expected – but challenges can be overcome with focus. They may become crippling if we try to prioritise cars at the same time as promoting sustainable transport.

In the longer term planners would redesign the city, taking the heart of the city to take back the public realm from vehicles, and evaluate options to provide a low emission, fast and affordable public transport system. Make sustainable transport the option of choice – and people will happily choose that option.

2. Means and Ends: Policy thinking

Elected councillors need to empower the council planners to research, propose and deliver real choice in sustainable transport. The end result is not yet known, but we need to start with clear policy guidelines.

2.1. The Ends: Long term goals

A city planned around sustainable transport:
• Gives people the choice: walk, cycle, use decent public transport, or a car
• Improves the experience of remaining trips made by car, by reducing traffic and freeing space for travel and parking
• Eventually makes sustainable transport the best choice
• Improves peoples health by making clean air and exercise easy to access
• Gives people space for parks and recreation by reclaiming space from cars
• Has mixed developments of homes and services so people need to travel less
• Consumes less energy and raw materials and produces less waste including CO2, ultimately becoming self-sustaining.

2.2. The Means: how we’ll get there

Policies and priorities that might guide change in the city and achieve sustainable transport for all.

Policy Guidelines for the City Council
• Consider a public transport options, including a network powered by electricity. Many people see a citywide network of electric trams or buses as providing the ultimate solution to all our problems of sustainability, air pollution and public transport. Several UK cities are considering this option and it was on the agenda of Brighton’s planners in the Local Transport Plan LTP2.
• Consider re-regulation of bus services to provide service and cost benefits.
• Improve Air Quality to match European and domestic targets.
• Make streets safer to encourage recreation, walking and cycling and reduce casualties.
• Improve the “public realm” (public spaces) by diverting heavy traffic and converting space to parks and other shared spaces.
• Increase the proportion of trips made by walking and cycling.

Priorities: projects we could aim to achieve in 2011-2015
• First priorities for Brighton and Hove
- 20mph limit across the city
- Public bike hire scheme
- Improve accessibility: a core network of safe cycle and walking routes, eg. to University and SNDP.

• Public realm improvements:
- Reducing car dominance, improving environment: Brighton Station Gateway, Brighton Old Town, Valley Gardens, Preston Circus.
- Improvement of streets: reduce clutter, increase places to sit,
- Implement Home Zones in residential areas,
- Extend residents parking, both for cars and street cycle parking.

• Sustainable and Public transport
- Examine and recommend options for public transport network
- Trialling hybrid buses
- Introduction of a version of the Oyster Card (the “Key Card” is now in planning for our city)
- Promotion of ‘smarter’ choices: car clubs and electric vehicles
- Rapid Transit on key routes linking places across the city and Sussex, including the Coastal Transport Scheme.
- Focus on schools biking and walking projects.

• Funding ideas:
- Allocate 20% of transport budget to walking and cycling
- Ring-fence some parking revenue for transport, community projects
- Workplace parking charges.

Total cycle casualties drop slightly in Brighton and Hove in 2010 - despite two fatalities last year, and overall rise in casualties since 2008.

noreply@blogger.com (Russell Honeyman) — Sun, 28 Aug 2011 07:10:52 PDT

Cycle casualties in B&H 2008-2009-2010

Total casualties amongst cyclists on roads in Brighton and Hove dropped slightly in 2010 compared to 2009, according to a spokesperson for Brighton and Hove City Council (BHCC) - although there were two fatalities during 2010 vs none in the previous two years, and the latest data confirms the picture of increasing cycle casualties since 2008.

The information was provided by a BHCC spokesperson in response to a query from this blog after national statistics released by the DfT showed a six per cent increase in cycle casualties in the UK. The rise in casualties among cyclists was said to be due to an increase in the numbers of cyclists on the roads.

Total casualties in Brighton and Hove fell from 163 (2009) to 157 (2010), and serious injuries fell from 32 to 21. In 2008 there were only 127 casualties amongst cyclists.

The council spokesperson advised that local statistics should be used with caution since the small numbers make it hard to be certain of trends. However, the 2010 data does seem to confirm a general picture of rising cycle casualties since 2008.

