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  • Cyclecraft
    reference Personal CV Contact me The Book Introduction Contents Reviews Publication Purchase Details North American Edition Health Miscellaneous papers Health benefits of cycling A summary Transport and health Dr Harry Rutter A policy report on the health benefits of increasing

    Original URL path: http://cyclecraft.co.uk/health.html (2016-02-09)
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  • Cyclecraft
    of cycle helmets in the light of conflicting evidence as to their effectiveness I am a member by invitation of the BHRF Editorial Board The website of BHRF cyclehelmets org has a great deal of information about helmets greatly exceeding the material on my site in quantity scope and currency Personal papers Heads Up John Franklin Cycle magazine August September 2003 Bicycle helmet effectiveness a broader perspective John Franklin Critique of UK Department for Transport Road Safety Research Report 30 April 2003 Cycle helmet performance in the real world John Frankin Later version June 2002 of paper originally presented at Velo City 2001 The effectiveness of cycle helmets John Franklin A detailed investigation of cycle helmet research revised to June 2000 Trends in cyclist casualties in Britain with increasing cycle helmet use John Franklin A look at the influence of cycle helmets on cyclist casualty statistics in Britain and a comparison with similar research from other countries May 2000 Cycle helmets 25 years along the road John Franklin Presented to the CTC CCN Cycle Planning Conference Cheltenham April 2000 Research Summary Cycle helmets A summary of research Recommended Three lessons for a better cycling future Malcolm Wardlaw BMJ 23 December

    Original URL path: http://cyclecraft.co.uk/helmets.html (2016-02-09)
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  • Cyclecraft
    Contents Reviews Publication Purchase Details North American Edition Legal Personal papers An Expert Witness in cycling John Franklin Presented to Cambridge Cycling Campaign November 2006 Miscellaneous papers Crashes to be recorded by the Police for Stats 19 purposes Clarification of

    Original URL path: http://cyclecraft.co.uk/legal.html (2016-02-09)
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  • Cyclecraft
    or of particular interest Cycling Organisations European Cyclists Federation CTC Cycle Campaign Network Cheltenham Cycling Campaign Skilled Cycling Chainguard US Cycle Training London LifeCycle UK Bristol General Bike for All UK cycling portal Legal Bikeline My Cycling Claim Camps UK solicitors specialising in claims by cyclists Cycle Helmets Bicycle Helmet Research Foundation International research portal with a wide range of material Cyclists Rights Action Group Australia Vehicular Cyclist Canada Chris

    Original URL path: http://cyclecraft.co.uk/links.html (2016-02-09)
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  • Cycling skill and its relation to infrastructure and safety
    not notice cyclists on cycle paths as they are outside their zone of maximum surveillance Particularly at risk is a cyclist who is riding in the reverse direction to nearside road traffic for it is contrary to normal road behaviour for cyclists to ride in this way or who approaches the junction quickly The road cyclist on the other hand can use positioning and listening to reduce the angle over which concentration is necessary to less than 90 close to the junction which is within the compass of eye movement alone and can therefore be carried out more easily and quickly Through positioning a cyclist can exert considerable influence on the movements of other vehicles as well as ensuring that he is easily seen He also enjoys the benefit of a speedier and less complicated passage This example illustrates too why collisions at cycle path crossings are often more serious than crashes elsewhere on roads If a cyclist is hit by a car at a crossing he will be hit side on and will bear the full force attributable to the car s velocity Most road collisions on the other hand involve only a glancing impact when the force felt by the cyclist is less Cycle lanes and other means by which cyclists are expected to ride separately from general traffic lead to similar problems and again the casualty record is not good The actions of cyclists are best understood and respected by others when they are following the same rules of the road If cyclists behave differently to other road users they can expect to come into conflict with them more often for the mutual understanding so essential for road sharing will be less Many facilities introduced to improve cycling safety address problems that seldom lead to crashes whilst introducing new dangers that do At the same time they require cyclists to exercise greater rather than less skill in more demanding situations Many people simply can t cope The effect of cycling infrastructure on skills acquisition has been little researched but there is evidence that the segregation of cyclists can adversely affect development of the skills that contribute to safe road sharing One result is that when someone needs to cycle in traffic they are more vulnerable Another is that their cycling horizons are much limited People who regularly use cycle paths can get used to taking chances both because it can be so difficult to give proper attention at junctions and also because they believe the paths to be inherently safe Because positioning and signalling play little part in protecting or affording priority to the cyclist these skills are not practised so often Because cyclists are kept separate from other traffic for much of the time they do not learn how to co operate and integrate with others As previously observed even such basic principles as keeping left or right are widely ignored Bad cycling practices develop instead of good cycling skills It is a great mistake to

