Tag Archives: Shared Space

Proposals for Coronation Rd – Dean Lane crossing

Draft plans have been circulated for this is very important and heavily used route for walking and cycling at the south end of Gaol Ferry Bridge (plan). The current arrangement is most unsatisfactory and long overdue for improvement. This has come to top of the pile as Bristol Council tries to find deliverable schemes as the Cycling Ambition Fund completion deadline approaches in 2018. 

The CAF team have increasingly struggled to get through projects that demonstrate any real ambition for cycling with councillors failing to support plans for the Filwood Quietway Victoria Park, a missed opportunity or is something better than nothing?, and now we hear Easton Safer Streets – ask councillors to support is likely to have only token measures to remove rat-running through traffic.

Schemes at problematic junctions like Coronation Road are welcome, but will be little more than sticking plasters that fail to achieve significant increases in cycling in the absence of a strategic vision and end-to-end routes that enable ‘Triple A Cycling’, for All Ages and Abilities.

We were interested in the proposals from Bristol Walking Alliance for a more radical change to include the Dean Lane junction.

Here’s BCyC Response to Coronation Rd _ Dean Lane crossing, or as follows:

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Bristol University Tyndall Avenue public realm changes – our response

Bristol University are proposing to ‘stop up’ Tyndall Place including the junctions at either end as part of their master plan. Here’s our view.

Response to Consultation (BCyCResponsetoTyndallAvenue)
Bristol Cycling Campaign
23 February 2017
Tyndall Avenue Public Realm Project


Our overall position on this consultation is: Support with strong qualification

Space for Cycling Does this measure deliver 1) Protected space on main roads; 2) Remove through motor traffic; 3) Safe routes to school; 4) Cycle friendly town centres; 5) Cycle routes in green spaces; 6) 20mph speed limits?

Amber – overall neutral

Road Danger Reduction Does this measure seek a genuine reduction in danger for all road users by identifying and controlling the principal sources of threat?

Green – overall benefit

Triple A Quality Will this measure be attractive to all ages and abilities using all kinds of cycles? This means ‘Triple A’ quality for All Ages and Abilities

Amber – overall neutral

Strategic Cycling Network How does this measure contribute to the development of a planned, integrated and coherent strategic cycle network? Green – overall benefit
Cycle-proofing How far does this measure provide for Triple A Space for Cycling in the future? Green – overall benefit

The Bristol Cycling Campaign welcomes many aspects of the proposals to redesign Tyndall Avenue as a public space which is wider, greener, and free of cars and buses. These proposals could produce significant benefits for the University and the City, in terms of well-being, in providing a clear physical focus for the University, and in drawing the public to the Royal Fort Gardens.

However our approval is subject to a major caveat. It is important that cyclists retain the use of Tyndall Avenue as of right, a right which is not subject to possible future removal by the University.  It is not enough to have a broad statement that “Cyclists will still be allowed to pass through Tyndall Avenue after it is pedestrianised” (Tyndall Avenue Public Realm Project Consultation Document p.8).

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Review of recently completed shared use route schemes – July 2016

A Bristol Cycle Forum meeting on 21 July 2016 was in the form of a cycle ride to review some recently completed shared use route schemes, and two long-established schemes. The ride was attended by 7 people (no council officers). The sites we visited and reviewed are listed below, using the unsegregated/ delineated (line or different surface)/segregated (different levels) classification of the BCC draft shared use route policy (see BCyC Policy – Shared Space Streets and Shared Use Pavements which includes a link).

  • Merchants Dock – proposed widening – unsegregated
  • Centre – re-designed route opposite the Hippodrome – delineated (symbols only)
  • Redcliff Hill – new cycle route – delineated (symbols and line)
  • Straight Street by Gardiner Haskins – old route – delineated (surface colour only)
  • College Green to the Centre – segregated (level and surface)
  • Castle Park (west end) – relaid route using sliced cobbles – segregated (level and surface)
  • Cattle Market Road – between the Arena and Bath Road – segregated (level and surface)
  • Baldwin Street – newish cycle route – segregated (level and surface)
  • Clarence Road – newish cycle route – segregated (level only)


The legibility of each route was reviewed. The aim should be that the route expected to be used for those walking and those cycling should be obvious without thinking about it. Put simply, the walking route should look like a pavement, the cycling route should look like a road. Alternatively, the difference in surface should make it obvious.

The schemes were rated for legibility as follows:


  • Merchants Dock: leisure use, unsegregated mixed use appropriate
  • Straight Street by Gardiner Haskins: different surface colours work well
  • College Green to the Centre (main section by the roadside): different surface type, colour and level
  • Castle Park (west end): pavement clear and in stone, cycle route in cobbles
  • Cattle Market Road – under the railway: kerbs on either side
  • Baldwin Street: pavement in stone, cycle route in tarmac. (although level difference is minimal)
  • Clarence Road (main section): pavement clear, cycle route in road

Not OK:

  • Centre: no change in surface (York stone). Cycle symbols are bigger (good), but some pedestrians (especially those new to Bristol) will miss them.
  • Redcliff Hill: There is no differentiation of surface or level and:
    (1) the pavement between Redcliff Parade and Redcliff Way is assumed to be intended as a shared use continuation of the route, but is completely unsigned and undifferentiated
    (2) between Guinea Street and Redcliff Parade, the cycling route is intended to be on the pavement but is not clearly marked at the start for those travelling north towards Redcliff Parade. Pedestrians are likely to use this pavement route rather than the route through the trees.
    (3) on the section south of Guinea Street, the pedestrian part of the route is impeded by a bus shelter, and pedestrians tend to use the space for the cycle route
  • College Green to Centre – Anchor Road end:it would help if the separation of bike route and pedestrian route continued all the way to the toucan crossing.
  • College Green (alongside the cathedral): although this is segregated, the surface isn’t sufficiently differentiated, with the result that pedestrians sometimes walk in it. That’s not a big problem, as it’s a quiet route, but it’s still potential for conflict.
  • Cattle Market Road – opposite the arena: different stone (good), but the colours aren’t different enough, and the level change is minimal.
  • Clarence Road (both ends):The pavement at the Bath Road end is unsigned. The intended route for cyclists at the Bedminster Bridge end is unsigned. The crossing is pedestrian-only, not a toucan, and the pavement across to Redcliff Hill is unsigned.


Note: the following cycle lane widths are approximate – we didn’t measure them exactly


  • Merchants Dock: 4m shared use
  • Centre: 3m+
  • Redcliff Hill (S of Redcliff Parade): 3m+
  • Castle Park: 3m- (although slightly less than 3m, that’s acceptable in the context of a park)
  • Cattle Market Road: 3m+
  • Baldwin Street: 3m+

Not OK:

  • Redcliff Hill (N of Redcliff Parade): 3m- shared surface
  • Clarence Road: 2.5m (some found it OK, but others didn’t)

Other comments

Merchants Dock

  • None of us had attended the public consultation meeting on 13th July. Two of the attendees use the route regularly, and are not aware of cyclists going fast, except sometimes when no pedestrians are round. People tend to go at a slow pace enjoying their surroundings. We thought the proposed scheme is fine (even though little changed from the scheme a year ago that was rejected). The unsigned shared space design is appropriate in its harbourside context.
  • There should be better provision for more confident cyclists on Hotwell Road, and we would like to see an inbound bus lane replacing the parked cars. The outbound bus lane works well for cyclists as it is often not used by the buses, presumably because otherwise they would be held up by bikes !
  • We liked the changes to Poole’s Wharf Bridge – the less steep ramps, the new surface, and the removal of bollards


  • We would like space taken from the road to provide a properly segregated cycle route.
  • We understand that the cycle route in the North part of the centre willbe segregated properly ?

Redcliff Hill

  • There should be cycle/walker priority across Guinea Streetand Redcliff Parade, with a different surface used.
  • We thought the Metrobus scheme might have been an opportunity to take out the two-lane dual carriageway, and make space for a segregated cycle route.
  • At the join with Brunel Mile near the exit from Redcliff Backs, the pedestrian crossing on Redcliffe Way could be widened by taking out more of the central reservation so that more pedestrians and cyclists can cross simultaneously.
  • Crossing Redcliff Hill near Bedminster roundabout, the traffic lights eventually turned red but there was then a very long delay before we got a green crossing light. Where cyclists have to wait too long for a green crossing light, this increases the scope for conflict with other cyclists and pedestrians.

College Green to the Centre

  • Where Anchor Road is crossed, the traffic lights for walkers and cyclists remain red even though there is no approaching traffic.

Castle Park

  • The dotted lines in the cobbles do not stand out enough.
  • The sliced cobbles work well. They feel a bit slippery when wet, but we understand they have been tested OK for this.

Cattle Market Rd

  • Cyclists and walkers should have priority across the entrance to Post Office site.
  • The crossing to Clarence Road is harsh and with a long wait-time. It is accepted that this is to some extent inevitable whilst crossing a major motor traffic artery, but we hope for improvements in due course.

Baldwin Street

  • We applaud taking space from the road.
  • The Dutch approach is generally to split the cycle route so that the route for each direction is at the left-hand side of the traffic flow. This prevents having to cross over the line of motor traffic to join the path when going in the ‘wrong’ direction.

Clarence Road

  • This lane is a good example of a segregated route and we applaud taking space from the road. It achieves a lot at (?) relatively low cost.
  • However, for less confident cyclists it may be too close to the traffic on a busy route with lorries. A greater lane width would allow cyclists to leave a slightly larger distance between themselves and the motor traffic.
  • The kerbs used are better than the original ‘henrys’, but the side facing the cycle lane could be angled more so that they are more bike-friendly.

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

Campaign to keep Prince St Bridge for people walking and cycling

Prince Street Bridge is possible the most important single point in the city for walking and cycling. It is very heavily used and already a point of significant congestion. This will get worse as ever more people choose to walk and cycle.

It is clear that it can no longer continue to function safely and comfortably while meeting the needs of walking, cycling and motor traffic. Something has to give.

We’ve launched a petition for a one year trial of a proper design for walking and cycling. It’s been closed to motor traffic for six months so we know the city can cope.

There is a consultation on Prince Street out now to create a proper All Ages and Abilities (Triple A) route from Cumberland Road to the Centre, but it gives up at Prince St Bridge (and also doesn’t link to Gaol Ferry Bridge).

There’s a ‘plotting’ meeting for everyone who wants to make this happen on Weds 20th July, 5.45pm at Roll for the Soul. Come along!

Here’s the text of the petition

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