CYCLISTS have hit out at Toowoomba Regional Council for failing to supply adequate bike lanes on the city's roads.
The Toowoomba Chronicle inspected the new Nelson Street roundabout with TBUG and wrote this story:
http://www.thechronicle.com.au/story/2011/10/27/cyclists-call-bike-lane-change/?c=221216#addcomment
TBUG has now written to Bicycle Queensland, Transport & Main Roads, and Austroads, the so-called standard setters of Australian road design, and we await word back from them all.
Austroads, in particular, seems to be responsible for allowing poor design to continue as an option for local authorities and it is hard to understand why this is so.
Maybe it will take a death or injury event and legal action against councils, TMR officials and Austroads standard setters before the message gets through, that the continual prioritisation of motor vehicles, at the cost of cycler safety, on what the law recognises as a shared space, is not an acceptable return for tax and rate monies invested?
Thursday, 27 October 2011
Wednesday, 26 October 2011
Nelson Street roundabout: Lookout for your life!
Recently, TBUG posted shots of the new roundabout at Drayton Road, and wrote to the council asking them to revisit the design, with the primary concern being for the safety of the cycler rather than for the swift passage of the motor vehicles that we share the roads with.
TBUG asked them not to mark out Nelson Street, at least until we had been able to discuss it with them.
TRC has declined to respond, so far, at least.
Now we post new pictures of the Nelson Street roundabout, that uses the same design as we raised concerns about over at Drayton.
While standing at this roundabout, a number of vehicles, all cars, shot through the intersection at high speed, crossing into the bike lanes in order to get around the 8 metre concrete circle.
Nelson Street is a 60 kph speed zone, which is frequently exceeded by vehicles.
If one of the functions of a roundabout is to slow traffic, then this design is a failure.
As to the bike lanes going around the roundabout, this is what the Austroads people said in 1999:
Allott & Lomax reported that in an early attempt to provide for cyclists, a mandatory bicycle lane was marked around the periphery of the circulating roadway of a roundabout, giving cyclists priority access across approaches whilst other traffic had priority at the exits. A performance study indicated that cyclists felt that their trip was improved although crashes involving cyclists continued. It was also reported this treatment has been withdrawn in the absence of any detectable benefits for cyclists, due to the fact that cyclists are kept in the outer edge, 'the most hazardous area of the circulatory carriageway'
In 2011, Austroads warn designers of roundabouts:
A number of jurisdictions do not favour the provision of bicycle lanes on the approach to, and around the periphery of, roundabouts. Designers should clarify the policy of local jurisdictions before considering the application of cycle lanes at roundabouts. The matter is under review by the Austroads Road Design Review Panel and other key stakeholders including cycling organisations and road safety practicioners. Further advice will be issued in due course.
.
TBUG asked them not to mark out Nelson Street, at least until we had been able to discuss it with them.
TRC has declined to respond, so far, at least.
Now we post new pictures of the Nelson Street roundabout, that uses the same design as we raised concerns about over at Drayton.
While standing at this roundabout, a number of vehicles, all cars, shot through the intersection at high speed, crossing into the bike lanes in order to get around the 8 metre concrete circle.
Nelson Street is a 60 kph speed zone, which is frequently exceeded by vehicles.
If one of the functions of a roundabout is to slow traffic, then this design is a failure.
As to the bike lanes going around the roundabout, this is what the Austroads people said in 1999:
Allott & Lomax reported that in an early attempt to provide for cyclists, a mandatory bicycle lane was marked around the periphery of the circulating roadway of a roundabout, giving cyclists priority access across approaches whilst other traffic had priority at the exits. A performance study indicated that cyclists felt that their trip was improved although crashes involving cyclists continued. It was also reported this treatment has been withdrawn in the absence of any detectable benefits for cyclists, due to the fact that cyclists are kept in the outer edge, 'the most hazardous area of the circulatory carriageway'
In 2011, Austroads warn designers of roundabouts:
A number of jurisdictions do not favour the provision of bicycle lanes on the approach to, and around the periphery of, roundabouts. Designers should clarify the policy of local jurisdictions before considering the application of cycle lanes at roundabouts. The matter is under review by the Austroads Road Design Review Panel and other key stakeholders including cycling organisations and road safety practicioners. Further advice will be issued in due course.
.
Nelson Street: bike lane or trailer park?
The TBUG wrote to each TRC councillor in early October 2011, requesting they police the bike lane on the eastern side of Ruthven Street, at Nelson Street, where a car trailer has been parked for weeks, months, and some have suggested years, barely, if ever, moving.
Apart from three or four perfunctory 'thank you for your question' responses, we have heard nothing back.
TBUG wrote again on 26 October 2011, and we await a detailed response.
A complaint has been lodged with the TRC Customer Service Centre also, and we await either feedback or action there.
Apart from three or four perfunctory 'thank you for your question' responses, we have heard nothing back.
TBUG wrote again on 26 October 2011, and we await a detailed response.
A complaint has been lodged with the TRC Customer Service Centre also, and we await either feedback or action there.
Tuesday, 18 October 2011
Why aren’t more kids cycling to school?
By Jan Garrad: Senior Lecturer, School of Health and Social Development.
17 October 2011, 'The Conversation'
CYCLING IN AUSTRALIA: In 1970, nearly all young people in Australia walked, cycled or took public transport to school or university (84%). Few travelled by car (16%). Fast forward to 2011 and most children are now driven to school.
So what has changed in the past 40 years? What can we do to get more children cycling to school? And why does this even matter?
National data are no longer available but in Melbourne, nearly four times as many young people are being driven to school than in 1970. Cycling levels are at an all-time low of 2.6%.
In fact, Australian children are among the most chauffeured young people in the developed world. Out of the total distance 10-14 year olds travel, walking and cycling is used for 33.5% of the distance in the Netherlands, 14.4% in Switzerland and 13.8% in Germany.
In Melbourne (again, there is no national data), it’s 4.6%.
Read the whole story:
http://theconversation.edu.au/why-arent-more-kids-cycling-to-school-3531?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+conversationedu+%28The+Conversation%29
17 October 2011, 'The Conversation'
CYCLING IN AUSTRALIA: In 1970, nearly all young people in Australia walked, cycled or took public transport to school or university (84%). Few travelled by car (16%). Fast forward to 2011 and most children are now driven to school.