Full data provided by the BHCC spokesperson follows:

CYCLING CASUALTIES (INCLUDING PASSENGERS)

3 full years

	Pedal Cycle Casualties
YEAR	Fatal	Serious	Slight	Total
2008	0	22	105	127
2009	0	32	131	163
2010	2	21	134	157
Total	2	75	370	447

Cycling casualties increased significantly in 2009 and then reduced slightly in 2010.

Half years

	Pedal Cycle Casualties
HALF-YEAR TO JUNE	Fatal	Serious	Slight	Total
2009 to end June	0	16	67	83
2010 to end June	1	10	64	75
2011 to end June	0	16	65	81

The number of cyclist casualties for the first half year of 2011 fall between the totals for 2009 and 2010 in the same period.

PEDESTRIAN CASUALTIES

3 full years

	Pedestrian Casualties
YEAR	Fatal	Serious	Slight	Total
2008	1	45	161	207
2009	1	57	145	203
2010	1	47	143	191

Half-years

	Pedestrian Casualties
HALF-YEAR TO END JUNE	Fatal	Serious	Slight	Total
2009 to end June	1	32	74	107
2010 to end June	0	23	78	101
2011 to end June	2	24	85	111

Although there has been a downward trend for pedestrian casualties in the past few years, the 2011 half-year data shows a slight increase in numbers.

POWERED TWO-WHEELER CASUALTIES

3 full years

	PTW Casualties
Year	Fatal	Serious	Slight	Total
2008	2	33	93	128
2009	1	31	82	114
2010	4	33	63	100

Half-years

	PTW Casualties
HALF-YEAR TO END JUNE	Fatal	Serious	Slight	Total
2009 to end June	1	16	43	60
2010 to end June	3	13	35	48
2011 to end June	0	20	31	51

As with the pedestrian casualties, there has been a steady reduction in PTW casualties over recent years, however in the first six months of 2011 there has been a slight increase when compared to 2010 figures.

Due to random fluctuations, comparing data for single years or for short periods, rather than using several years’ data, can be misleading and does not necessarily show a change in trend. Also, giving percentage changes on small numbers can be extremely misleading. For example, comparing PTW KSI casualties half year 2010 to 2011 shows a highly significant increase of 25%, but this is actually an increase of 4 casualties, none of which were fatalities.

Please note:
Reported Injury Accident data is provided to Brighton & Hove City Council (BHCC) by Sussex Police (the data owners)
BHCC does not hold accident data where there are no recorded casualties.
BHCC reconcile the current year’s data during the first quarter of the following year. BHCC also continue to amend/improve data after this period, which may mean data differs slightly from Sussex Police and as published by Dft.

Safety improvements to Hove's controversial Cycle Freeway will reduce car parking space, and are a victory for cycling

noreply@blogger.com (Russell Honeyman) — Fri, 19 Aug 2011 02:57:35 PDT

Cllr Alex Phillips w protest petition 19 Feb

18 August 2011. Safety improvements to the "cycle freeway" on Grand Avenue/The Drive have been given the go-ahead by Brighton & Hove City Council. The decision is victory for cycling, as it is a result of protests earlier this year when the then Conservative-led council proposed scrapping the cycle freeway (which is designated official cycle route no 82). The proposal was defeated after local and national protest. In the 5th May Local Elections the Conservatives lost power to the Greens, who had been at the forefront of moves to protect the cycle route.

Today, a council spokesperson said: "The proposed work will widen the gaps at some of the driveways and crossovers along the route to improve visibility and safety not only for cyclists but for all road users. Although the measures will involve a small loss of parking space, six extra parking spaces have recently been created in Grand Avenue/Church Road and another outside the Courtlands Hotel in Hove."

The council is publishing a traffic order this week on the reduction of parking space for members of the public to make representations.

Councillor Ian Davey, cabinet member for transport and the public realm, said: "The cycle lane is a safe and popular route down to the seafront, but there have been concerns about visibility along some parts of it. We promised to do something about that and are now bringing forward a programme of minor works.

"Residents strongly support cycle lanes and we are committed to improving routes such as completing links to the north of the city and developing routes to the east and west."

In March, councilor Davey presented a petition to council with over 3,500 signatures from residents asking to retain the Grand Avenue/The Drive cycle lane. Councillors resolved to keep the route and install any improvements.

