One common objection to low traffic neighbourhoods is that reducing motor traffic isn't necessary, and that all we need is traffic calming to stop speeding. But even if traffic calming measures worked perfectly in reducing speeds — which they don't — high volumes of traffic are still a huge deterrent to walking and cycling, especially for children and slower or frailer adults. Traffic calming measures such as speed humps and chicanes also tend to induce stop-start movements, with rapid speed changes that are dangerous, and can force people cycling to merge with motor traffic.
As an East Oxford example, consider Cricket Rd and Rymers Lane, which together run 1.3km from Howard St to Between Towns Rd. There are fourteen sets of traffic calming measures here, mostly speed humps combined with chicanes but in a few places just one or the other. more
Oxford for Cars is a new organisation set up to further the use of cars and other motor vehicles in Oxford. Oxford for Cars opposes any attempts to restrict or control the use of cars, and demands the removal of the barriers to them that exist across Oxford.
People like to drive. The existence of obstacles to driving wherever people want to is unacceptable, and cars should be prioritised instead of having space taken away from them for clunky buses and wobbly cyclists and trundling pedestrians. more
I went to take a look at the changes to Abingdon Rd, and cycled and walked the stretch from the Weirs Lane (Donnington Bridge) junction to St Aldates, in both directions. I'm not sure cycling here is any worse than before — it was always pretty bad — but I can't see how it's the least bit better in any way. So to be honest it seems a waste of £20,000, or whatever the changes cost. more
As part of the emergency active travel funding, the cycle tracks on Magdalen Bridge have been widened. On Wednesday evening (August 5) I went and had a look at the changes for myself. There I ran into Chris (Pedal&Post) and we watched the interactions between motor traffic and people cycling for maybe half an hour, from 5.30 to 6pm. more
There is nothing at all complicated about low traffic neighbourhoods, even if urban planners turn them into acronyms ("LTNs") and introduce jargon such as "modal filter". more
Cycling advocates sometimes seem to get themselves into a knot trying to distinguish subjective and objective cycling safety. How can it be safe to cycle, while at the same time improving safety is a key priority?
I see two things that are central to resolving this apparent inconsistency. The first is that there is no dichotomy between safe and unsafe, and that safety profiles vary between people: in particular there is a difference between the people currently cycling and the people who could potentially cycle. The second is that there are longer-term dangers that appear neither to immediate observation nor in accident statistics — in particular, it is critical to take stress into account.
It is quite safe for me to cycle into central Oxford, either by myself or with my seven year old on a tandem. But it would be unsafe (at most times) for me to cycle that same route accompanied by the same seven year old on their own bicycle, or for most twelve year olds to cycle it by themselves. And I can cycle that route without much stress. But for some people, even some fitter and more experienced at cycling than me, that identical route may be really stressful, to the point where repeated, long-term exposure to it would be detrimental to their health. more
Oxfordshire Liveable Streets invited Filip Watteouw, deputy mayor of Ghent, to talk about the circulation plan they implemented in 2017 and how that has worked out. I talked briefly about how that was similar to the Connecting Oxford plans. And there were questions about different aspects of the Ghent scheme. There is a recording of that session.
I'm not going to go over the details of the Ghent circulation plan - as well as our video, for that I also recommend this Streetfilms video and a followup on the politics and pr involved. more
Oxfordshire County Council is running a consultation on its Local Transport and Connectivity Plan. This involves 28 brief topic papers and questions about them, but it is easy to respond to just one or two of those, so I would encourage anyone concerned about any aspect of transport within the county to lodge a response. The deadline has been extended to 17 May 2020. more
I'm really conscious of the importance of exercise, especially as I get older — I've read enough of the research on this to know how big the health implications are, and I've even heard Muir Gray talk twice. But I find it really hard to exercise just for the sake of exercise: I can't see myself ever joining a gym, buying household exercise equipment, or anything like that. more
Air pollution and road danger are among the greatest threats to children's health and lives in the United Kingdom; both are aggravated by motor traffic outside schools at pick-up and drop-off times. School Streets schemes offer a way of reducing this, through traffic restrictions outside schools during key periods of the day.
Road danger and air pollution are the primary concerns, but other gains from such schemes include getting more children walking or cycling to school, improving their fitness and health, and reducing congestion on the road system more broadly.