So what has changed in the past 40 years? What can we do to get more children cycling to school? And why does this even matter?
National data are no longer available but in Melbourne, nearly four times as many young people are being driven to school than in 1970. Cycling levels are at an all-time low of 2.6%.
In fact, Australian children are among the most chauffeured young people in the developed world. Out of the total distance 10-14 year olds travel, walking and cycling is used for 33.5% of the distance in the Netherlands, 14.4% in Switzerland and 13.8% in Germany.
In Melbourne (again, there is no national data), it’s 4.6%.
Read the whole story:
http://theconversation.edu.au/why-arent-more-kids-cycling-to-school-3531?utm_source=feedburner&utm_medium=feed&utm_campaign=Feed%3A+conversationedu+%28The+Conversation%29
Monday, 17 October 2011
Saddle soreness? Could this be a solution?
Workers who ride a bicycle as part of their job may be at risk for genital numbness or more serious sexual and/or reproductive health problems from pressure in the groin (perineum) from the traditional bicycle saddle. NIOSH has conducted studies that have demonstrated the effectiveness of no-nose bicycle saddles in reducing pressure in the groin and improving the sexual health of male bicycle patrol police officers. While most workers in jobs that involve bicycling are men, recent evidence suggests
that no-nose bicycle saddles may also benefit women.
Read the article here:
http://www.cdc.gov/niosh/docs/wp-solutions/2009-131/pdfs/2009-131.pdf
An interesting new style of saddles, for men and women, at this USA site here:
http://www.ismseat.com/saddles
With a dealer in Townsville, if you cannot find a local shop selling them:
http://www.bngsports.com.au/
that no-nose bicycle saddles may also benefit women.
Read the article here:
http://www.cdc.gov/niosh/docs/wp-solutions/2009-131/pdfs/2009-131.pdf
An interesting new style of saddles, for men and women, at this USA site here:
http://www.ismseat.com/saddles
With a dealer in Townsville, if you cannot find a local shop selling them:
http://www.bngsports.com.au/
Sunday, 16 October 2011
Effortless cycling: in Toowoomba?
Secondly, low street speeds make for safer bicycle riding in Shanghai.
China has clearly got issues with dangerous driver and rider behaviour. But trauma rates are lower than one might expect as traffic speeds are low on suburban streets; usually around 30km/h.
At this speed, cars, motorcyclists and bike riders have more time to negotiate in traffic. The accidents that might occur at higher speeds just don’t happen, and the collisions that do occur (I’ve seen a couple) are usually benign.
The 50km/h posted street speed limit in local streets in Australia, and 40km/h in school zones, are therefore an international embarrassment, set way higher than norms in cities such as Berlin.
Well said that man! But hang on, we don't think we ever heard such a suggestion from Matthew during our time on the Queensland Bicycle Council with him, when the Minister might have had a shell-like ear ready to hear such a suggestion.
In fact, there were not too many actual 'suggestions' from anyone sitting around that enormous table trying to cook up a whole-of-government approach, although TBUG did try to get some discussions going the few times we were there.
Actually, everything was going swimmingly, until TBUG asked why the previous Queensland Cycle Strategy had failed to get anywhere near its targets for 'cycle journeys', and then we were given a vote-of-thanks and waved 'goodbye'.
Which reminds me, we wrote to the Minister recently, asking her if we can see the detailed analysis of the reasons why the previous QCS failed, but so far, no word back.
Read the rest of the story here:
http://theconversation.edu.au/effortless-cycling-how-do-we-make-riding-a-bike-normal-3670
China has clearly got issues with dangerous driver and rider behaviour. But trauma rates are lower than one might expect as traffic speeds are low on suburban streets; usually around 30km/h.
At this speed, cars, motorcyclists and bike riders have more time to negotiate in traffic. The accidents that might occur at higher speeds just don’t happen, and the collisions that do occur (I’ve seen a couple) are usually benign.
The 50km/h posted street speed limit in local streets in Australia, and 40km/h in school zones, are therefore an international embarrassment, set way higher than norms in cities such as Berlin.
Well said that man! But hang on, we don't think we ever heard such a suggestion from Matthew during our time on the Queensland Bicycle Council with him, when the Minister might have had a shell-like ear ready to hear such a suggestion.
In fact, there were not too many actual 'suggestions' from anyone sitting around that enormous table trying to cook up a whole-of-government approach, although TBUG did try to get some discussions going the few times we were there.
Actually, everything was going swimmingly, until TBUG asked why the previous Queensland Cycle Strategy had failed to get anywhere near its targets for 'cycle journeys', and then we were given a vote-of-thanks and waved 'goodbye'.
Which reminds me, we wrote to the Minister recently, asking her if we can see the detailed analysis of the reasons why the previous QCS failed, but so far, no word back.
Read the rest of the story here:
http://theconversation.edu.au/effortless-cycling-how-do-we-make-riding-a-bike-normal-3670
Friday, 14 October 2011
Mirror or camera? Both!
"The Cerevellum Hindsight 35 is a digital rearview mirror, but in addition to showing you what's behind you on it's large and bright 3.5" LCD screen, the Hindsight 35 also functions as a "black box" in the event of an accident; it records on a continuous 10-minute loop and, by way of a built in accelerometer, it shuts itself off when it senses an impact."
Read the whole incredible story here:
http://www.slowtwitch.com/Products/2011_Interbike_Cerevellum_Hindsight_35__2349.html
Read the whole incredible story here:
http://www.slowtwitch.com/Products/2011_Interbike_Cerevellum_Hindsight_35__2349.html
Official Opening Toowoomba Criterium Circuit - Sunday 27 November 2011
More details as they arrive, but circle the date for the official opening of the new Criterium Circuit at the Toowoomba Showgrounds on Sunday 27 November.
The TBUG will be there and James Macdonald will be providing a display of his historical and interesting bikes.
Harvey Road site
Starts at 11.00 am
Series of events until 2.00 pm and then the official launch.
The TBUG will be there and James Macdonald will be providing a display of his historical and interesting bikes.
Harvey Road site
Starts at 11.00 am
Series of events until 2.00 pm and then the official launch.
Ride On: online bike magazine
Check out this online bike e-magazine.
