SkyCycle | Space Syntax: A revolutionary cycling infrastructure to transform London’s transport network
The Mayor’s aim is for London to be the best major city in the world. However, the capital’s transport network is at capacity and faces the challenge of population growth of 12 percent over the next decade. The government has committed to investment in transport, through airport planning, high-speed rail, Thameslink and Crossrail. The Mayor’s transport strategy also seeks to address the needs of pedestrians and cyclists in the city’s crowded streets and in areas where the public realm is poor. The environmental and health benefits of cycling notwithstanding, the bicycle is a more efficient use of London’s limited space – we believe there is a pressing need for network modelling of new capacity for these active, self-determined modes of transport.
Exterior Architecture, Foster Partners and Space Syntax have jointly developed SkyCycle, a new approach to transform cycling in the capital. Following existing suburban railway corridors, a wide, secure deck would be constructed above the trains to create new cycle routes throughout London.
The proposed SkyCycle network follows existing suburban rail services and provides over 220 kilometres of safe, car free cycle routes, which can be accessed at over 200 entrance points. Almost six million people live within the catchment area of the proposed network, half of whom live and work within 10 minutes of an entrance. Each route can accommodate 12,000 cyclists per hour and will improve journey times by up to 29 minutes.
The SkyCycle approach is revolutionary, and has potential applications in cities around the world. Applying lateral thinking, Britain’s engineering expertise and investment in transport technology could lead to the creation of an efficient platform building system.
As London’s railway lines were originally built for steam trains, they follow contours that naturally reduce the amount of energy expended and avoid steep gradients. SkyCycle exploits this historic legacy. Associated benefits include the regeneration of the typically low value, often underutilised industrial sites next to railway lines; vertically layering the city to create new social spaces and amenities on these cycling high streets; and the integration of automated goods delivery networks.
Early studies of a SkyCycle system indicate that it provides capacity at a much lower cost than building new roads and tunnels. The possibility of the deck providing development opportunities for businesses along the route, particularly where it intersects with stations and bridges, has also been the subject of the study, exploring ideas for public/private commercial growth and regeneration. The SkyCycle study team will continue to further develop these scenarios, and the project has already been presented to the GLA, TfL and Network Rail, as well as to developers and contractors with specialist rail experience.
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Friday, August 29, 2014
Friday, August 22, 2014
The first major academic study of protected bike lanes in the U.S. is out | PeopleForBikes
The first major academic study of protected bike lanes in the U.S. is out | PeopleForBikes: THE FIRST MAJOR ACADEMIC STUDY OF PROTECTED BIKE LANES IN THE U.S. IS OUT
June 02, 2014
Looks like this report suggests that cycle lanes really do promote cycling. And here is it.
http://ppms.otrec.us/media/project_files/NITC-RR-583_ProtectedLanes_FinalReportb.pdf
Monday, August 18, 2014
Proof that just painting the road isn't enough
http://www.sss9.or.kr/paperpdf/mmd/SSS9_2013_REF057_P.pdf
MEASURING THE CHANGES IN AGGREGATE CYCLING PATTERNS
BETWEEN 2003 AND 2012 FROM A SPACE SYNTAX PERSPECTIVE
Stephen Law
One of the principal arguments for elevated cycle routes is that cyclists don't like taking back streets. Elevated cycle lanes are the only way to install, quiet safe cycle space on busy streets that cyclists want to use.
This paper provides persuasive data that suggests that the introduction of blue routes (safe cycling) increases cycle usage but people will still prefer to travel on a busy High Street over a quiet segregated route.
Basically it says that given the choice between a safe route and a simple quick route cyclists will prefer the simple quick route even if it doesn't have a cycle lane marking. Cyclists will use quieter routes if they have special markings ( safe cycle lanes to help to boost cycling).
This paper also suggests that amenities on route aren't that important ( at least on this test area).
As a background observation it's fantastic to see a 1000% increase in cycling from 2003 to 2012!
BETWEEN 2003 AND 2012 FROM A SPACE SYNTAX PERSPECTIVE
Stephen Law
One of the principal arguments for elevated cycle routes is that cyclists don't like taking back streets. Elevated cycle lanes are the only way to install, quiet safe cycle space on busy streets that cyclists want to use.