Old Shoreham Road Cycle Lane Scheme consultation begins

The news of improvements to The Drive came a day after council commenced consultations on its plans to revive the Old Shoreham Road Cycle Lane Scheme. At a special meeting on 17 August, Cllr Ian Davey agreed to begin consultation on proposals to improve cycling on the Old Shoreham Road. The previous Conservative administration shelved plans for a major cycle lane on this route after nearly £100,000 had been spent developing the proposals.

The improvements will be part funded by a successful bid to national transport charity Sustrans for £330,000 under their ‘Links to School’ initiative.

Councillor for Goldsmid ward Alex Phillips commented: "The campaign to create more cycle lanes, increase the number of pedestrian crossings and improve road safety in Goldsmid has been one that I have been involved in together with the local community for many years. The development of this east-west route in the City will encourage more people to cycle to school or work, and will make those who are already regular cyclists on our roads feel much safer."

Councillor Ian Davey said: “The proposal includes a segregated cycle lane from BHASVIC to The Drive, as well as pedestrian improvements to the junctions with The Drive. Thanks to successful high-profile public campaigns, such as the recent 'save The Drive cycle lane', we have begun to restore the city’s reputation as city of excellence for sustainable transport, and we look forward to attracting more funding for this purpose."

Urban A roads 17 times more dangerous for cyclists than car occupants

noreply@blogger.com (Russell Honeyman) — Mon, 15 Aug 2011 12:52:27 PDT

Last week I reported that casualties among cyclists have been rising, presumably due to increased rate of cycling. Today I got more data from the DfT, which confirms cyclists are at considerably higher risk than car drivers in both urban and rural areas.

Last week I noted that cyclists were 14 times as likely as motor car drivers to be injured per mile travelled, and I wondered if maybe the great difference in risk was due motorways being very safe places for a good part of the journeys made by cars. I asked the DfT to clarify this.

Today, a very nice spokesperson from the DfT sent me data from 2009 which shows that casualty rates (per mile traveled) for cyclists were 10 times greater than those for car occupants. If we remove the motorway from the equation the ratio improves: in urban areas, cycling is 8 times more dangerous than car driving, and in rural areas it is 'only' 6.5 times more dangerous.

However, within urban areas, on A roads, cyclists were 17 times as likely to be injured as people in cars, per mile travelled. (see table below). While we may argue that cyclists travel less miles, so suffer less overall risk of injury, we must still be concerned that the risk per mile traveled is so much higher for cyclists, especially on urban A roads - which, in my town, are often designated cycle routes.

This is a powerful argument for constructing segregated cycle routes to separate cyclists from A road traffic.

Casualties per billion miles traveled on various roads - 2010	Urban Roads (A roads)	Urban Roads (other)	All Urban Roads	All Rural Roads	Motor way	All Roads
Pedal cycle	14,234	4,485	6,120	3,758	0	5,543
Car	839	688	751	579	201	576
x more dangerous 4 cycles	17.0	6.5	8.1	6.5	0.0	9.6

Extracted from "Reported Road Casualties Great Britain: 2009 - Annual Report - Table 26

Scary Places on Official Cycle Routes - No 1. Vogue Gyratory on Route 90 in Brighton

noreply@blogger.com (Russell Honeyman) — Fri, 09 Sep 2011 02:46:03 PDT

The Vogue Gyratory in Brighton is a classic cyclists nightmare. Named for an old blue movie cinema that used to be on the site, the gyratory was built in the 1980s with no provision for cyclists. Yet it is on a main traffic artery Brighton to the Universities and Lewes - and on official Regional Cycle Route 90.

Left filtering cars cut across your path as you cycle to Lewes & Uni on Regional Cycle Route 90

As you cycle north along the Regional Cycle Route 90, which follows the main Lewes Road connecting London to Brighton, the cycle lane disappears and you find yourself on a multilane gyratory. You are cycling uphill, and have to cross left filtering traffic in order stay in the middle lane and get to the exit where route 90 continues. In the middle of this is a traffic light where advance advance stop lines for cyclists have been painted.

You can negotiate this gyratory with an assertive attitude, but as an official cycle route, surely it should be safe for intermediate level cyclists? Remembering we are encouraging school children to cycle to school.

Brighton's city council has won a £4.5m grant to develop sustainable transport along this route, aka Lewes Road Corridor. But it does little to address this unfriendly Gyratory, except for proposing 'green wave' priority for cyclists at the traffic lights. Really, a separate cycle lane is needed, not minor provisions such as the proposed 'green wave'.

