Lower speed limits and speed limit enforcement keep cropping up as an alternative to low traffic neighbourhoods (or to city-wide action to take back space from motor trafic). Traffic calming and lower traffic speeds are an important complement to reducing motor traffic volumes, but not an alternative to doing that. more
I think the biggest gain from controlled parking zones is the prevention of dangerous parking. This can be illustrated by the case of Boundary Brook, in the proposed Donnington CPZ Zone of East Oxford. Vehicles parked here block routes, prevent visibility, and pose a serious risk to the children at Larkrise primary school, as well as to residents and to people who use the area as a walking or cycling route.There are four year olds who cycle to school here with their parents; there are nine year olds who walk here unaccompanied. more
One way to see how little consideration walking and cycling are given in Oxford is to look at the main road junctions. So stealthily and incrementally, over decades, have time and space at these been reallocated to motor traffic, at the expense of other modes, that people have become habituated to it and are mostly oblivious to how bad they are. We need all of Oxford's junctions rebuilt to prioritise walking and cycling safety and accessibility over motor traffic throughput.
The three examples I use here are chosen because I know them, but a similar analysis would hold for most of the major junctions in Oxford. more
In this post I examine a "micro" example from East Oxford that illustrates how street design fails people walking or cycling: where the lane from Boundary Brook Rd meets Howard St. more