    Original URL path: http://cyclecraft.co.uk/digest/vc99.html (2016-02-09)
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  • Body
    to reduce danger in order to encourage more people to cycle Hence the widespread emphasis on segregated cycle facilities so that people can cycle away from traffic and the promotion of cycle helmets However if you keep telling people that special arrangements are necessary to cycle in safety they are bound to construe that cycling is inherently an unsafe activity and thus to be avoided You don t encourage people to do something by emphasising indeed exaggerating its danger As previously said in the 1950s when cycling was common people were relatively little concerned about cycling safety but now there is an obsession with it Why and whose fault is it I believe that there are three principal culprits Road safety practitioners who for years compared cycle and car safety on the basis of mileage travelled alone a fairer basis is exposure or time This showed cycling in a comparatively poor light which was widely publicised in part in order to deter people from cycling Doctors and other health professionals who in recent years have put great emphasis on the risk of head injury when cycling in order to encourage cycle helmet use They have tried to solve a perceived problem without looking at it in context to relative risk or the wider health benefits of cycling Cycle campaign groups I include myself in this criticism for I have been involved in cycle campaigning for more than 20 years Like others I have often emphasised danger to get the attention of decision makers and in order to get the support of the media I now believe however that the cycling lobby is guilty of a massive own goal The effect of these actions has been to create a problem over cycling safety where previously it scarcely existed and to scare thousands of people from cycling It has led people to believe that they can t cope with even simple traffic situations the belief that cycling is only feasible away from traffic under ideal conditions that in practice cannot be realised It has lowered the public s expectations of cycling as a practical means of transport Are present policies to improve safety effective There is a mass of literature about cycle facilities and most of it is not supportive of segregating cyclists from other traffic In Berlin cyclists are four times more likely to crash off road In Denmark frequently cited as having a cycling safety record 10 times better than the UK although I believe this to be exaggerated the creation of 105 new cycle paths led to an increase of 48 per cent in cyclist casualties as well as more injuries to pedestrians mopedists and car occupants In Sweden cycle lanes were found to increase danger by 10 per cent and cycle tracks 3 to 12 fold There are many other examples I have tracked cycle casualties in Milton Keynes for 20 years where the extensive cycle path network has a crash rate more than five times worse relative

    Original URL path: http://cyclecraft.co.uk/digest/enabling.html (2016-02-09)
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  • Body
    consequences There are many wider consequences following from so many low standard facilities There is a particularly adverse impact on vehicular cycling which has been backbone of British cycling over generations Low quality facilities are now forcing some cyclists from roads in way that traffic never has There are disproportionate problems for new cyclists Facilities are often introduced under the guise of encouraging people to cycle but many facilities require advanced skills to minimise their safety limitations Low quality and inexperience do not go well together In some places cycle lanes and the like have led to less cycling Considerable opportunities have been missed for greater and wider benefits especially through speed reduction The insistence of one organisation in pressing for a new cycle path in one place I know has taken pressure for traffic calming that is supported by a much wider community The cycle path having been provided is little used Low quality facilities are a cheap and convenient way sweetener to continue with pro car policies Labour and Conservative manifestos for the coming General Election are using the green effect of cycle lanes and the National Cycle Network to offset criticism of more roads and speeding up traffic Finally though there has been minimum impact to date the non use of facilities can be expected to be used increasingly against cyclists in crash claims just as is the case now for cycle helmets National Cycling Awards For the second year running no engineering award has been made in the National Cycling Awards for 2000 a reflection of typical quality of what is being provided On face of it there was much good intention but schemes failed against reasonable standards even though some were supported by local cyclists Many schemes introduced new hazards or restrictions on where cyclists could ride Without naming locations here are some of the shortcomings of schemes that were nominated last year Many included shared use paths and footways invariably of sub standard width Many included cycle lanes which were well under the 2m recommended width Where cycle lanes ran adjacent to give way lines at side roads there was no escape space at the very places which are the number one location for cycle car crashes Some schemes increased complexity for cyclists or motorists or both Greater complexity invariably means a greater chance of someone making a mistake Visibility for cyclists was often poor justifying the barriers that were placed in some places Justification for some schemes was unclear Sometimes there did not seem to be a problem that was being overcome There were frequently simplistic assumptions about safety and use Typically out of traffic was assumed de facto to mean safe Many facilities required cyclists to ride in a way contrary to the rules of the road Some seemed likely to tempt aggression from drivers Despite all these things we thought we had a winner until that is we made a site visit We discovered that a bus lane had been introduced

    Original URL path: http://cyclecraft.co.uk/digest/iow2001.html (2016-02-09)
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  • Heresy on the roads
    nearly disappeared from the road environment because of the perceived danger of motor traffic Danger reduces freedom but it does not appear to increase the numbers being killed Those who believe that emptier roads and lower speeds would save lives are probably misguided but they are right to pursue an agenda to reduce danger because less danger would increase freedom to walk and cycle and it would make our lives as cyclists less hectic Another common belief is that cycling in this country is far more dangerous than in the Netherlands or France False The average hourly risk of death when cycling here is about 2 5 times higher than it is in those countries but that does not mean the same individual is 2 5 times more likely to be killed here than on the continent Cycling in this country is principally the activity of children and adolescents Half of all cycle trips are by males younger than thirty This concentration of accident prone groups biases the casualty figures in this country On the continent there is far more cycling by sensible street wise adults That dilutes out the youth bias and lowers the average casualty rate The same comments hold when comparing the risks of driving and cycling in Britain Study has shown that for the 17 20 age group the risk per hour is similar whether driving or cycling and when cycling this age group is far less of a danger to others So should we bother campaigning to improve our lot Yes we should but we need to be clear about our grievances We are treated with official disdain We do not obtain justice from the legal system The media do not understand cycling and make no attempt to present our case fairly If officialdom condescends

    Original URL path: http://cyclecraft.co.uk/digest/heresy.html (2016-02-09)
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web-archive-uk.com, 2017-12-16