This month there is a good article on the ability of bike locks to keep you bike safe.
http://rideons.wordpress.com/2011/10/04/locks-test-2011/
Electric bikes http://rideons.wordpress.com/2011/07/29/electric-bikes-power-up/
Clipping in? http://rideons.wordpress.com/2011/06/26/to-clip-or-not-to-clip/
This month there is a good article on the ability of bike locks to keep you bike safe.
http://rideons.wordpress.com/2011/10/04/locks-test-2011/
Electric bikes http://rideons.wordpress.com/2011/07/29/electric-bikes-power-up/
Clipping in? http://rideons.wordpress.com/2011/06/26/to-clip-or-not-to-clip/
Pink Pedal Womens Workshop
Pink Pedal Power, a womens-only cycling workshop is to be held in Toowoomba on the 5th Nov 2011.
The workshop is aimed at inspiring women from all ages to get out there and ride a bike.
This workshop is currently being held all over QLD.
Each workshop leader is from the town it is held in.
The Toowoomba Workshop leaders are Loretta, from Personal Training Australia and Jimmy from Bikeline both businesses of Toowoomba.
The workshop is aimed at inspiring women from all ages to get out there and ride a bike.
This workshop is currently being held all over QLD.
Each workshop leader is from the town it is held in.
The Toowoomba Workshop leaders are Loretta, from Personal Training Australia and Jimmy from Bikeline both businesses of Toowoomba.
Imagine this London scene is actually Margaret & Ruthven
Just found this on a London web site:
What's good about our design?
RISK-FREE TURNS Right-turning cyclists have their own traffic lights for extra
safety
SAFE BIKE LANES Bicycles separated from motorists with wide, kerbed lanes
FASTER ON FOOT Wide and direct pedestrian paths
PEOPLE SPACE Opportunities for cool café culture?
BUS LANES Priority retained for high-volume public transport
Click through to the graphics here:
http://lcc.org.uk/pages/people-friendly-blackfriars
What's good about our design?
RISK-FREE TURNS Right-turning cyclists have their own traffic lights for extra
safety
SAFE BIKE LANES Bicycles separated from motorists with wide, kerbed lanes
FASTER ON FOOT Wide and direct pedestrian paths
PEOPLE SPACE Opportunities for cool café culture?
BUS LANES Priority retained for high-volume public transport
Click through to the graphics here:
http://lcc.org.uk/pages/people-friendly-blackfriars
Thursday, 13 October 2011
Ride to Work news update
Well, it was touch and go on the judging for this years award.
A great roll-up at various workplaces around Toowoomba but, once again, the staff at Disability Services took out the coveted prize for the second year running. Well done Anne, Sandy and all the staff there.
With a turn out of nearly 20% of their staff, it just goes to show how many people can ride to work if they elect to do so, if the staff understand the benefits to them, and if management understands the need to provide some basic facilities for secure parking, storage and changing.
[The prize for this has to go to USQ, with their two beautiful end-of-journey facilities that every medium to large public and private employer should go and look at.]
Of course, if you live in, say, Wyreema and work in, say, the Army camp at Borneo Barracks, you might not decide to cycle to work.
But, that is exactly what one R2W cyclist did do, and good on him too. What an effort!
Hang on though, without diminishing that effort at all, there was another eager soul who rode from Gatton to Tor Street DEEDI-DERM offices,via Flagstone Creek Road, and back again at night. WOW!
The USQ campus had a good roll up but with so many staff their percentages were down.
Tongues are already wagging, ideas fomenting, and resolutions are being suggested for R2W 2012, to overcome the disparity between different sized workplaces.
All suggestions will be considered, so small and large workplaces, and even sole traders, can be accommodated in next years competition through a wider range of primary category winners.
Also pleasing was the school that entered, a good sign that younger people can see the benefit bike riding brings, both personally and to the overall community.
A full list of prize winners will be posted shortly.
In the meantime, here is the Chronicle's angle on the day:
http://www.thechronicle.com.au/story/2011/10/13/pumped-up-for-ride-to-work/
Not mentioned so far are the Toowoomba Regional Council staff who helped make the event happen, or the financial support from the Council, both vital to the success of the day.
Thanks go to Sue and Candice, and to the Mayor and CEO for their support again in 2011.
Finally, thanks to Michael and staff at the Oxygen Cafe for hosting the afternoon prize awards.
A great roll-up at various workplaces around Toowoomba but, once again, the staff at Disability Services took out the coveted prize for the second year running. Well done Anne, Sandy and all the staff there.
With a turn out of nearly 20% of their staff, it just goes to show how many people can ride to work if they elect to do so, if the staff understand the benefits to them, and if management understands the need to provide some basic facilities for secure parking, storage and changing.
[The prize for this has to go to USQ, with their two beautiful end-of-journey facilities that every medium to large public and private employer should go and look at.]
Of course, if you live in, say, Wyreema and work in, say, the Army camp at Borneo Barracks, you might not decide to cycle to work.
But, that is exactly what one R2W cyclist did do, and good on him too. What an effort!
Hang on though, without diminishing that effort at all, there was another eager soul who rode from Gatton to Tor Street DEEDI-DERM offices,via Flagstone Creek Road, and back again at night. WOW!
The USQ campus had a good roll up but with so many staff their percentages were down.
Tongues are already wagging, ideas fomenting, and resolutions are being suggested for R2W 2012, to overcome the disparity between different sized workplaces.
All suggestions will be considered, so small and large workplaces, and even sole traders, can be accommodated in next years competition through a wider range of primary category winners.
Also pleasing was the school that entered, a good sign that younger people can see the benefit bike riding brings, both personally and to the overall community.
A full list of prize winners will be posted shortly.
In the meantime, here is the Chronicle's angle on the day:
http://www.thechronicle.com.au/story/2011/10/13/pumped-up-for-ride-to-work/
Not mentioned so far are the Toowoomba Regional Council staff who helped make the event happen, or the financial support from the Council, both vital to the success of the day.
Thanks go to Sue and Candice, and to the Mayor and CEO for their support again in 2011.
Finally, thanks to Michael and staff at the Oxygen Cafe for hosting the afternoon prize awards.
Tuesday, 11 October 2011
Ride To Work Day: Wednesday 12 October 2011
The day started for some riders at the Raw Sugar cafe, at the roundabout on Kitchener Street and Margaret Street.
Some came from as far as Highfields, others drifted down the hill from South Street and near Riflerange Road, while others had already ridden up the Range, just for fun, before dropping in to the cafe on their way to work.
