Contents:
New Millenium, New Treasurer (almost)
NB: There are bits of bike lanes on Manningham Lane, Thornton and Great Horton Roads, and Tong Street. When the Council closes off roads, they now automatically leave access for bike, prams and wheelchairs.
We have stopped Asda altering the proposed cycle route thru’ West Bowling and affected the re-design of the Thornbury roundabout to benefit cyclists. In the Morrisons re-development on Thornton Road, we improved the layout of the nearby junctions.
Now, when major maintenance is done, Highways look at it to see if cycle lanes, Advanced Stop Lines (ASL) and other cycle-friendly changes can be made within the maintenance budget. Bike-wheel safe drain covers are being steadily, tho’ slowly, installed.
And, at long last, there is a master plan showing all the proposed strategic cycle routes/lanes and some of their links.
But, what is missing is a full-blooded commitment, by the council, to a specific target for these master routes. Until they do this, we have no chance of assessing progress. And it gives out the message that cycling is low on their priorities.
So, what can you do? From now on, BikeRights will have a Members Action section with suggestions and areas for you to do from the comfort of your own home (or work?).
Who is your local councillor? Where is your local area office? What do I see every day near home or commuting? What other cyclists do I know? What’s going on that affects cyclists?
If each of you does just one thing this year, you will move us further towards our goal of a cycling-friendly Bradford. Pressure across the district adds up.
(See A59 story)
January 1999
353 days and counting…
353 days and counting…
At the end of November BCAG hosted a public meeting at the Carlisle Business Centre on the theme of "Cycling and Health, Health and Cycling". About 30 people turned up to hear Dr. Ruth Gelletlie, Consultant in Environmental Health with the Bradford Health Trust made a powerful presentation showing the links between health, the environment and exercise.
She emphasized the benefits of routine exercise to health and the particular potential of cycling as a form of that exercise. But the main burden of her argument had to do with comparisons between Danish and British experience, especially the relative privileging of the motor car in the UK and the near disastrous implications for the environment and personal health.
Peter Latarche, Chair of the CTC’s Transport Policy and Plans Committee spoke briefly on the changing policy context and the potential role of cycling and the opportunities for cycling campaigners. He warned against complacency that "the policy battles were won" and that all we had to do was sit back and wait for Government agencies to deliver. The backlash from the "car dependent" had already started.
There was a lively and informed discussion with many of the people in the audience able to make cross links with each other and share their experience. For example, Mike Healey, with his coach’s hat on, is now discussing the possibility of running a cycling fitness course for heart attack victims with the Health Promotion Unit as a result of the meeting.
The Health White Paper requires the Health and Local Authority sectors to co-operate with each other in raising health issues as part of the planning and policy agenda the Queens Speech requires authorities to promote "Green Commuter Plans" (see the Gratttan's article).
We BCAG members need to build on this initiative to play a more active role in ensuring cycling plays a constructive, prominent part in the thinking about local health issues and the development of Green Commuter Plans.
Any ideas?
The Chairman of Bradford’s Transport, Planning and Design committee, Cllr. Latif Darr took a "sampler" week end break with his family at C*ntr* P*rks recently (we never advertise in "BikeRights"). Enchanted by the absence of cars and attracted by the scenery and, after a debate about which direction would be less hilly, he set off with his son-in-law for a six-mile circular trail ride.
He would not divulge how long it took but did confess to taking two breaks, "for a cigarette" and went on a bit about, "the hills"! Not yet quite ‘one of us’ perhaps but certainly he returned as man who had been through a life transforming experience. Whether that will work to our advantage only time - and the TPP bids - will tell.
One pleasant November morning, I’m trundling along towards Skipton wondering whether anyone’s going to turn up. Half-a-dozen riders go past. "Are you heading for Heslaker Lane End?" "Yeah". I tag on.
We get to the rendezvous and there are about 25 riders there. "Pretty good turnout", someone says. I gaze around and whichever road I look up there are riders approaching. 15 minutes later over 100 of us from North and West Yorkshire and Lancashire are champing at the bit.
The reason for all this? Over recent years, the A59 has been "improved" by making it faster. Last year, two cyclists were mown down between Skipton and the Lancashire border. In one case, the cyclist could only be identified by the number on his Keith Lambert frame. This stretch of road is the main route for cyclists visiting the famous Dalesman Café in Gargrave.
Historically, cycling clubs have mourned such deaths, grumbled and, frankly, done sweet damn all about it. But, finally, prompted by the Keighley Sustrans Supporters Group, the worm turned, got off its chammy-clad backside and fought back.