We need a new city plan to undo the damage of decades of planning exclusively for motorcars.

Painted lines and green waves alone don't make things safer for cyclists and pedestrians - this gyratory is a short distance from the underpass where a cyclist was killed in a collision with a van only a year ago, also on cycle route 90, while cycling along the cycle lane.

More on the Lewes Road sustainable transport project on my blog

Cyclists 14 times more likely to be injured than car drivers - per mile travelled on British Roads

noreply@blogger.com (Russell Honeyman) — Sun, 14 Aug 2011 02:36:36 PDT

Statistics released by the UK's Department for Transport show that cyclists are 14 times more likely to become casualties on British roads, when compared with car drivers, per mile traveled (extract above, link to detailed stats below).

The statistics include all journeys including motorway journeys, which have very low accident rates - but no cycles. I presume if we compare stats for urban roads the two modes of transport will show more similar causality rates. I have asked the DfT for data filtered to show urban areas only, and hope to present it on this blog when it becomes available.

We need to know accurate data for urban areas because perceived safety is one of the most important issues for people deciding whether to cycle to work and school, according to Cycling England studys.

These statistics need to be taken with caution. The number of miles journeyed is an estimate based on manual roadside traffic surveys. I've mentioned one factor - motorway journeys - that make car stats look safer.

Ken Kifer's study suggests that experienced cyclists (such as members of the UK's CTC) have far fewer accidents than inexperienced riders, and says cyclists, who travel fewer miles than motorists, and have a healthy lifestyle, are overall living less risky lives. Other experienced cyclists say cycle accidents are rare, and any risk is balanced by increased health benefits (Guardian discussion).

Do these statistics have an impact on our 'real' lives? My local paper (Brighton Argus) tells me people are being injured every day driving their cars, more so, it seems, than walking or cycling. I know of a couple of people knocked off their bikes by cars at junctions and corners.

So far as I know only one cyclist has been killed in Brighton and Hove in the past few years. Student Joanna Walters was killed while cycling on a cycle lane that forms part of the national cycle network. The cycle lane at times runs along the hard shoulder of a busy dual carriageway, and Joanna was struck by a van at the pinchpoint formed by the underpass.

Many motorists have died in the same period - hence we have the impression that cycle accidents are rare.

Although the number of cycle casualties is low compared to motor car casualties (because in the UK only 2% of trips are made by cycle), if we are to increase cycling to European levels, there could be a fifteen fold increase in cycling.

Cycling increased by 23% since 2000. So, although the casualty rate per mile cycled was reduced, cycle causalities rose steadily since 2007 when 16,195 cyclists were injured on the road. This figure rose to 17,185 out of a total of 209,000 road casualties in 2010.

The data above shows 8% of casualties are cyclists. Yet no more than 2% of our journeys are made by bicycle. This implies that we are four times as likely to be injured per cycle journey than in a car journey. (Compare to figure of 14 times more likely to be injured per mile (above) maybe due to longer car journeys).

We cannot ignore these statistics while telling adults to cycle to work and parents to let their kids cycle to school. They already perceive cycling as dangerous (Cycling England survey), and if anything the stats back them up. If its not as dangerous as all that, lets see the data. If DfT is serious about addressing this issue, as Norman Baker says it is, it will analyse the data to provide real information about the relative safety of cycling (and walking) in urban areas - compared to traveling in cars or buses. The DfT may then wish to take a more systematic approach to providing safe cycling routes for inexperienced cyclists, if it is to be credible about aspirations for sustainable transport. This means taking a close look at what's been done in cities like Copenhagen and Amsterdam to make cycling safe.

Link to DfT Report: (Reported Road Casualties in Great Britain: Main Results 2010, 30 June 2011)

Increased cycle casualities due to increase in cycling, says DfT's Norman Baker, and suggests "trixi mirrors" might improve safety

noreply@blogger.com (Russell Honeyman) — Sat, 13 Aug 2011 03:00:08 PDT

Minister of Transport Norman Baker said today that increased cycle casualties on Britain's roads may be due to increased rates of cycling - and suggested measures to improve visibility for truck drivers at traffic lights might help.

Mr Baker, UK's Regional and Local Transport Minister, said: “We take the issue of cycle safety extremely seriously and are working to reduce the instances of death and serious injuries of cyclists on our roads.

“The year-on-year rise in the number of cyclists killed and injured may be due to the increase in cycling we have seen in recent years."