Meanwhile, over at USQ, the VC has put on a workplace feast and is showing off the new style end of journey facilities, worth a visit just to see what can be done at a workplace if the management team put their minds to the task.
Thanks to Sheree and USQ for the photos.
Some came from as far as Highfields, others drifted down the hill from South Street and near Riflerange Road, while others had already ridden up the Range, just for fun, before dropping in to the cafe on their way to work.
Meanwhile, over at USQ, the VC has put on a workplace feast and is showing off the new style end of journey facilities, worth a visit just to see what can be done at a workplace if the management team put their minds to the task.
Thanks to Sheree and USQ for the photos.
Monday, 10 October 2011
Cycle Qld 2011
The 2011 Cycle Queensland ride is over and the 2012 ride is perhaps yet to be considered by TBUG riders.
Below is a shot of a few of the Toowoomba riders, at the last smoko stop of the ride on the edges of Ipswich.
The 2012 ride is from Gayndah to Noosa via Hervey Bay for the rest day, with full details yet to be published by Bicycle Queensland in early 2012.
Keep an eye on it by joining BQ:
http://www.bq.org.au/join/membership/types-of-membership/
A frozen bike in the early morning. Yes, ice, freezing cold and then mild sunny days helped to make CQ11 an experience worth undertaking.
The first morning lunch stop, at the side of the road. Not far from the start, and the hospitality of Goondiwindi's breakfast cafes, but very welcome all the same.
Lunch time, another one, at a pleasant shady spot, somewhere along the route.
Dawn at the Woodenbong camp site, deep in NSW, before the ride back to Qld through some glorious hilly country.
Thanks to Jeff and Maree for the photos.
Below is a shot of a few of the Toowoomba riders, at the last smoko stop of the ride on the edges of Ipswich.
The 2012 ride is from Gayndah to Noosa via Hervey Bay for the rest day, with full details yet to be published by Bicycle Queensland in early 2012.
Keep an eye on it by joining BQ:
http://www.bq.org.au/join/membership/types-of-membership/
A frozen bike in the early morning. Yes, ice, freezing cold and then mild sunny days helped to make CQ11 an experience worth undertaking.
The first morning lunch stop, at the side of the road. Not far from the start, and the hospitality of Goondiwindi's breakfast cafes, but very welcome all the same.
Lunch time, another one, at a pleasant shady spot, somewhere along the route.
Dawn at the Woodenbong camp site, deep in NSW, before the ride back to Qld through some glorious hilly country.
Thanks to Jeff and Maree for the photos.
American offers advice to Australian politicians in local government
Well, that takes the biscuit!
An American from a city that freezes over in their winter is telling Australian local government politicians to wake up and join in behind the public, who are well ahead of the game.
Quite right too, and just in time, with a council election here in March 2012.
“My advice to Australian cities which may think they can never aspire to this, is the public is ahead of government when it comes to the bike culture,” he said.
“Get out there and do some things and you'll be surprised by how much people will come along.”
Read more: http://www.theage.com.au/executive-style/fitness/wintry-city-a-wonderland-for-cyclists-20111009-1lfh6.html#ixzz1aQPDvM6K
An American from a city that freezes over in their winter is telling Australian local government politicians to wake up and join in behind the public, who are well ahead of the game.
Quite right too, and just in time, with a council election here in March 2012.
“My advice to Australian cities which may think they can never aspire to this, is the public is ahead of government when it comes to the bike culture,” he said.
“Get out there and do some things and you'll be surprised by how much people will come along.”
Read more: http://www.theage.com.au/executive-style/fitness/wintry-city-a-wonderland-for-cyclists-20111009-1lfh6.html#ixzz1aQPDvM6K
Friday, 7 October 2011
Wales to launch a massive campaign to reduce car trips
The TBUG has urged similar actions when sitting as a member on the Queensland 'Bike Council' but found the 'whole of government' approach, which was the central role of the Council, organised by then Transport Minister Rachel Nolan (in good faith we believe, did not extend to actually planning any action.
After highlighting the failure of the original Queensland Cycle Strategy to achieve its objective of lifting cycle journeys across the state, we were thanked for our contributions, and shown the door.
Still, if the Welsh government can grasp the ideas required, there should, in theory, be no reason why the Queensland government cannot too.
‘We’ll work with people at school, work and home, helping them to make changes to their daily travel choices when and where it suits them. If each family replaced one car journey a week with a more sustainable alternative it can make a big difference. Taking this approach in areas of England has shown a reduction in car trips of at least 10 per cent. It’s an ambitious project with the potential to bring about sustained change in the way the people of Wales use their cars.‘
Read the whole story:
http://www.sustrans.org.uk/about-sustrans/media/news-releases/as-peak-time-road-traffic-rises-by-a-fifth-wales-leads-on-uks-biggest-push-to-cut-car-use?dm_i=6EB,K6JT,N1CT3,1N23F,1
After highlighting the failure of the original Queensland Cycle Strategy to achieve its objective of lifting cycle journeys across the state, we were thanked for our contributions, and shown the door.
Still, if the Welsh government can grasp the ideas required, there should, in theory, be no reason why the Queensland government cannot too.
‘We’ll work with people at school, work and home, helping them to make changes to their daily travel choices when and where it suits them. If each family replaced one car journey a week with a more sustainable alternative it can make a big difference. Taking this approach in areas of England has shown a reduction in car trips of at least 10 per cent. It’s an ambitious project with the potential to bring about sustained change in the way the people of Wales use their cars.‘
Read the whole story:
http://www.sustrans.org.uk/about-sustrans/media/news-releases/as-peak-time-road-traffic-rises-by-a-fifth-wales-leads-on-uks-biggest-push-to-cut-car-use?dm_i=6EB,K6JT,N1CT3,1N23F,1
London: City streets to have 20 mph speed limit (30kph)
London’s streets shouldn’t just be corridors for traffic. Reducing motor traffic speeds on London’s streets where we live, work, play and shop is the single biggest change that will make them safe, vibrant and social places. On most of these streets the default speed limit is 30mph. As part of a wider package of work to help people leave the car behind, Sustrans is trying to make it easier for people to influence the speed limits in their area and push the default down to 20mph.
