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.
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
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, and are especially dangerous for children and slower or frailer adults. Traffic calming measures such as chicanes also tend to induce stop-start movements, with rapid speed changes that are dangerous, and force people cycling to repeatedly 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
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. But for many people things are not nearly so pleasant. more
When I was barely seven, and we lived in Sydney's Upper North Shore, I used to walk home from school not just by myself but taking my year and a half younger sister with me. 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
After a couple of months with the activity monitoring apps on my iThing, I've averaged about 4km a day of walking and 12km of cycling. 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
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