At the Broughton turn-off, by the Bull Inn, we blocked the road and crossed, for once, in safety. Even motorists don’t argue with 100+ riders and many were sympathetic. By 12.30, the petition in the Dalesman had over 150 signatures on it.
I think this might just be the most significant cycling protest of modern times, our equivalent of the Kinder Scout Mass Trespass and the beginning of a cycling club fight back against dangerous and unthinking road design. (Mike Healey)
The Follow-up…
On the day after the protest, Mark Schofield, Highways Agency Route Manager for the A59 met with Pete Latarche (CTC), Mike Healey (BCAG) and Ruth Ratcliffe (Otley CC) to look at the problems. Mark brought two engineers from North Yorkshire CC with him who have been commissioned to do an accident study on the entire length of the A59 for the HA.
The problems were soon identified not least because drivers carried out dangerous high speed overtaking manouvres, ignoring and running over the chevron road markings at the junction where David Isles was killed, even as we watched!
The speed of the lorries thundering down into the narrow neck by the Bull Inn at Broughton left the pavement visibly shaking and the engineers near speechless. We made a strong case for a protective bollard/refuge system to be put in place and rejected proposals for sending cyclists off-road to cross from a stationery position at right angles to the traffic at right turns.
Again we were assisted by a cyclists coming down to the junction doing exactly what we said was the cyclists preferred solution (staying with the flow, maintaining speed, tackling one traffic stream at a time).
Replying to a letter reaffirming the points made by us, Mark Schofield restated the solutions agreed but said that meanwhile, as a temporary measure, notices warning motorists to look out for cyclists would be placed on the approaches to the two junctions.
A cycle friendly A59 is like Rome - it won’t be built in a day - but if we keep up the pressure, it will be built!
Are Coming! No, not the kind that will have your bike computer registering 70mph on 1/1/00, up St. Enoch’s Causeway, but the important kind, namely: Bicycle Users Groups.
So far there’s only one in Bradford, at the University. If you want to know more, check with Dave Dodwell, Computer Dept.
One of our main aims is to get a round dozen started in time for the Millennium. For the employer, the economic arguments in favour are that regular cycle commuters are more alert throughout the day, have fewer days off sick and are only half as likely to disrupt work by having a heart attack.
We are targeting the 12 largest employers in the district, such as Bradford Council, Grattans (who already have a Green Transport policy), the GPO, Bradford College, the Health Authority and so on. In the case of the Health Authority, they are already trying to reduce the number of cars parking at hospitals, blocking access for ambulances. See also Dr. Ruth Gelletlie’s comments in the Health and Cycling Conference report.
If you know of fellow employees who also cycle to work, why not start one? For information, contact Mike Healey on 602394.
The government requires annual bids for transport funding to include cycling infrastructure projects. If you ask them for a countrywide breakdown, they don’t keep records of either total cycling expenditure, nor miles/kilometres of cycle lane/path built
or proposed. So there’s no way of comparing results. Whoops!
Bradford knows how much it intends to spend, but doesn’t know how many miles of lane it already has.
Actually, there are now more miles than we’d realised. Tong Street has one on each side, for a considerable distance, and Gt. Horton Road has them alongside the Uni and Bradford & Ilkley Community College. Barkerend Road also has a stretch. But, we’re a long way off other areas.
Avon, with a population of 984,800 is spending £1.50 per head on cycling facilities, York £1.27 but Bradford’s 6-year plan to 2001 at £683k works out at £0.24 per head p.a. Hull is spending about £300k this year, altho’, to be fair, it is much flatter. Avon ain’t tho’.
Spot the rider competition
Above is a picture of the peloton in the Tour de France with the riders removed. Using your skill and knowledge of the sport pick out with an x the head of the cyclist not using drugs. Answer on back page.
The Story So Far…
Originally designed as a 112-mile route on and off-road linking Bradford, Leeds, Kirklees, Calderdale and Wakefield, it was to be funded with a 90% Sports Council/Lottery grant with the 5 local authorities making up the rest.
Unfortunately the date for submitting the application came and went. After that, the amount the councils had to put in went up by 10% with each deadline missed. Even-tually, their share went up to £12m and a political decision was made to pull the plug on the scheme. A major objection was the annual cost of maintenance, especially of old railway bridges, estimated at £250k per council. Vibration from knobbly tires is terrible, isn’t it?
One important part of the scheme was the section which ran from Bradford to Leeds via the canal towpath. This would have opened a traffic free route which could have taken leisure riders from Leeds as far as Skipton and beyond. This would have been crucial in giving new riders the opportunity to ride considerable distances in safety while developing the confidence to eventually move onto the roads.