Oxfordshire County Council has plans to implement School Streets schemes at a number of schools, with Windmill being the first. These are pilots, and if successful would be used as models for other schools. Here I discuss the state of proposals for Larkrise, as the school I am most familiar with. more
Bicycles have featured a lot in my blog, but the other key to sustainable transport, in Oxford as in much of the world, is the bus. Buses are central to Oxford's existing transport and will need to play an even bigger role in any sustainable future. More generally, such a future requires the world to transition away from private motor vehicles, with perhaps an 80% reduction in car miles in the UK, and the bulk of that transport "hole" will have to be filled by bicycles and buses. more
Walking around Oxford's city centre can be pretty unpleasant, as I've written about before. But that pales in comparison with how awful it is for cycling. Yes, there are lots of people doing that, but there are even more people who simply will not cycle in central Oxford because it is too hostile and unpleasant. more
The area we're in has recently been made a controlled parking zone, meaning that only vehicles with an area permit can park in it. Residents have to pay £60/year for a permit, with a maximum of two per house, and get a set of once-off vouchers for use by visitors or tradespeople. more
Hallelujah! Oxfordshire County and Oxford City Councils have realised that throwing money at small tweaks to transport won't get anywhere and, facing everything getting slowly but steadily worse, have come up with proposals for traffic reduction that would actually make a real difference. more
I had to go into London to renew my Australian passport, so I took the opportunity to visit some attractions: the Bank of England Museum and the Guildhall Art Gallery. more
At the Questacon science museum in Canberra there was an exhibition on robotics, which included quizes asking people how they felt robots should behave. One of those, probing the value of different kinds of human lives, asked what the software controlling an autonomous car should do if the brakes failed approaching a pedestrian crossing and the choices were to run over a child or an old person — alternative routes to the sides were shown crashing into brick walls. more
There's an approach to cycling which my friend Scott Urban calls "urge and merge". The first part of this involves encouraging people to cycle, through providing information, training, and so forth. The second part involves then getting them to "merge" with the motor traffic, to share space with dense traffic flows, perhaps even to "take the lane" and cycle as if they were a vehicle — or in some cases to "merge" with people walking. This is an approach that has dominated thinking about cycling in the UK for decades, despite the fact that it clearly hasn't worked. Things are changing, but these ideas keep being used as an alternative to avoid more effective but harder changes.
Three lists illustrate how how this works, with a focus on Oxford, where decades of "urge and merge" have moved the cycling modal share nowhere. more
I suggest that 1981 was the absolute nadir of utility cycling in Britain. As evidence for that I present, courtesy of Graham Smith, this diagram from the December 5, 1981 issue of the The Economist.
I'm not trying to reform transport in Oxford for myself. Personally, I find Oxford remarkably easy to get around, and indeed one of its attractions for me has always been that, while it has the "cultural capital" of a city many times its size, it feels like a village because getting around it is so easy. more
Central Oxford is severely space constrained. It suffers from bus and vehicle congestion, and not enough space is provided for people walking or waiting for buses or admiring the buildings, for proper bus layovers, or for safe cycling routes. Creating more space is not an option, so there is no way to do anything about these problems without shifting people from the least space efficient mode — private motor vehicles — to more efficient modes — buses, bicycles, or feet. One key tool for achieving this would be an access charge for motor vehicles. more
The recent Phil Jones Associates' "Oxford City Centre Movement and Public Realm Strategy", commissioned by the city and county councils, proposes a radical reworking of Oxford's core in favour of public space and active travel. This offers an escape from the transport "swamp" the city is currently stuck in: the alternative is stumbling along, flailing about but sinking deeper into the quagmire. Everyone concerned about air pollution, congestion and barriers to walking and cycling in Oxford should push the councils to take the proposals in this report, give them flesh, and put them into (respectively) their Local Plan and Transport Strategy. 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
One of the big advantages of cycling is that, like walking, it has predictable journey times. There are many trips where driving may be faster on average, but in Oxford at least driving times are highly unpredictable. This is a particular problem if one needs to be somewhere at a particular time - for a school drop-off, say, or for work, since one then has to leave earlier to allow for contingencies, obviating any speed advantage. more
The Gilligan report Running out of Road: Investing in cycling in Cambridge, Milton Keynes and Oxford offers an excellent analysis of the potential cycling has to help Oxford fix its transport problems. And its suggestions are on target. But it has some weaknesses, largely the result of considering cycling in isolation from other transport modes. more
Oxford's transport system is trapped in a local optimum; it has already been heavily optimised for this and there is no way to improve it by making small changes. more
[Updated 2020] Back in 2012 I was inspired by a story about how Groningen had controlled its motor traffic by blocking routes through its centre, and suggested the same thing be done in Oxford. Richard Mann pointed out that the Groningen "ring road" was 5km long where Oxford's was 25km, however, and there didn't seem much enthusiasm even in Cyclox for the idea.