Read the whole story:
http://www.sustrans.org.uk/resources/in-the-news/a-city-of-20?dm_i=6EB,K6JT,N1CT3,1N23F,1
Read the whole story:
http://www.sustrans.org.uk/resources/in-the-news/a-city-of-20?dm_i=6EB,K6JT,N1CT3,1N23F,1
Thursday, 6 October 2011
Speed kills, so why encourage speeding in the city centre?
This shot is in Russell Street, outside Betros fruit and vegetables shop, looking up to West Street.
In the space of a hundred metres or so, three sets of lights, all at different stages, confront the driver.
This is in a 60 kph zone.
Is it wise to encourage vehicles to do such a speed in the city centre streets?
Knowing that 'speed kills' and urging drivers not to drive over the speed limit is fine, but what should we think of law makers that allow and encourage drivers to go too fast, when there is ample evidence available that shows 50, 40, 30 kph speed limits are potential life savers, and in the congested city environment, with so many impediments to fast flow traffic, such as traffic lights everywhere, there is barely any slowing effect on travel times at slower speeds?
Is it ethical to persist with encouraging drivers to speed above what the conditions suggest but the speed zone refuses to recognise?
TBUG believes it is high time for some ethical considerations to impinge upon TRC road design thinking, above just 'what others do'
.
In the space of a hundred metres or so, three sets of lights, all at different stages, confront the driver.
This is in a 60 kph zone.
Is it wise to encourage vehicles to do such a speed in the city centre streets?
Knowing that 'speed kills' and urging drivers not to drive over the speed limit is fine, but what should we think of law makers that allow and encourage drivers to go too fast, when there is ample evidence available that shows 50, 40, 30 kph speed limits are potential life savers, and in the congested city environment, with so many impediments to fast flow traffic, such as traffic lights everywhere, there is barely any slowing effect on travel times at slower speeds?
Is it ethical to persist with encouraging drivers to speed above what the conditions suggest but the speed zone refuses to recognise?
TBUG believes it is high time for some ethical considerations to impinge upon TRC road design thinking, above just 'what others do'
.
What if a highway ended like bike lanes do, in the dirt?
This is the new bike lane at the Gipps-Drayton Road 'improvements'.
Note how the bike lane ends, and leaves the rider facing gravel ahead, with no appropriate road markings to indicate to rider and driver alike that the bike rider is about to merge with fast moving traffic.
Maybe TRC intends to continue the bike lane at some time in the future but until that time arrives, the correct road markings need to be put in place.
Note how the bike lane ends, and leaves the rider facing gravel ahead, with no appropriate road markings to indicate to rider and driver alike that the bike rider is about to merge with fast moving traffic.
Maybe TRC intends to continue the bike lane at some time in the future but until that time arrives, the correct road markings need to be put in place.
Suicide lane?
This shows how the enforced capture of the bike rider in a bike lane on a roundabout makes it so very difficult to turn right, with space always given over to fast moving vehicles on the right of the rider.
In such roundabouts, the bike rider should 'take the lane' and assert their right and legitimacy to be on the road, safely.
It appears that, once again, the design brief has been to provide priority and privilege to the motor vehicle to keep moving as swiftly as possible, and the bike rider is a secondary nuisance, a potential impediment to keeping motor vehicles going as fast as possible.
It is a 60 kph speed limit through the roundabout.
In such roundabouts, the bike rider should 'take the lane' and assert their right and legitimacy to be on the road, safely.
It appears that, once again, the design brief has been to provide priority and privilege to the motor vehicle to keep moving as swiftly as possible, and the bike rider is a secondary nuisance, a potential impediment to keeping motor vehicles going as fast as possible.
It is a 60 kph speed limit through the roundabout.
How not to mark a roundabout
This is the new roundabout at Gipps-Drayton Road.
The designer has placed the bike rider exactly where commonsense and self preservation informs the cautious bike rider not to go, on the left hand side of a fast moving vehicle.
The bike rider should take their place 'in the lane', in the middle of the mouth of the roundabout, and assert their right to be safe and on the road in doing so, like any other vehicle would.
There is no provision, in this design, for the bike rider to turn right safely.
Such a rider would have to battle with fast moving vehicles wanting to go straight ahead, up Drayton Road.
TBUG believes this is a dangerous and highly undesirable piece of design work, and it should be remarked to make it safer, removing the bike lanes as they are currently positioned.
The designer has placed the bike rider exactly where commonsense and self preservation informs the cautious bike rider not to go, on the left hand side of a fast moving vehicle.
The bike rider should take their place 'in the lane', in the middle of the mouth of the roundabout, and assert their right to be safe and on the road in doing so, like any other vehicle would.
There is no provision, in this design, for the bike rider to turn right safely.
Such a rider would have to battle with fast moving vehicles wanting to go straight ahead, up Drayton Road.
TBUG believes this is a dangerous and highly undesirable piece of design work, and it should be remarked to make it safer, removing the bike lanes as they are currently positioned.
How to mark a roundabout properly
This photograph is not taken here in Toowoomba but it could have been, if TRC was interested in doing a good design job for new cycling infrastructure.
Instead of putting a single BAZ sign in the gutter, as can be found on most of the roundabouts here, or marking a bike lane around the roundabout, as at the new one on Drayton Road, leaving the cyclist vulnerable to cars on their right hand side as they cycle around the roundabout, the designers of this roundabout understand how a bicycle moves and where and how the rider has to position themselves for a safe entry and exit from a potentially very dangerous situation.
TRC can learn how to design good cycling facilities, if they understand the need for good design and the dangers of poor design.
Instead of putting a single BAZ sign in the gutter, as can be found on most of the roundabouts here, or marking a bike lane around the roundabout, as at the new one on Drayton Road, leaving the cyclist vulnerable to cars on their right hand side as they cycle around the roundabout, the designers of this roundabout understand how a bicycle moves and where and how the rider has to position themselves for a safe entry and exit from a potentially very dangerous situation.
TRC can learn how to design good cycling facilities, if they understand the need for good design and the dangers of poor design.
From some time ago
This was a TRC attempt to create a bike path some time ago.
TBUG showed it to the then Minister of Transport and she burst out laughing.
Quite so!
We had hoped that this was 'in the past' and that a new spirit of cooperation between the cycling community and TRC might emerge.
Unfortunately, it seems TRC is intent on ignoring the safety of cyclists as it rolls out new cycle infrastructure across the city.