The usual suspects came out of the woodwork and wittered on about this taking money away from city centre carparking, including Cllr Eaton, Conservative Group leader. They entirely missed the point that this could be a major boost to leisure spending in the district; Bingley Rural ward not excepted, Cllr Eaton.
With links to tourist spots like Bronte country, moorland beauty spots and so on, this could develop into our version of the Sustrans C-to-C route which has revitalised the rural communities through which it passes. Research has shown that cycle tourists, even on single day rides, outspend car and coach borne ones.
In particular they benefit small village shops, cafes and pubs whereas other travellers tend to spend their money only in the main tourist honeypots. In the case of the C-to-C this amounts to £40 per day for the average four to five days that they take to do it.
The Bronte Trail section linking Haworth and Thornton, most of it off-road, would have had thirsty riders stopping off in Cullingworth and Wilsden without adding to traffic problems, noise or pollution.
Although it’s easy to blame the councils for their short-sightedness, the government shares the blame. They have yet to grasp the nettle of facing up to the motor lobby and risk offending Fiesta Man by moving him onto bikes, feet and public transport.
Level of PM10 particulates from diesel exhausts rose above government recommended levels in Bradford, Keighley and Bingley in on three occasions last year. (T&A 14/1/99)
PM10 particles are too fine to be caught up in the body’s defence mechanisms (nasal hairs, mucous, etc.). They penetrate deep into the lungs and tend to settle there. They are implicated in cancer deaths and linked to breathing difficulties. They are especially dangerous for younger children.
British Waterways’ experiment with charging an "economic" fee for towpath permits on a stretch of the Kennet & Avon. They sold 3,500 permits in the year to June ’98, a decrease of 40% from the free permits issued the previous year.
The CTC has had assurances that the scheme will not go national.
Sustrans have been working with BW and local councils to work on alternative proposals. There are a number of problems that need to be solved if towpaths are to become an important part of normal cycling facilities.
Most paths will need upgrading. Finance will have to be found for annual maintenance. Problems arising from shared use with fishermen and walkers include the fact that the former pay fishing licence fees and continued free usage by cyclists may lead to conflict.
The CTC pointed out that the paths often make popular inner city commuting routes and links between towns. BW expect local councils to contribute towards upgrading and maintaining them (see p.4 W. Yorks. Cycleway).
BW have proposed to the government, that they be granted £158 million to convert all/most 2900km (1800 miles) of their towpaths to cycling routes in seven years. This would involve purchasing additional land. In the long term, they expect the annual maintenance costs to be met by local councils as part of the normal highways and transport budget.
Don’t hold your breath.
In the meantime Sustrans have opened route 4 of the National Cycle Network (NCN) using the Kennet & Avon towpath. They are also planning to upgrade the Derby canal and the Newbury to Reading stretches.
The Dearne & Dove towpath at Elscar has been upgraded by the Barnsley Canal Group as part of the Trans-Pennine Trail.
The Inland Waterways Association, which has a charitable status and the same aims as the CTC, state in their Towpath Policy: "Cycling will be expected to make contributions to the cost of maintenance and development, via funds from the European Union, national and local government."
First the good news. A T&A story on30th December reported that the welcome passenger increase of 10% on the Airedale line in 1998 had been accompanied by pressures on car parking spaces. Shipley is heavily over-subscribed. Most station parking is free but even at Cononley and Skipton, where it isn’t, are experiencing pressure.
There are plans to increase Menston from 35 to 100 places, Guiseley from 80 to 90 and Shipley by 50 to 182. Shipley may add a second deck to its car park, or put another 100 cars behind platform 4.
This smacks very much of the discarded "you can reduce congestion by building more roads" argument. It seems likely that demand will exceed whatever supply there is.
Encouraging more people to drive to stations will also add to local congestion and pollution. In Shipley’s case, the queues at the Cragg Lane/Leeds road junction will get longer.
However, both the Wharfedale and Aire Valley Rail Users Groups are pressing for integrated transport policies, together with more people arriving on foot or by bike.
Metro have been granted £550k a year for the next three years under the Rural Bus Initiative scheme to introduce bus-train link services. Services to link Addingham & Airedale General Hospital with Steeton and Silsden station and Otley and Pool with Menston will go out to tender next year.
For us, other problems arise.
If they want to encourage cycling to Steeton station, then crossing the Aire Valley Trunk road at the Silsden roundabout will have to be made much easier and safer. Car commuters from the Crosshills area will have to be discouraged from using the old Keighley road because they want to avoid hold-ups at the level crossing.
Security is the other major deterrent for cyclists. Vandalism, unknown in Holland and Denmark, requires sturdier storage lockers than the experimental ones already installed and wrecked. This requires expensive measures such as CCTV at all the unmanned stations (nearly all of them) and in a system where the station manager at the Interchange says there is no room for cycle stands (!) we‘ve got an uphill battle.
