FAQ

Questions and Answers

  • Public Transport

    Efficient public transport is an important part of a healthy city. The improvements they can bring to congestion for private motor vehicles should not be at the expense of cycling or walking. Efforts should be made to reduce the conflicts with cycling that newer programmes are threatening. When improving  bus routes, walking and cycling should experience improved facilities, never impediments. Mixed journeys should be easier, with increased cycle access and storage at all railway stations and easier opportunities to take cycles on public transport. MT 10/03/14: Buses, like all large vehicles, present a particular hazard to cyclists, therefore we encourage driver training and technology that helps drivers to avoid collisions with cyclists.

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  • How can I get involved?

    BCyC is powered by the energy of volunteers and supporters. You can help in lots of ways. Anyone riding a bike is already helping, by making cycling a normal, everyday activity. Ready for the next step?

    1. Sign up to get our monthly eNews
    2. Join as a member
    3. Follow us on Twitter and Facebook. Repost and like to spread the word
    4. Come along to a Monthly Meetup, or come on a ride. Details on the diary page.
    5. Participate in the public forums
    6. Join one of the action groups. Just get in touch saying what you're interested in. We'll add you to the relevant forum/mailing list. We do ask that those involved in our Action Groups are members of BCyC.
       

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  • Considerate Cycling

    Cyclists expect those who pose the greatest threat to take the greatest care. Invasion of ASLs, blocking exits, double parking in busy streets by motor vehicle drivers can make cycling very unpleasant. The same principle applies to cyclist behaviour towards pedestrians. This is more to do with thoughtful behaviour than legal niceties. Close passes by large vehicles on the road are unwelcome. Close passes by quickly moving cycles in shared or pedestrian space can be just as intimidating, even if they are (rationally speaking) less dangerous.

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  • Road Justice

    Regular meetings with Avon and Somerset Police should follow up recent efforts to reappraise policing practice in relation to cycling and to the lethal danger that comes, not from cycling, but from motor vehicles and the behaviour by a few of those currently licensed to drive them. Streets are for people. Cars, vans and lorries should be driven and parked on them with more attention to the safety and comfort of pedestrians and cyclists. Less consideration should be given to them by enforcement officers when the rules that help vulnerable users are infringed.

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  • 20mph

    Twenty is Plenty. We endorse 20mph on roads where people live, shop and children can play. This can be achieved without adversely affecting journey times for car journeys. The encouragement this gives people to choose active travel has enormous consequences for improved health, well being and air quality for everyone in Bristol.

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  • Helmets and Hi-viz

    Intuitively it makes sense to protect yourself from road danger by any means possible and wearing a cycle helmet is one way to do this. However there is no peer reviewed evidence to prove that helmets can do any more than to prevent head injury to a 12 year old falling directly onto hard ground at a max speed of 7mph [check this]. There is even evidence [Bath Univiersity] to suggest that the effective increase in head size can increase twisting forces and worsen spine injuries. Also there are arguments to be considered around the message helmets give to others that cycling is an innately dangerous activity (which it is not) and that to cycle you need specialist extra equipment, with the consequence of putting people off cycling as an everyday activity. So whilst appropriate to high risk activities such as mountain biking and road racing or for risk unaware children and given the lack of evidence as to just how effective they are, it should be a matter of personal choice as to whether

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  • Infrastructure

    Whether we call it "Dutch" or "Bristol Fashion" infrastructure should be always constructed to appropriate quality standards and agreed principles. National standards should be set by the DfT and based on the best advice of European cities,. While we wait for the DfT Bristol should work to the best practice it can document from elsewhere and implement in Bristol. Experimentation has already been successful in parts of Bristol. Efforts should be made to identify and change or remove the less successful innovations. Future innovations should be discussed with relevant groups and with experts elsewhere.

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  • Shared Space

    In relatively quiet spaces where competition for space is not an issue sharing can be relaxed, convenient and sociable. When pedestrian or cycle traffic is heavy (even for shorts periods) shared space provokes anxiety and avoidance. Layouts and marked routes for cyclists should be clearly laid out and easy for all to follow and pedestrians to notice. Particular attention should be paid to consistent design of signalised crossings where many cyclists and pedestrians and cyclist might be waiting together at peak periods. BCyC Policy – Shared Space Streets and Shared Use Pavements

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  • Cycle Safety

    Cycling to school, to work, to shops, to social and cultural events of all kinds should be easy and safe for any individual who can ride. If faster and heavier road traffic presents a threat, good practice should steadily review and remove the threats, not the vulnerable cyclists. Training might be part of the process but changing road layouts and cycling routes definitely should be. MT 10/03/14: the emphasis should be on road danger reduction and not putting the onus of responsibility onto the vulnerable road user for safety, e.g. questioning collision victims on whether they were wearing hi-viz and helmets. Not all road users are equal.

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  • Resident Parking Schemes

    By organising car parking in residential streets, they become much safer for cycling and walking. Fewer parked cars gives better visibility between road users, reduces congestion (as people drive around hunting for a space) and pays for enforcement against anti-social parking.

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