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juliusbeezer : separatistcritique   39

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Cyclist finds towpaths tough-going compared to roads.
separatistcritique 
24 days ago by juliusbeezer
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Mud for the cyclist, smooth tarmac for the motorist
separatistcritique 
7 weeks ago by juliusbeezer
Twitter
Cobbles for the cyclist, smooth tarmac for the motorist in Tours.
Exactly what you'd expect in…
separatistcritique 
7 weeks ago by juliusbeezer
Transport for London unveils changes to Chiswick High Road section of planned cycleway | road.cc
Cycleway 9 from Brentford to Kensington Olympia that have been made following pressure from opponents led by Conservative councillors from the Chiswick wards of the London Borough of Hounslow.

Work on the 7-kilometre route, which will ultimately be extended westwards to Hounslow, may start later this year following changes to the design following a public consultation that found most respondents in favour of the proposals, says TfL.

Earlier this year, in response to feedback on two specific locations – the Duke Road and Duke’s Avenue junctions with Chiswick High Road, pictured above, and at Kew Bridge – TfL opened a second consultation on revised plans.

It now says that the Kew Bridge junction will proceed as outlined in that second consultation, while changes will be made to the junctions in Chiswick after considering further responses on that location.
cycling  SeparatistCritique  dccomment 
7 weeks ago by juliusbeezer
Risk of injury for bicycling on cycle tracks versus in the street
Most individuals prefer bicycling separated from motor traffic. However, cycle tracks (physically separated bicycle-exclusive paths along roads, as found in The Netherlands) are discouraged in the USA by engineering guidance that suggests that facilities such as cycle tracks are more dangerous than the street. The objective of this study conducted in Montreal (with a longstanding network of cycle tracks) was to compare bicyclist injury rates on cycle tracks versus in the street. For six cycle tracks and comparable reference streets, vehicle/bicycle crashes and health record injury counts were obtained and use counts conducted. The relative risk (RR) of injury on cycle tracks, compared with reference streets, was determined. Overall, 2.5 times as many cyclists rode on cycle tracks compared with reference streets and there were 8.5 injuries and 10.5 crashes per million bicycle-kilometres. The RR of injury on cycle tracks was 0.72 (95% CI 0.60 to 0.85) compared with bicycling in reference streets. These data suggest that the injury risk of bicycling on cycle tracks is less than bicycling in streets. The construction of cycle tracks should not be discouraged.
pqpc  SeparatistCritique  canada  sciencepublishing 
8 weeks ago by juliusbeezer
Twitter
Between 2007 and 2010 the city of Seville spent €6.7m putting in 142km of segregated cycle lanes, mainly on sidewal…

There has been lots of talk about the good results of Seville’s Cycling Plan 2007-2010. Among the advantages commonly granted to the cycling promotion model use in Seville, these are the main three:

Increase in the number of bicycle users
Reduction in car usage
Reduction in bicycle accidents

The scope of Seville’s Cycling Plan was to build a 142 km long network of segregated bike lanes. Practically all of them were at sidewalk level, having two directions of traffic (bidirectional), 1,25 m wide per direction and using the same road intersections as pedestrians. The cost of building this network was 35 million Euro (250,000 Euro per km) (El País, 11 May 2014). Moreover, the total estimated four-year cost for the plan’s management was 6.7 million Euro divided into:

ten specific projects about traffic education, health, etc. (4.9 million, 73.2% of the budget)
infrastructure maintenance (662,000 Euro, 9.8%)
“Oficina de la Bicicleta” (Cycling Office) (234,000 Euro, 3.4%)
Civic commision (234,000 Eur, 3.4%)
Bike parkings (162,000 Eur, 2,4%)
spain  cycling  SeparatistCritique 
8 weeks ago by juliusbeezer
iamnotacyclist: A little bit about cycling facilities from LCC Camden
This discussion could be one of the most important that LCC has faced and it is now an appropriate time to review our attitudes to cycle engineering given the potential for support for some serious cycling provision in our capital city now that we have a London-wide local authority.
It seems to me that the arguments put by some LCC members against segregated facilities fall into two groups: 1) specific failings that are due to poor design, legal uncertainty, poor maintenance, etc. 2) points of principle such as the view that cycling in segregated facilities reduces the ability of cyclists to cope with motor vehicle traffic. A related argument puts forward the idea, in John Franklin's words in the semi-official manual, Cyclecraft, that "facilities segregated from the carriageway mainly benefit riders who fear motor traffic"1.
SeparatistCritique  cycling  London 
8 weeks ago by juliusbeezer
Twitter
Pavement cycling on Edinburgh's Leith Walk found problematic
separatistcritique 
8 weeks ago by juliusbeezer
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La route à côté "un billard" apparemment
separatistcritique 
8 weeks ago by juliusbeezer
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Another reason to exercise your right to the full road network: escaping NYPD harassment
separatistcritique 
12 weeks ago by juliusbeezer
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Exactly. The whole road network should be available to all users.
reclaimtheroads  separatistcritique 
12 weeks ago by juliusbeezer
Twitter
Smooth tarmac for the motorist, ponding for the cyclist
separatistcritique 
june 2019 by juliusbeezer
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Seattle TV journalist gets schooled on
separatistcritique 
june 2019 by juliusbeezer
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Blocked by Cycling Mikey, who likes his echo chamber uncontaminated by
separatistcritique 
june 2019 by juliusbeezer
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Je recommande pour éviter des tels trous de mémoire ainsi que
separatistcritique 
april 2019 by juliusbeezer
Twitter
Cette piste 'cyclable' parmi mes plus importantes inspirations de ! D'abord elle e…
separatistcritique 
april 2019 by juliusbeezer
Twitter
Thread: pourquoi le cycliste serait sur la chaussée, même s'il aura une piste cyclable à côté.
separatistcritique 
january 2019 by juliusbeezer
Twitter
Creating conflict between cyclists and pedestrians is a design objective of fordist hegemony
separatistcritique 
december 2018 by juliusbeezer
Accident au Pellerin vendredi : le cycliste est décédé
Un habitant du Pellerin avait été transporté aux urgences dans un état grave, vendredi matin, après avoir été accidenté rue de la Jouardais, dans le centre de la commune. Il circulait à vélo ce matin-là et a percuté un poteau électrique alors qu’il roulait sur le trottoir. Son vélo s’était alors déporté sur la chaussée et avait été percuté par un car, vide de passagers, qui circulait dans le même sens.

L’état de santé de la victime, âgée de 89 ans, s’est dégradé. L’homme est décédé samedi après-midi des suites de ses blessures.
crash_report  nantes  cycling  SeparatistCritique 
may 2018 by juliusbeezer
The Ranty Highwayman: Nonsense Travels At 25mph
40kph is is 25mph, but a 3% gradient is 1 in 33 - for every 33 metres travelled, one drops 1 metre - that is a pretty steep hill. The other figures range between 12.5mph and 18.75mph. Remember, this is a design standard for trunk roads and motorways and therefore anything designed to this will probably be rural.

These design speeds provide lots of margin for error and will rarely be applicable in an urban situation. Chickwick High Road does not have a gradient of 3%, it's not rural and so 25mph is never going to be a sensible or even an achieveable design speed. Of course, the carriageway of Chiswick High Road is 30mph, but driver speed never seems to feature in the concerns of those who are against providing cycle tracks.
cycling  urban  energy  SeparatistCritique  dccomment 
january 2018 by juliusbeezer
The Bad News and Good News, if you want to be Holland.
Phew! I'm not the only cyclist who knows Holland is not the whole world:
separatistcritique 
november 2017 by juliusbeezer
The Bad News and Good News, if you want to be Holland.
The bad news is that, short of a zombie apocalypse changing the planet’s demographics in ways we can’t even imagine, your country will never have a 25% bike modal share, or rates above 60% in city centres, as the Netherlands does. Our countries were already quite different (ours having hills) but really parted ways in the wake of the war...

Like a lot of countries in Europe, the Dutch were left broke. So while we were pouring the boom-time surplus into freestanding houses outside of our cities, they were patching holes in city centres.

Suburban development was further resisted in the Netherlands due to their unique shortage of farmland. So where the Sydney region, for example, has housing on land without any rail service (all the land coloured black on the following map)…
cycling  australia  netherlands  SeparatistCritique  geography  urban  jbcomment 
november 2017 by juliusbeezer
Tactical Urbanists Form "Human Bollards" On Bikes Lane - CityLab
Along midtown Manhattan’s busy Second Avenue, volunteers from the advocacy group Transportation Alternatives linked elbows to form a chain of “human bollards,” to borrow the title of a short Streetfilms documentary that captured the moment. Grateful cyclists on their way to work high-fived the volunteer human shields, who have been pressing the city to keep its word on properly securing the high-traffic right-of-way.