This paper provides persuasive data that suggests that the introduction of blue routes (safe cycling) increases cycle usage but people will still prefer to travel on a busy High Street over a quiet segregated route.
Basically it says that given the choice between a safe route and a simple quick route cyclists will prefer the simple quick route even if it doesn't have a cycle lane marking. Cyclists will use quieter routes if they have special markings ( safe cycle lanes to help to boost cycling).
This paper also suggests that amenities on route aren't that important ( at least on this test area).
As a background observation it's fantastic to see a 1000% increase in cycling from 2003 to 2012!
Thursday, August 14, 2014
BBC News - Being overweight or obese 'linked to 10 common cancers'
BBC News - Being overweight or obese 'linked to 10 common cancers': Scientists calculated individuals carrying this extra weight could contribute to more than 12,000 cases of cancer in the UK population every year.
So if you had something which could help people loose weight and keep it off then would you use it and would you complain if it was funded ?
So if you had something which could help people loose weight and keep it off then would you use it and would you complain if it was funded ?
Monday, August 11, 2014
Perspectives and images of cycling as a barrier or facilitator of cycling
Sounds like a good justification for cycle monorail like system.. ( read on).
Perspectives and images of cycling as a barrier or facilitator of cycling: The public images of cycling can act as barriers or facilitators of cycling. This qualitative study explored images and perceptions of cycling, their potential influence on cycling and whether these views differed between regular, occasional and non-riders.
Seventy participants (24 males and 46 females) were recruited. Of these, 22 were classified as non-riders, 23 were occasional riders and 25 were regular riders. Twelve focus groups were held in inner Sydney during October and November 2005. Data were audio taped, transcribed and thematically analysed.
Themes linked to images of cycling included: ‘clean and green’; ‘healthy and fun’; ‘dangerous’ and ‘serious business’. Themes linked to images of cyclists included: ‘risk takers and law breakers’ and ‘status and sub-cultures’. Discussion centred on the low social status of riding over other transport modes, the relative acceptability of different riding sub-cultures, the ‘green’ image of cycling transport and the status associated with the riders clothing and bicycle choice, especially lycra and its ‘serious and sporty’ connotation.
While ‘cycling’ was generally viewed as a positive, environmentally friendly activity, the actions of some ‘cyclists’ were disliked, which influenced views about cycling, particularly among non-riders. A cycling acceptability hierarchy emerged; with recreational riding at the top, followed by cycling for sport and exercise, with transport/commuter cycling towards the bottom. Bicycle couriers were viewed least favourably. A common perception among non-riders was the latter two groups were rule breakers and risk takers, while regular riders felt unfairly judged by this stereotype.
While there was greater acceptance of recreational riding, riding for transport was not viewed as a mainstream activity. There is a need to improve the public acceptability of cycling and change public norms so it is seen as an everyday activity that can be undertaken by almost anyone, without the need for special clothing, expensive equipment or limited to purpose built facilities.
Research Highlights
While ‘cycling’ was generally viewed as a positive, environmentally friendly activity, the actions of some ‘cyclists’ were disliked, which influenced views about cycling, particularly among non-riders. A cycling acceptability hierarchy emerged; with recreational riding at the top, followed by cycling for sport and exercise, with transport/commuter cycling towards the bottom. Bicycle couriers were viewed least favourably. A common perception among non-riders was the latter two groups were rule breakers and risk takers, while regular riders felt unfairly judged by this stereotype. ► While there was greater acceptance of recreational riding, riding for transport was not viewed as a mainstream activity. There is a need to improve the public acceptability of cycling and change public norms so it is seen as an everyday activity that can be undertaken by almost anyone, without the need for special clothing, expensive equipment or limited to purpose built facilities.
Perspectives and images of cycling as a barrier or facilitator of cycling: The public images of cycling can act as barriers or facilitators of cycling. This qualitative study explored images and perceptions of cycling, their potential influence on cycling and whether these views differed between regular, occasional and non-riders.
