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.
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
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.
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…
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.
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.