Mr Baker was responding to Department for Transport data released last week that showed cycle casualties increased by 10% in 2011 compared to 2010.

The DfT has not published statistics showing increase in cycling for the period to March 2011. Rather, 2010 statistics say that cycle casualties rose by 1%, and cycle use rose by 1% in 2009-10 - supporting the Minister's claim that increased cycle causalities were due to increased cycling:

The number of pedal cyclists killed increased by 7 per cent from 104 in 2009 to 111 in 2010. The number seriously injured in accidents reported to the police increased by 2 per cent to 2,660. Total reported casualties among pedal cyclists also rose, by 1 per cent, compared to 2009. Pedal cyclist traffic levels are estimated to have risen by 1 per cent over the same period. (Reported Road Casualties in Great Britain: Main Results 201030 June 2011)

Minister Baker is right about the long term trend. From 2000 to 2010, there has been a 23% increase in the number of miles cycled annually from 2.6bn to 3.1bn miles. (DfT Table TRA0101 Road traffic (vehicle miles) by vehicle type).

In the same period, 2000 - 2010, reported cycle casualties per billion miles fell by 30%, from 7,900 to 5,500 casualties per billion miles cycled. (DfT: Reported casualty rates: by road user type and severity Great Britain: 2000-2010).

To put this another way: for every million miles cycled, the average cyclist might expect to have accidents resulting in injury 5.5 times. If we say, for example, that average journey distance was 3 miles, I make that, erm, one accident per 60,600 journeys. If you did around two cycle trips a day, that would take a round 100 years.

In the short term, though, there was a surge in cyclist deaths. UK cyclist organisation CTC reported on 30 June a 10% increase in cycle deaths per billion miles in 2010. Maybe this is a statistical blip - and some have blamed the severe winter. "Cycle casualty numbers not reducing fast enough"

Trixi mirror - Guardian

Norman Baker added: “We want to see more innovative measures being put in place to improve cycle safety and we have authorised a trial of trixi mirrors in London which, if successful, could be used elsewhere in the country to make cyclists more visible to drivers.”

Trixi mirrors were first suggested in 2009, when when the Guardian reported on Boris Johnsons idea of visibility mirrors at traffic lights, and quoted Transport for London's suggestion that visibility problems with large lorries are causing most of the cycle casualties:

"Of the 15 cyclists who died on the capital's roads last year, nine were killed in collisions with lorries. In most cases the lorry was turning left and the driver failed to see the cyclist on their inside, according to TfL. The proposed mirror would give the driver, who will be looking at the traffic signals as they wait for the lights to change, a clear view of anyone between the lorry and the kerb, or those just below the front of their vehicle." (Guardian 16 June 2009)

Cyclists killed or seriously injured up by 10% on last year: UK Department for Transport figures released last week

noreply@blogger.com (Russell Honeyman) — Mon, 08 Aug 2011 09:55:00 PDT

Cycle casualties rise as all others fall - DfT

The total number of reported pedal cycle casualties rose by six per cent, and the number killed or seriously injured (KSI) rose by 10 per cent, in the year to March 2011 compared to 2010, according to a Department for Transport report issued August 4. Meanwhile, casualties for all other forms of transport have continued the long term reducing trend.

Cycle causalities have been rising steadily since 2007. In 2007, 16,195 cyclists were reported injured on the road, and this figure has risen each year to the current figure of 17,185 - of a total of 209,000 road casualties. While the number of injured cyclists is lower than the number injured in motorcars, the proportion of injured cyclists is high compared to the official figures for numbers of journeys made by bicycle. Estimates say around 2% of journeys are made by bicycle - but the above figures show that 8% of casualties are cyclists.

There has been speculation that this cycle causality increase is linked to increased cycling, but the increase in casualties appears to be greater than the increase in cycling - at least on a national level where cycling is reported to have increased by 1.5% (I got this figure from a Channel 4 report - I'm trying to get a confirmation from DfT).

The DfT report - "Reported Road Casualties in Great Britain: Quarterly Provisional Estimates Q1 2011" - showed reducing causality figures in all other forms of transport. Pedestrian, motorcycle and car user casualties reported to the police showed overall reductions of 1, 5 and 7 per cent respectively compared with the year ending March 2010. Pedestrian, motorcycle and car user casualties KSI also fell, by 3, 6 and 9 per cent respectively compared with the previous 12 months.