Seventy participants (24 males and 46 females) were recruited. Of these, 22 were classified as non-riders, 23 were occasional riders and 25 were regular riders. Twelve focus groups were held in inner Sydney during October and November 2005. Data were audio taped, transcribed and thematically analysed.
Themes linked to images of cycling included: ‘clean and green’; ‘healthy and fun’; ‘dangerous’ and ‘serious business’. Themes linked to images of cyclists included: ‘risk takers and law breakers’ and ‘status and sub-cultures’. Discussion centred on the low social status of riding over other transport modes, the relative acceptability of different riding sub-cultures, the ‘green’ image of cycling transport and the status associated with the riders clothing and bicycle choice, especially lycra and its ‘serious and sporty’ connotation.
While ‘cycling’ was generally viewed as a positive, environmentally friendly activity, the actions of some ‘cyclists’ were disliked, which influenced views about cycling, particularly among non-riders. A cycling acceptability hierarchy emerged; with recreational riding at the top, followed by cycling for sport and exercise, with transport/commuter cycling towards the bottom. Bicycle couriers were viewed least favourably. A common perception among non-riders was the latter two groups were rule breakers and risk takers, while regular riders felt unfairly judged by this stereotype.
While there was greater acceptance of recreational riding, riding for transport was not viewed as a mainstream activity. There is a need to improve the public acceptability of cycling and change public norms so it is seen as an everyday activity that can be undertaken by almost anyone, without the need for special clothing, expensive equipment or limited to purpose built facilities.
Research Highlights
While ‘cycling’ was generally viewed as a positive, environmentally friendly activity, the actions of some ‘cyclists’ were disliked, which influenced views about cycling, particularly among non-riders. A cycling acceptability hierarchy emerged; with recreational riding at the top, followed by cycling for sport and exercise, with transport/commuter cycling towards the bottom. Bicycle couriers were viewed least favourably. A common perception among non-riders was the latter two groups were rule breakers and risk takers, while regular riders felt unfairly judged by this stereotype. ► While there was greater acceptance of recreational riding, riding for transport was not viewed as a mainstream activity. There is a need to improve the public acceptability of cycling and change public norms so it is seen as an everyday activity that can be undertaken by almost anyone, without the need for special clothing, expensive equipment or limited to purpose built facilities.
Wednesday, August 6, 2014
Health benefits of cycling: a systematic review
Another review - verdict yes.
P. Oja1, S. Titze2, A. Bauman3, B. de Geus4, P. Krenn2, B. Reger-Nash5, T. Kohlberger2
The purpose of this study was to update the evidence on the
health benefits of cycling. A systematic review of the
literature resulted in 16 cycling-specific studies. Cross-
sectional and longitudinal studies showed a clear positive
relationship between cycling and cardiorespiratory fitness in
youths. Prospective observational studies demonstrated a
strong inverse relationship between commuter cycling and
all-cause mortality, cancer mortality, and cancer morbidity
among middle-aged to elderly subjects. Intervention studies
among working-age adults indicated consistent improve-
ments in cardiovascular fitness and some improvements in
cardiovascular risk factors due to commuting cycling. Six
studies showed a consistent positive dose–response gradient between the amount of cycling and the health benefits.
Systematic assessment of the quality of the studies showed
most of them to be of moderate to high quality. According to
standard criteria used primarily for the assessment of
clinical studies, the strength of this evidence was strong
for fitness benefits, moderate for benefits in cardiovascular
risk factors, and inconclusive for all-cause mortality, cor-
onary heart disease morbidity and mortality, cancer risk,
and overweight and obesity. While more intervention re-
search is needed to build a solid knowledge base of the health
benefits of cycling, the existing evidence reinforces the
current efforts to promote cycling as an important contri-
butor for better population health.
What I find interesting about these Scientific papers is that they frequently balance the advantages of cycling against increased intake of car pollution. Naturally and elevated cycle would not have these problems, but it is interesting that the problems are worse if you are actually a car driver/ passenger.
health benefits of cycling. A systematic review of the
literature resulted in 16 cycling-specific studies. Cross-
sectional and longitudinal studies showed a clear positive
relationship between cycling and cardiorespiratory fitness in
youths. Prospective observational studies demonstrated a
strong inverse relationship between commuter cycling and
all-cause mortality, cancer mortality, and cancer morbidity
among middle-aged to elderly subjects. Intervention studies
among working-age adults indicated consistent improve-
ments in cardiovascular fitness and some improvements in
cardiovascular risk factors due to commuting cycling. Six
studies showed a consistent positive dose–response gradient between the amount of cycling and the health benefits.