“These cyclists are so happy to see friendly faces in the morning, and also to have that bumper from moving traffic,” Macartney Morris, an organizer with Transportation Alternatives, tells Clarence Eckerson, Streetfilms director.

When the New York City DOT painted a new lane on 18-block strip of Manhattan’s Second Avenue last year, it was a huge improvement on the spotty sharrows that were there before. But it was a promise only partly fulfilled: The city decided against installing the "tuff curbs”—upright barriers to physically prevent vehicle intrusion—that it had initially proposed. Now, the exposed lane is perennially blocked by trucks and parked cars.
pqpc  video  SeparatistCritique  cycling  us 
september 2017 by juliusbeezer
London cycling and the “by chance” success of Amsterdam | UK news | The Guardian
Oldenziel records that there was a class element to the disciplining of Amsterdam cyclists, which had been going on in various forms for decades. Cycling was what the lower orders did and, in the view of the authorities, they did it in a manner that was unruly, unpredictable and a hindrance to the car-led future. The first segregated cycle lanes, introduced in the 1930s, were an outcome of the process of marginalising cycling rather than an attempt to encourage it. But from the mid-1970s, new social forces came into play. Amsterdam’s counter-culture, allied with its preservationist movement, reclaimed the city’s cycling heritage as part of its resistance to motor-domination and redevelopment...
Oldenziel, who had pedalled round parts of the capital during the afternoon, told me her research had found that traffic-calming measures have represented the best use of public money in European cities in terms of encouraging cycling. Making car parking more expensive produced strong results too and generated funds for road infrastructure changes. She was precise about what sort of infrastructure brings about the best results. “A lot of cycling lanes are at the expense of pedestrians or public transit,” she explained. “These infrastructure visions often mean travelling at a high speed from A to B. That’s actually a car mentality. What you want is an infrastructure that is about the living street: about negotiation, about meandering and traffic calming. We do need to invest in infrastructure, but not in separate lanes.”
cycling  urban  pqpc  reclaimtheroads  separatistcritique 
september 2017 by juliusbeezer
"CYCLE LANE" | Forum | road.cc
Just then a car passes quite close to me and a voice emanates from it shouting "CYCLE LANE." The motorist moved ahead of me and I was unable to interrogate him on what he could have meant.

It was confusing as there was a wide mixed use pavement on the southbound side of the road, but no cycle lane on either side of the road. I wonder if he was suggesting I veer across both lanes of the road to the pavement and mount the curb/kerb at speed. This could be dangerous, as would cycling along such a pavement at over 40kph with possibly unlit pedestrians in the dark.
pqpc  separatistcritique 
august 2017 by juliusbeezer
Physical separation of cyclists from traffic "crucial" to dropping injury rates, shows U.S. study
A new study published in the American Journal of Public Health has concluded that physical separation from motor traffic is “crucial” to reducing the higher than average cyclist injury rates seen across the U.S.

In an leading editorial to sit alongside the deeper study, the authors write: “bicycle infrastructure can indeed help improve cycling safety and increase cycling levels. That is clearly demonstrated by decades of evidence from Europe, by the 10 US cities listed in Table 1 (below), and by the article on Boston by Pedroso et al. However, the type and quality of bicycle infrastructure matter as well. It is crucial to provide physical separation from fast-moving, high-volume motor vehicle traffic and better intersection design to avoid conflicts between cyclists and motor vehicles.
cycling  separatistcritique  us 
may 2017 by juliusbeezer
Une industrie du vélo en forme ne fait pas une politique cyclable | L'interconnexion n'est plus assurée
OUI à la multiplication des pistes cyclables sécurisées … Pour rendre les trottoirs aux piétons!!!! Non aux cyclistes faisant du slalom entre les piétons !!! C’est pas politiquement correct ? J’assume!!!
Rédigé par : Gastonlg | le 07 avril 2017 à 18:38 | RépondreSignaler un abus |

c’est amusant ce que vous dites, parcequ’effectivement c’est très embêtant de devoir slalomer entre les piétons. Donc question, pourquoi le vélo se trouve t’il sur le trottoir ? Peut-être pour éviter de mourir sur la route ? Donc que faudrait-il faire pour éviter cette situation ? je vous aide, faire disparaître le cycliste n’est pas la bonne réponse.
dccomment  cycling  français  separatistcritique 
april 2017 by juliusbeezer

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