The DfT report didn't feel the increase in cycle casualites was important enough to include in its key findings table, which I reproduce below.

"Key findings from the Quarterly Provisional Estimates Q1 2011 include:
• There were 1,870 people killed and 24,770 killed or seriously injured (KSI), in reported road accidents in the year ending March 2011. This represents a fall of 10 and 5 per cent respectively compared to the previous 12 month period.
• There were 208,150 casualties (slight injuries, serious injuries and fatalities), 5 per cent less than the year ending March 2010.
• Total reported child casualties (ages 0-15) fell by 3 per cent to 19,810 with those killed or seriously injured down 4 per cent (2,510), compared with the year ending March 2010.
• The number of injury road accidents reported to the police fell by 5 per cent (to 154,030) and the number of fatal accidents by 8 per cent (to 1,770) compared with the 12-month period ending March 2010.
• Motor vehicle traffic levels fell by 0.7 per cent compared to the 12 month period ending March 2010."

I've asked Brighton and Hove City council for comparative figures for our city. Last time I wrote on this subject was in 2009, when there was an increase of 6.8% in cycle casualties in B&H. There was supposed to be an increase in cycling of 27% in the 2006-2008 period. We need more complete statistics if we are to correlate increases in cycling with casualties in B&H.

Click here for Link to "Reported Road Casualties in Great Britain: Quarterly Provisional Estimates Q1 2011"

Global warming may bring colder weather to England - video model shows temperature rise 1850-2100 - with great soundtrack

noreply@blogger.com (Russell Honeyman) — Sat, 06 Aug 2011 13:36:44 PDT

Today I stumbled across a video model of rising temperatures around the globe. It shows a map of the world coloured to represent temperature in different places. It shows temperatures since 1850 to 2100, fluctuating, swirling, but over all rising from blue to red. Of course, it is a computer generated model, not the actual truth. But it shows the trend to date, and there's no reason to presume the trend will change anytime soon. The video shows really well how temperatures fluctuate, but the trend continues.

It also shows an interesting anomaly, of note to those of us living in Brighton, England. Although temperatures are shown to rise around the world (shown in red), in one tiny part of the world, they fall (shown in blue). That's our part of the world, the north-eastern Atlantic. I presume that's because the Gulf Stream ocean currents which bring the warm weather to England are predicted to fail (we really are far north have such mild winters, as far north as Canada).

The video was made by Danish Glacier Scientist Dr. Aslak Grinsted. He said it is a run from the INMCM4 model from the Institute of Mathematical Modelling (Russia).

The sound track on the video is great. It's composed by the scientist who made the video.

For those of you of a technical bent, who want to know more, click here for the author-composer's website

Who's to blame for rising air pollution? Greens pile pressure on Brighton and Hove Conservatives

noreply@blogger.com (Russell Honeyman) — Sat, 06 Aug 2011 01:11:04 PDT

London Road (Brighton) - Argus

Brighton and Hove Green Party released information to back up their claims that air pollution has risen in the city - by up to 40% between 2007 and 2010 - and that the policies of the previous Conservative administration over that period are to blame.

Earlier this week, the local Green Party website published links to publications that detail where the biggest rises in air pollution occurred:

"On 21 July Brighton & Hove City Council released its latest Air Quality Action Plan which contained the air quality figures for 2010. This can be viewed here: Air Quality Action Plan 2011 (page 23). These reveal an increase in traffic related air pollution across the city particularly in Nitrogen Dioxide which is the main pollutant measured. Comparing figures with earlier years contained in the preceding report air pollution has increased significantly. The 2010 report can be viewed here: 2010 Air Quality Progress report (page 24). Parts of Lewes Road for example have seen an increase of pollution levels from 52 ug/m (microgramme per cubic metre) to 74 between 2007 and 2010, a 40% increase in four years."

The website also pinpointed 2009 press statements by Ian Davey - who warned of rising levels of pollution - and Conservative Cabinet Member Geoffrey Theobold - who said transport planning measures had ensured continuing improvement in nitrogen dioxide levels citywide.

In the Brighton Argus of 19 May 2009, Ian Davey said air pollution levels were increasing in some areas. He said "the council is not solving the problem and it may be getting worse in some areas of the city". He said more effort was needed to get people to cycle and walk to work to school and work. [Recent data suggests much of our traffic originates from inside the city - and that a large proportion of car journeys to work are less then three miles long - ed].