Systematic assessment of the quality of the studies showed
most of them to be of moderate to high quality. According to
standard criteria used primarily for the assessment of
clinical studies, the strength of this evidence was strong
for fitness benefits, moderate for benefits in cardiovascular
risk factors, and inconclusive for all-cause mortality, cor-
onary heart disease morbidity and mortality, cancer risk,
and overweight and obesity. While more intervention re-
search is needed to build a solid knowledge base of the health
benefits of cycling, the existing evidence reinforces the
current efforts to promote cycling as an important contri-
butor for better population health.
Monday, August 4, 2014
What would you do to stop 4,267 people dying in London?
From a government report calculating the pollution impact of 'fine particles' ( the kind emitted from diesel engines ).
"It is estimated that fine particles have an impact on mortality equivalent to 4,267 deaths
in London in 2008, within a range of 756 to 7,965. A permanent reduction in PM2.5
concentrations of 1μg/m3 would gain 400,000 years of life for the current population
(2008) in London and a further 200,000 years for those born during that period,
followed for the lifetime of the current population. For the current population, this is
equivalent to an average 3 weeks per member of the 2008 population, with the
expected gains differing by age." (Dr Brian G Miller)
A switch to elevated cycle lanes would do a huge amount about this and a number of other problems. Something which an uptake of google driverless car's wouldn't help with.
Possibly Dr Millier is just a lone loon perhaps ? - no this evidence is used by this
http://www.whpara.org.uk/resources/PDFs/Air-Quality/Draft-Islington-Air-Quality-Strategy-2013-2016.pdf To justify the introduction of a no idling law in Islington London as mentioned here http://www.lbc.co.uk/islington-council-unveils-plans-to-fine-idle-diesel-drivers--94853
The net predicted result of all this is an increase in CO2 as people switch from Nitrogen Dioxide diesel.
"It is estimated that fine particles have an impact on mortality equivalent to 4,267 deaths
in London in 2008, within a range of 756 to 7,965. A permanent reduction in PM2.5
concentrations of 1μg/m3 would gain 400,000 years of life for the current population
(2008) in London and a further 200,000 years for those born during that period,
followed for the lifetime of the current population. For the current population, this is
equivalent to an average 3 weeks per member of the 2008 population, with the
expected gains differing by age." (Dr Brian G Miller)
A switch to elevated cycle lanes would do a huge amount about this and a number of other problems. Something which an uptake of google driverless car's wouldn't help with.
Possibly Dr Millier is just a lone loon perhaps ? - no this evidence is used by this
http://www.whpara.org.uk/resources/PDFs/Air-Quality/Draft-Islington-Air-Quality-Strategy-2013-2016.pdf To justify the introduction of a no idling law in Islington London as mentioned here http://www.lbc.co.uk/islington-council-unveils-plans-to-fine-idle-diesel-drivers--94853
The net predicted result of all this is an increase in CO2 as people switch from Nitrogen Dioxide diesel.
So what would these 4267 lives be worth to you? How much would you spend ?
The actual answer is anything over a quid is pushing it. According to cycling Weekly we spend about about £1 per year head of population. What would happen if we got the price of an expensive coffee from everyone to improve cycle lanes ( elevated or other wise)?Cycling and the city: A case study of how gendered, ethnic and class identities can shape healthy transport choices
Cycling and the city: A case study of how gendered, ethnic and class identities can shape healthy transport choices
Cycling and the city: A case study of how gendered, ethnic and class identities can shape healthy transport choices: However, it relies on the cultivation of a particular ‘assertive’ style to defend against the risks of road danger and aggression. While the identities of some professional (largely White) men and women could be bolstered by cycling, the aesthetic and symbolic goals of cycling were less appealing to those with other class, gendered and ethnic identities.
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