TBUG has offered to assist TRC with designs that work for all road users, and do not continue to leave cyclists with second rate facilities.
TBUG showed it to the then Minister of Transport and she burst out laughing.
Quite so!
We had hoped that this was 'in the past' and that a new spirit of cooperation between the cycling community and TRC might emerge.
Unfortunately, it seems TRC is intent on ignoring the safety of cyclists as it rolls out new cycle infrastructure across the city.
TBUG has offered to assist TRC with designs that work for all road users, and do not continue to leave cyclists with second rate facilities.
Bike lanes or parking lanes?
TRC marks out bike lanes but allows them to fill with parked vehicles for most of the day, all night and throughout the weekends.
This makes it unsafe for cyclists who either have to move in and out of the traffic, a recognised danger, or continue to ride in the main traffic lane, thus upsetting vehicle drivers and adding to illegal road rage on the part of drivers who are impatient and or unaware.
Toowoomba Police have informed TBUG they have neither the staff nor the inclination to book illegally parked drivers, and TRC parking officers seem to be unaware of the problem.
This makes it unsafe for cyclists who either have to move in and out of the traffic, a recognised danger, or continue to ride in the main traffic lane, thus upsetting vehicle drivers and adding to illegal road rage on the part of drivers who are impatient and or unaware.
Toowoomba Police have informed TBUG they have neither the staff nor the inclination to book illegally parked drivers, and TRC parking officers seem to be unaware of the problem.
Drayton Road: bikes filtered into car parking bay
At the top of Drayton Road 
Cyclists are filtered through a very narrow funnel, into a car parking bay, and around a roundabout. But what hapens to the bike rider who wants or needs to negotiate the roundabout to get down to Mitre Ten at Platz Street?
There are no BAZ signs on the approach to the roundabout. No traffic treatment at all, in fact, except to provide a clear space for motor vehicles.
Cyclists are filtered through a very narrow funnel, into a car parking bay, and around a roundabout. But what hapens to the bike rider who wants or needs to negotiate the roundabout to get down to Mitre Ten at Platz Street?
There are no BAZ signs on the approach to the roundabout. No traffic treatment at all, in fact, except to provide a clear space for motor vehicles.
Nelson Street bike lane
Is this bike lane complete?
Should there be a sign at the rear of the trailer warning of the 'end of bike lane' and a sign at the front to show the 'start of bike lane'?
We have written to each of our councillors and the CEO to see what they say, and we will post a TRC response here as soon as we get one.
Should there be a sign at the rear of the trailer warning of the 'end of bike lane' and a sign at the front to show the 'start of bike lane'?
We have written to each of our councillors and the CEO to see what they say, and we will post a TRC response here as soon as we get one.
Wednesday, 5 October 2011
Ride To Work Day: Wednesday 12 October 2011
This year the annual Ride To Work Day, held on Wednesday 12 October, is to be in a new format.
TBUG has been aware that by holding a city centre breakfast as the main even many potential riders have been cut out of attending because the city centre is not on, or anywhere near, their cycle-to-work route.
So, this year we are urging workplaces to take charge and run their own events for the day, either with a breakfast or a lunchtime BBQ, whatever suits the workplace best.
All over Toowoomba, workplaces are doing just that, and it looks as if this year we will have even more riders on the day prepared to register and join others in a social event in their own workplaces.
Time to ponder the provision of safe routes to your workplace, quality bike racks and secure parking when you get there, and to discuss it with others over a coffee and breakfast.
Please register as a rider on this page:
http://www.bv.com.au/general/ride-to-work/93176/
The registration allows our peak cycle bodies to collate information and advise all levels of government on the need for better cycle facilities.
Also, register as a workplace convenor and keep a tally of your workplace numbers.
Send that information to TBUG by email or sms and attend the end of day judging and prize giving at the Oxygen Cafe - meeting from 4.45 pm- (free coffee-tea and simple snacks).
As the Town Hall clock strikes 5.00 pm, TBUG judges will start awarding prizes to the winners of the day.
The coveted Freewheelers Challenge Trophy is up for grabs again but last years winners, Disability Services Queensland, say they do not intend to give it up without a fight:
http://toowoombabug.blogspot.com/2011/09/ride-to-work-tbug-freewheelers.html
So, register yourself now, get a workplace convenor, organise a breakfast or lunchtime BBQ, and make sure someone gets to the Oxygen Cafe by 5.00 pm to see who the 2011 winners of the Trophy will be.
12 Oct. results contacts:
TBUG email: toowoombabug@gmail.com
sms to David: 0408 726 038
TBUG has been aware that by holding a city centre breakfast as the main even many potential riders have been cut out of attending because the city centre is not on, or anywhere near, their cycle-to-work route.
So, this year we are urging workplaces to take charge and run their own events for the day, either with a breakfast or a lunchtime BBQ, whatever suits the workplace best.
All over Toowoomba, workplaces are doing just that, and it looks as if this year we will have even more riders on the day prepared to register and join others in a social event in their own workplaces.
Time to ponder the provision of safe routes to your workplace, quality bike racks and secure parking when you get there, and to discuss it with others over a coffee and breakfast.
Please register as a rider on this page:
http://www.bv.com.au/general/ride-to-work/93176/
The registration allows our peak cycle bodies to collate information and advise all levels of government on the need for better cycle facilities.
Also, register as a workplace convenor and keep a tally of your workplace numbers.
Send that information to TBUG by email or sms and attend the end of day judging and prize giving at the Oxygen Cafe - meeting from 4.45 pm- (free coffee-tea and simple snacks).
As the Town Hall clock strikes 5.00 pm, TBUG judges will start awarding prizes to the winners of the day.
The coveted Freewheelers Challenge Trophy is up for grabs again but last years winners, Disability Services Queensland, say they do not intend to give it up without a fight:
http://toowoombabug.blogspot.com/2011/09/ride-to-work-tbug-freewheelers.html
So, register yourself now, get a workplace convenor, organise a breakfast or lunchtime BBQ, and make sure someone gets to the Oxygen Cafe by 5.00 pm to see who the 2011 winners of the Trophy will be.
12 Oct. results contacts:
TBUG email: toowoombabug@gmail.com
sms to David: 0408 726 038
Monday, 3 October 2011
Interested, Concerned and Cycling in Traffic
So what is it that gets people cycling? It’s not perfect facilities – Oxford is far from perfect. But by removing car parking, making good public transport easily available and by slowing down motor traffic, other cities could follow the example set by Oxford in removing would-be cyclists’ concerns and turning interest into action.