Ian Davey suggested improving the cycle and walking network and a 20 mph limit as well as improvements to the bus network to ease the pressure on the number of buses passing through the city center. [These might include rapid transit links, and direct links between suburbs avoiding the city centre - ed.]

He added: “The Conservative administration needs to recognise that if you keep insisting on more car parking you will get more cars.”

Here is the response of the Conservative administration, quoted in here from the 2009 Argus article.

"Councillor Geoffrey Theobald, cabinet member for the environment, said in a statement that coverage of air quality was alarmist. He said: “I would recommend that your readers visit our city air watch website which is recognised as one of the best local authority air on the internet websites. Our air quality action plan is improving air quality ... The council recorded an improvement at more than 80% of its sites in 2008. Transport planning measures have ensured continuing improvement in nitrogen dioxide levels citywide.”

Nigel Jenkins, project development officer for the Sussex Air Quality Partnership, said there had been an overall improvement in air quality over the years which can be pinned down to a series of measures. He said: “The air quality in most cities in the UK is improving because there are European and UK driven initiatives that are reducing pollution across the board. In Brighton there is a very good bus system and generally there have been technological improvements with cleaner engines in cars. If we had the number of cars that we have today on the roads ten years ago the emissions would have been dirtier than they are today.”"

As regular readers of this blog know, the Conservative Administration 2007- 2010 cancelled several crucial elements of the Cycle Town network for safe cycling and attempted to repeal the city's commitment to sustainable transport - to replace it with policies in favor of the car.

We emailed Geoffrey Theobold to comment on this issue - but no reply so far.

For more information on why we should be concerned about rising levels of NO2 click here.
For more analysis of the Air Quality Action Plan, including graph of rising NO2 at several locations click here

Mayor uses tank to crush illegally parked cars blocking cycle lanes etc...

noreply@blogger.com (Russell Honeyman) — Wed, 03 Aug 2011 14:07:09 PDT

In celebration of today's historic victory for Sustainable Transport at Old Shoreham Road in Brighton and Hove, I post this humorous but apparently true video of Vilnius' cycling Mayor, A Zoukas, driving a tank over cars parked illegally in his town. Apparently, some people think they are above the law over there. I wonder if our own cycling-champion of sustainable transport, Cllr I Davey, will soon be adopting similar tactics along Dyke Road...

Revival for 'crucial cycle lane' as Old Shoreham Road Cycle Lane Scheme receives £330k funding from Sustrans

noreply@blogger.com (Russell Honeyman) — Thu, 04 Aug 2011 03:34:54 PDT

OSR planning story starts Nov 2009

3 August 2011. Brighton and Hove City Council announced today that it will revive the "crucial cycle lane" once planned for the Old Shoreham Road (OSR) - and scrapped by the previous Conservative council administration.

This is a special moment for cycle campaigners, and for the author of this blog, since the changes in spec, safety worries, and eventual scrapping of the 'OSR' scheme sparked interest in the campaign for sustainable transport in Brighton and Hove in 2009.

A council spokesperson said today: "A safe cycle route could now be built along part of one of Brighton & Hove's busiest roads. The city council has won £330,000 from the sustainable transport charity Sustrans to help develop a 1.5 km route along the Old Shoreham Road from the BHASVIC junction on Dyke Road to The Drive. Sustrans' 'Links to Schools' cash would be added to £125,000 of council funds to complete most of the work by March 2012.

"Lanes on either side of the road will have low kerbs to physically separate motor vehicles, cyclists and pedestrians. No parking spaces will be lost under the plan. Two busy junctions on the route will also get safety improvements for pedestrians and cycles. Councillors believe the new lanes would fill a vital missing link in the local cycle network, particularly from the seafront in Hove to the Seven Dials area.

"Previous surveys of residents along the road, which carries up to 27,000 vehicles a day, have shown 66 per cent favour a dedicated cycle route."

Cabinet councillor for Transport and Public Realm Ian Davey said: "This shows the council meeting manifesto commitments to improve cycling facilities. Where we build cycle lanes we want them to be excellent, user-friendly and safe lanes which link to existing routes and facilities and really improve everyone's experience of moving around the city by bike.