But similar circulation plans have since been implemented in places such as Ghent (in 2017) and proposed (in 2020) for cities such as Birmingham and Auckland. And the Connecting Oxford proposals from the Oxford and Oxfordshire councils come close to implementing a full circulation plan (needing only a couple more bus gates). more
In so far as there is any cycling infrastructure in Oxford it is substandard, but some of it is so bad it is actually dangerous and should be removed. more
As with transport in the UK more broadly, in Oxford a lot of work sometimes seems to be done for very small improvements, in what I call "expensive incrementalism". To illustrate this, consider the rebuild last year of Oxford's Warneford Lane-Gypsy Lane-Roosevelt Drive-Old Rd intersection (which was on my route from work to nursery). more
On Saturday I went on a tour of the Waltham Forest "mini-Holland" project, organised by CyclOx and hosted by the WF branch of London Cycling Campaign (thanks Paul and Dan!). We caught a mini-bus into London, then used Urbo dockless hire bikes to do a 14km loop around the borough, looking at what they've done and are doing. more
Like most urban primary schools, Larkrise has a reasonably small catchment area (and out-of-catchment children are selected largely based on distance), so walking or cycling to school, accompanied or independently for the older children, should be an option for almost all children. But there are some serious failings with the transport infrastructure around the school, and a little investment here could make active travel to it significantly more attractive. more
Here are some comments on the options for transport surveyed in "Movement and the Public Realm in Oxford City Centre". more
Some thoughts on Amsterdam, mostly about transport. (For comparison, the population of Amsterdam is about 900,000 - say 5 times the population of Oxford, but 1/10 the population of London.) more
I realise that ranting on this blog is a pretty ineffectual way of actually achieving change. But when I contemplated requesting a meeting with my local councillors (city and county), I had trouble working out what I was actually going to request from them. Two-way cycling on Howard St, or the removal of parking in cycle lanes on Donnington Bridge Rd, were asks too small to be worth the trouble. Requesting anything as abstract as "Dutch-style infrastructure" seemed too waffly, while if I was going to lobby for Broad St to be turned into a square, that was going to require more than me acting in isolation.
So my suggestion as to what we (CyclOx and others) could request as part of a concerted lobbying campaign is first-rate cycling infrastructure along Botley Rd. more
Last night I went to a talk by Eva Heinen titled "Why, where and how people travel" and that got me thinking about the balance between walking and cycling more
The recently redesigned Pembroke St is attractive, but also seems a lost opportunity.
Previously it was a fairly traditional lane, with a carriageway and pavements. The new design keeps essentially the same layout, only replacing the kerbs with gentle "gutters" or brick edging, on as far as I can tell exactly the same line, and changing the (still too narrow) footpaths to a "brick" surface. The other substantive change is that the street is now two-way for cycling (motor traffic is still allowed to enter only from St Ebbes). more
Oxford's centre faces rigid space constraints that, even if private motor vehicles could be excluded, create an apparently insurmountable conflict between livability and active transport modes on the one hand and public transport on the other. As a long-term solution, I propose that all inner-city public transport be provided by a mini-bus (or tram) shuttle loop, connecting to city and intercity bus services at interchanges at the Plain (or the bottom of South Park), St Aldates, the railway station, and St Giles. more
Walking with Helen to the Cowley Rd Tesco yesterday made me think back on how her development and changes in transport modes have affected our experience of Oxford's geography. more
This document proposes the installation and use of a cable car system along with other measures to significantly reduce congestion and pollution in Oxford.
I've mostly discussed cycling in this blog, but I thought I'd turn my attention to walking, starting with a look at central Oxford, roughly defined as the region frequented by tourists. more
It's true that every Oxford Mail article about cycling gets the usual complaints about red light jumping, people cycling without lights, and suchlike, but I've seen no sign of any kind of backlash against cycling infrastructure. And this is easy to explain. There is no cycling infrastructure in Oxford. That is to say, nothing that gives people on bicycles any real space of their own, nothing that substantially inconveniences cars, buses, trucks or taxis. more
Southern England's transport networks are radially focused on London, leaving poor public transport options for many trips that seem like they should be quite simple. more
A dual network strategy for cycling only makes sense if we have a bimodal population of cyclists. To illustrate this, consider Frideswide Square, where the planners are clearly picturing something like this. more
The term is amorphous and vague, but Oxford's forthcoming redevelopments at the Plain roundabout and Frideswide Square continue to follow some kind of "shared space" ideology. So it's interesting to look at how previous incarnations of that have worked for cyclists. So Cowley Rd more
In the UK, the averages suggest that you are slightly less likely to be killed cycling two miles to the shops than you are making the same trip on foot, but slightly more likely to be seriously injured. more
Oxford is pretty good for cycling, at least compared to most cities in the English-speaking world, but there's huge room for improvement, those improvements aren't happening fast if at all, and I feel we need a change of focus to advance further.
In particular, I feel we need to ditch a "dual network" approach which is incapable of growing cycling much beyond its current share of transport and making it an option for everyone. Education and training, encouragement and so forth are important, but to make cycling significantly more popular than it is already we need to give people the option to cycle with minimal interaction with fast or dense motor traffic. more
The Plain is being rebuilt and ambitious plans to redesign St Giles have been floated, but for me the most obvious redevelopment for central Oxford, the one that will cost the least and deliver the most, is Broad St. All that is basically needed is to remove the car parking, remove the kerbs and resurface the entire area, drop the speed limit to 10mph and time-restrict loading access, and Oxford could have a showpiece central square. more
The Grand Canal is its greatest attraction, but the reason Venice is such a fun city to explore is not the canals but the complete absence of cars more