When planning for cyclists, Portland, in the US, divides its population into four groups: strong and fearless (a group which makes up less than 1%); enthused and confident (7%); interested but concerned (60%); and no way no how (33%).
The first two groups already cycle on a regular basis, but the city is having trouble getting those in the largest segment, the interested but concerned, to use bikes regularly.
It is difficult persuading potential cyclists if the roads are busy with motor traffic, and there aren’t European-style segregated cycle tracks.
In Oxford, in the UK, we’ve got many people cycling on main roads who definitely wouldn’t rate as enthused and confident. Across the whole city, more than 10% of journeys made are by bicycle, even in the outermost wards. About 16% of commuters in the city cycle to work. Most cyclists ride in ordinary clothes. They’re not particularly fast and they’re not particularly proficient. Oxford is a smaller city than Portland, but employment locations are spread around the city.
Oxford certainly doesn’t have lots of European-style segregated cycle tracks. There is a network of quiet routes on backstreets and paths, but they are generally indirect and not really good enough for people trying to get from A to B. They are mostly used by children going to school, and for leisure.
Instead, the majority of Oxford’s cyclists use the ordinary main roads. More than half of these main roads have painted cycle lanes (or bus lanes), but there’s no real separation from the traffic.
What is it that persuades cyclists to mix with the traffic in Oxford?
Partly, it’s the lack of car parking, especially in the city centre. Since the 1970s, businesses have not had permission to provide new car parking for their staff or customers; instead, they have to contribute to park and ride car parks on the edge of the city. Charges at public car parks are high, and they’re almost never full. More than 40% of journeys into central Oxford are by bus. This shortage of car parking makes many people try cycling who, elsewhere, wouldn’t even consider it.
Another reason is that no-one drives very fast in Oxford. It’s rare that anyone does more than 30mph. The side streets and shopping areas on main roads all have 20mph limits. If the residents had their way, there’d be 20mph limits on all of the main roads too.
So much space has been dedicated to bus lanes and cycle lanes that there’s not enough room for the traffic to go fast, even if the speed limits were increased. In 2000, the last two gyratory junctions were removed – they were clogged solid with traffic anyway. All the inner ring road junctions have 20mph limits, and they are much less scary than the norm.
So what is it that gets people cycling? It’s not perfect facilities – Oxford is far from perfect. But by removing car parking, making good public transport easily available and by slowing down motor traffic, other cities could follow the example set by Oxford in removing would-be cyclists’ concerns and turning interest into action.
http://www.cyclingmobility.com/interested-concerned-and-cycling-in-traffic/
When planning for cyclists, Portland, in the US, divides its population into four groups: strong and fearless (a group which makes up less than 1%); enthused and confident (7%); interested but concerned (60%); and no way no how (33%).
The first two groups already cycle on a regular basis, but the city is having trouble getting those in the largest segment, the interested but concerned, to use bikes regularly.
It is difficult persuading potential cyclists if the roads are busy with motor traffic, and there aren’t European-style segregated cycle tracks.
In Oxford, in the UK, we’ve got many people cycling on main roads who definitely wouldn’t rate as enthused and confident. Across the whole city, more than 10% of journeys made are by bicycle, even in the outermost wards. About 16% of commuters in the city cycle to work. Most cyclists ride in ordinary clothes. They’re not particularly fast and they’re not particularly proficient. Oxford is a smaller city than Portland, but employment locations are spread around the city.
Oxford certainly doesn’t have lots of European-style segregated cycle tracks. There is a network of quiet routes on backstreets and paths, but they are generally indirect and not really good enough for people trying to get from A to B. They are mostly used by children going to school, and for leisure.
Instead, the majority of Oxford’s cyclists use the ordinary main roads. More than half of these main roads have painted cycle lanes (or bus lanes), but there’s no real separation from the traffic.
What is it that persuades cyclists to mix with the traffic in Oxford?
Partly, it’s the lack of car parking, especially in the city centre. Since the 1970s, businesses have not had permission to provide new car parking for their staff or customers; instead, they have to contribute to park and ride car parks on the edge of the city. Charges at public car parks are high, and they’re almost never full. More than 40% of journeys into central Oxford are by bus. This shortage of car parking makes many people try cycling who, elsewhere, wouldn’t even consider it.
Another reason is that no-one drives very fast in Oxford. It’s rare that anyone does more than 30mph. The side streets and shopping areas on main roads all have 20mph limits. If the residents had their way, there’d be 20mph limits on all of the main roads too.
So much space has been dedicated to bus lanes and cycle lanes that there’s not enough room for the traffic to go fast, even if the speed limits were increased. In 2000, the last two gyratory junctions were removed – they were clogged solid with traffic anyway. All the inner ring road junctions have 20mph limits, and they are much less scary than the norm.
So what is it that gets people cycling? It’s not perfect facilities – Oxford is far from perfect. But by removing car parking, making good public transport easily available and by slowing down motor traffic, other cities could follow the example set by Oxford in removing would-be cyclists’ concerns and turning interest into action.
http://www.cyclingmobility.com/interested-concerned-and-cycling-in-traffic/
EU adopts 30kph recommendation for residential areas
by Carlton Reid
Tuesday, September 27th 2011 at 1:18PM
Earlier today the European Parliament adopted a resolution to encourage lower urban speed limits across Europe
The EU can't force banana growers to produce straight fruit (it never did); and it won't be able to force EU countries to impose lower speed limits in towns but a vote by European parliament politicians will make it easier for localities to push for more 30kph zones (20mph in the UK).
"Today marks a decisive day in making a 30 kmh speed limit an accepted practice throughout Europe," said a statement from the European Cyclists' Federation.
The European Parliament adopted a resolution in which it “strongly recommends the responsible authorities to introduce speed limits of 30kph in all residential areas and on single-lane roads in urban areas which have no separate cycle lanes.”
This resolution - a vote on recommendations put forward by the Koch Report on transport - is part of a wide range of measures to halve Europe’s 31,000 annual road fatalities by 2020.
The Koch Report was written by Dieter-Lebrecht Koch MEP of Germany.
http://www.bikebiz.com/news/read/eu-adopts-30kmh-recommendation-for-residential-areas/011958
And another take on the same story. The question has to be asked, 'why don't our Queensland politicians have the foresight and courage to follow these leaders?