"This is a crucial east-west route across the city but traffic speed and volume can make it an uncomfortable place for cyclists and pedestrians. The proposed scheme will make Old Shoreham Road safer for everyone including young people using the many nearby schools.

"When the Grand Avenue cycle lane was threatened last year there was a huge petition asking for the council to extend, rather than reduce, cycle facilities. This is our positive response."

A new consultation will now be undertaken before any work starts, subject to official cabinet member approval on August 17.

The council spokesperson added: 'The scheme is being reprieved by the new administration after councillors shelved the idea last year."

Regular readers of this blog will be familiar with the systematic destruction - by the Conservative administration - of plans to transform Brighton and Hove into a cycling city, or more accurately, into a sustainable transport city. These plans were the basis of the Cycle Town grants made to the city from 2005 by Cycling England. The Old Shoreham Road (OSR) Cycle Lane was the backbone of the scheme, providing a safe cycling link between the town centres of Brighton, Hove and Portslade. In 2009, the city planners under Conservative leadership removed segregated cycle lanes from the OSR plans and then found the scheme to be unsafe - and cancelled it. After that they cancelled the Marine Parade cycle lane scheme, and finally tried to rip up the one part of the scheme already installed - The Drive. Public protests, a big media campaign, and a huge swing at the May local elections saw the Tories lose half their seats, and the Greens gain power in the council.

Stuart Croucher, a member of the team who designed the original scheme, made an impassioned plea for the reinstatement of the scheme, and a powerful argument in favour of a network of segregated cycle lanes for young people and learners, in an interview he gave to this blog last year.

The original plans - and the 'crucial' part played by OSR cycle lane - are all shown in another entry on this blog.

Brighton and Hove's electric vehicles project wins top PRISM award

noreply@blogger.com (Russell Honeyman) — Thu, 28 Jul 2011 14:16:56 PDT

Electric car and charge point (pic - Elektromotive)

28 July 2011. Brighton & Hove City Council has won a national award for its work to promote the use of electric vehicles - CIVINET’s PRISM Award for the most "outstanding, ambitious and innovative scheme in the field of sustainable urban mobility in the UK and Ireland".

A council spokesperson said: "Electric vehicles produce zero emissions on the road, a huge advantage over conventionally powered vehicles in terms of air quality."

Three charge locations already running

The council’s electric vehicle charging point scheme began in February 2010 and was the first project of its scale in the UK outside London. Four on-street electric vehicle charging points were installed at Bartholomew’s in central Brighton and Ditchling Road opposite The Level. A further four have been recently installed, two at Withdean Stadium which will be up and running at the end of the week and two at Madeira Drive. The council is working with energy supply companies to have the Madeira Drive points running by autumn.

The charging points were installed by Elektromotive Ltd, who released survey results in June saying two thirds of motorists would be more likely to buy an electric vehicle (EV) if charging posts were readily available at roadsides and in car parks across the UK.

A registration scheme for UK residents has been set up by the council and Elektromotive. A trial period is underway offering incentives to encourage drivers to switch to electric vehicles, including free registration, parking and electricity whilst vehicles are recharging.

Brighton & Hove is the only city in the country to have gained funding for such a project from the EU’s CIVITAS Archimedes Project; and is working with five other cities in Europe to share best practice, experience and skills.

The scheme was set up during the Conservative administration of the City council, and has cross party support.

At a national level, 2011 was billed as a "breakthrough year" for electric cars when the government launched a £5,000 grant for sales of the cars. But at the end of June, the promised vision of a network of electric highways wired up for a fleet of battery-powered cars became the latest government pledge to fall victim to spending cuts. The Department for Transport said it was, however, still committed to spending £30m to build 8,500 charge points in eight "Plugged in Places" pilot areas in London, Milton Keynes. the North-East of England, Northern Ireland, Scotland, Greater Manchester, the Midlands and the East of England.

Brighton & Hove City Council’s deputy leader and cabinet member for transport and the public realm, Councillor Ian Davey, said: “Our vision is to make Brighton & Hove the UK’s greenest city, and we are committed to achieving a clean and energy-efficient transport system.

“We’re working with other cities and countries to share expertise and best practice. It’s exciting to think that what we do here will influence future transport policy, not only in the UK but also in Europe.”

For further information about using electric vehicles and the city’s charging points visit www.brighton-hove.gov.uk/elec-vehicles or phone 01273 292455 / 290367.