Latest research shows that, in this country, compulsory helmet wearing would save 2 lives p.a. Why?
Because only 8.6% of all fatal injuries are caused by head injuries alone. In the remaining 91.4%, even if a helmet had prevented any head injury at all, the cyclist would have died of other injuries, such as snapped spinal column, massive internal bleeding, ruptured lungs or heart, etc.
The first compulsory legislation was passed in Queensland, Australia. Head injuries immediately fell. A triumph! Alas, no. All injuries fell because cycle trips fell proportionately.
A curious fact also emerged. Other injuries fell by slightly more than did head injuries. Which means that those people who continued were slightly more at risk from head injuries than before.
Why did cycle usage fall? Because non-confident cyclists now perceived cycling to be a fundamentally risky activity, or why would the state have made helmet wearing compulsory? And wearing polystyrene roof insulation in sub-tropical heat is no fun.
And consider Holland and Denmark. Far more people cycle, never wear helmets and yet the accident rate is far, far lower because there are fewer motor vehicle/bike collisions, since many of the motorists are riding, not driving
My ANSI/SNELL STANDARD helmet isn't designed to protect me in a collision at above about 15 mph. If I’m hit by a motorist coming off a slip road, like the late Pete Longbottom, the difference is marginal.
Do I think that children should wear them? Yes. They are more likely to fall off. Their heads are more likely to suffer drop impacts, not sliding ones. Their heads are also heavier in proportion to their body sizes and neck strength than adults and they cannot stop them hitting the ground in slow speed falls.
Compulsory helmet wearing is a snare and a delusion. Most cyclist deaths and serious head injuries result from being hit by motor vehicles at speeds far exceeding any helmet’s protective capability. Improving the standard of driving will have far more effect on the cyclist casualty rate than helmet legislation.
We’re coming up to our Fifth NBW and the success we’ve had in attracting families, kids, women to a variety of events and stunts creates a delightful problem.
Where do we go from here?
Answer? Nowhere, unless we get more bodies. So far, we’ve run events in Bradford, Bingley and Shipley, but spreading out to the Keighley and Ilkley areas is impossible without - dreaded word -
Volunteers.
The Keighley Sustrans Supporters Group, fresh from their successful A59 Protest Ride, have volunteered to put on some event(s) but is there anyone out there who can give a hand (aka running the whole shebang) in Ilkley?
The provisional programme for Bradford is more or less the same as last year.
1999’s Wish List
A Bigger Women’s Ride. We’ve had
lousy weather for the last two years, but feedback is that we need an easier route and more publicity. Creative volunteer organiser(s) please.
Event and games ideas for Family Fun Day on 13th and bodies.
Workplace organisers for the Wednesday Ride to Work Day (pump-priming of future BUG?).
Cycling club members to run extra events and take part in existing activities.
(along with spell chequers)
We now have our very own website. It’s not quite ready yet, but soon, we too will be adding to your telephone bill as you eagerly surf the net.
Pete Latarche will welcome any ideas for content.
You might have seen something about this in the T&A, the Bradford Star or the Target.
Since then we’ve had 7 new starters on 23rd Jan. and about 20 phone calls. So far, over 70 kids have enjoyed it and, even in the winter cold, we are having a regular 20+ turning out.
Children from 4 to 14 have gained British Schools Cycling Assoc. Bronze and Silver Skills Awards, Bronze medals (2) in the BSCA North East Cyclo-Cross Championships and a girls Silver medal in the Yorkshire U12 ditto. And they’re having fun!
For a measly £2, kids can race (not compulsory), learn skills and road safety, in safety, at the Richard Dunn Centre every Saturday from 10 am till noon. Mike Healey the ubiquitous is the organiser.
Spot the Rider Answer: Wrong!
New Millennium (well nearly), New Treasurer!!
Because one of the reasons BCAG exists is to keep cyclists "in the picture" your fellow cyclist volunteers who run it have been slack about chasing membership.
The result is that the people who pay subsidize the people who don’t. And the people who turn up to do things are the ones most likely to pay. It is a vicious circle of our own making. And we are going to break out of it... The new Treasurer is drawing a line under 1998 and the years before. If you are, or have been, a member and wish to remain a member or to rejoin then send your subscription for 1999 now.
You will then receive your 1999 Membership Card and continue to get "BikeRights" and notice of meetings and events.
If, after this issue, you don’t hear any more directly from BCAG it won’t be because we are no longer campaigning, it will be because you no longer support the campaign.
See join.html to find out about continuing/starting your membership...