“This move by the EU, it’s all about personal liberty,” comments Fabian Küster, a policy officer at the ECF. “It’s about politicians creating cities for living in rather than thoroughfares for vehicles. And it’s about reclaiming streets and neighborhoods for people and cyclists”.
http://www.cyclingmobility.com/europe-slows-down-to-30kph/
Tuesday, September 27th 2011 at 1:18PM
Earlier today the European Parliament adopted a resolution to encourage lower urban speed limits across Europe
The EU can't force banana growers to produce straight fruit (it never did); and it won't be able to force EU countries to impose lower speed limits in towns but a vote by European parliament politicians will make it easier for localities to push for more 30kph zones (20mph in the UK).
"Today marks a decisive day in making a 30 kmh speed limit an accepted practice throughout Europe," said a statement from the European Cyclists' Federation.
The European Parliament adopted a resolution in which it “strongly recommends the responsible authorities to introduce speed limits of 30kph in all residential areas and on single-lane roads in urban areas which have no separate cycle lanes.”
This resolution - a vote on recommendations put forward by the Koch Report on transport - is part of a wide range of measures to halve Europe’s 31,000 annual road fatalities by 2020.
The Koch Report was written by Dieter-Lebrecht Koch MEP of Germany.
http://www.bikebiz.com/news/read/eu-adopts-30kmh-recommendation-for-residential-areas/011958
And another take on the same story. The question has to be asked, 'why don't our Queensland politicians have the foresight and courage to follow these leaders?
“This move by the EU, it’s all about personal liberty,” comments Fabian Küster, a policy officer at the ECF. “It’s about politicians creating cities for living in rather than thoroughfares for vehicles. And it’s about reclaiming streets and neighborhoods for people and cyclists”.
http://www.cyclingmobility.com/europe-slows-down-to-30kph/
Can pigs fly?
Council voting vital for cyclists — candidate
Posted: 03 Oct 2011 01:20 AM PDT
Source:http://btawa.org.au/
Having people on council that supported people riding bicycles could make a big difference to getting improvements for cyclists, Bassendean Town Council candidate and BTA chief executive Heinrich Benz said today.
“I encourage all people who ride bicycles to ask the people standing for office in the coming local government elections what they will do for cyclists,” he said.
“And equally importantly, make sure you go and cast your vote.
“Having people on council that support people riding bicycles can make a difference to projects, funding and pressure on the State Government to deliver a network of safe roads and shared paths,” he said.
And how's this one too?
Bicycles integral to city transport — mayoral candidate
By Robert Hunt
Published: September 30, 2011
Bicycle facilities and cycleways should be integrated into transport policies for Perth City, Lord Mayoral candidate Anne Bontempo said today.
She would support proposals for secure bicycle parking because one person had complained about a new bicycle being stolen in Adelaide Terrace while he attended a conference – it was the first day that he had used it.
Perth City Council wanted cars in the city because it owned 32 parking stations and wanted the maximum revenue from them.
She would support a proposal for bike racks in existing carparks.
Parking for bicycles and cars could be improved in the longer term by adopting the system of stacking used in Tokyo, she said.
Other systems and techniques for a range of programs that worked in other cities around the world could be adopted relatively quickly because there was no need for exhaustive inquiries into their feasibility.
All that was needed was to put the proposal out for public comment.
She wanted people and organisations to bring their ideas and solutions to the council, which then could go out for public comment.
Various groups already had identified issues and submitted proposals for solutions to the Perth City Council but the submissions had been ignored.
Renowned Danish architect and city planner Jan Gehl had been commissioned by the council and State Government in 2009 to do a plan for public space in the city.
(The Gehl plan – Public Spaces Public Life – said cycling infrastructure was needed in the city and provided detailed maps of where it should go.)
The council had ignored all the Gehl plan, Ms Bontempo said.
Will we see Mayor Peter Taylor take up riding a bike? Or any of the other TRC elected councillors? Probably not, but if riders take the time to email them all, there is a faint chance some of them will start to understand just how 'not quite right' the Toowoomba cycle infrastructure really is.
Posted: 03 Oct 2011 01:20 AM PDT
Source:http://btawa.org.au/
Having people on council that supported people riding bicycles could make a big difference to getting improvements for cyclists, Bassendean Town Council candidate and BTA chief executive Heinrich Benz said today.
“I encourage all people who ride bicycles to ask the people standing for office in the coming local government elections what they will do for cyclists,” he said.
“And equally importantly, make sure you go and cast your vote.
“Having people on council that support people riding bicycles can make a difference to projects, funding and pressure on the State Government to deliver a network of safe roads and shared paths,” he said.
And how's this one too?
Bicycles integral to city transport — mayoral candidate
By Robert Hunt
Published: September 30, 2011
Bicycle facilities and cycleways should be integrated into transport policies for Perth City, Lord Mayoral candidate Anne Bontempo said today.
She would support proposals for secure bicycle parking because one person had complained about a new bicycle being stolen in Adelaide Terrace while he attended a conference – it was the first day that he had used it.
Perth City Council wanted cars in the city because it owned 32 parking stations and wanted the maximum revenue from them.
She would support a proposal for bike racks in existing carparks.
Parking for bicycles and cars could be improved in the longer term by adopting the system of stacking used in Tokyo, she said.
Other systems and techniques for a range of programs that worked in other cities around the world could be adopted relatively quickly because there was no need for exhaustive inquiries into their feasibility.
All that was needed was to put the proposal out for public comment.
She wanted people and organisations to bring their ideas and solutions to the council, which then could go out for public comment.
Various groups already had identified issues and submitted proposals for solutions to the Perth City Council but the submissions had been ignored.
Renowned Danish architect and city planner Jan Gehl had been commissioned by the council and State Government in 2009 to do a plan for public space in the city.
(The Gehl plan – Public Spaces Public Life – said cycling infrastructure was needed in the city and provided detailed maps of where it should go.)
The council had ignored all the Gehl plan, Ms Bontempo said.
Will we see Mayor Peter Taylor take up riding a bike? Or any of the other TRC elected councillors? Probably not, but if riders take the time to email them all, there is a faint chance some of them will start to understand just how 'not quite right' the Toowoomba cycle infrastructure really is.
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