A 'greenprint' for sustainable transport

In February this year I joined the campaign to save cycle lanes in Brighton and Hove. I discovered I had touched on a complex, hidden issue that affects our lives profoundly – transport planning. This article is an overview of what might be done to promote sustainable transport in Brighton and Hove – a city that went on to elect the UK’s first Green-led council in May. In a time of financial cutbacks what is achievable in the short term, and what we can aim for in the longer term? Some ideas in this article appear in the Green Party manifesto, and some in Brighton and Hove's Local Transport Plan – but this article is entirely my own opinion. By Russell Honeyman, 31 August 2011

1. Sustainable Transport – the best choice for health and environment

Given the choice, most people would choose clean, comfortable transport that gets them where they want to go quickly.

The reality in most UK cities is that private cars choke the streets, slowing journey times, creating air pollution and making it dangerous for other road users.

The private car has become a safe and convenient choice because our city planners have made it so.

Many European cities have a different approach, offering a choice of:
• fast, efficient public transport (train, bus or tram),
• safe attractive walking and cycling, or
• cars with reduced priority (or electric cars).

Most people welcome this choice, and all the UK’s major political parties are now committed to sustainable transport – at least in principle.

But a fundamental change in city planning is required to undo decades of planning that prioritised car use. Such a fundamental redesign of our cities would need substantial funding, as the problematic Edinburgh Tram scheme shows.

There are options that don't cost much but will make a big difference. Some short-term options that don’t require major capital funding:
• 20mph speed limits - (without humps and bumps) in the city centre and residential areas to improve safety and reduce congestion by improving traffic flow. A 20mph limit will save lives, reduce traffic and encourage walking, cycling and use of public transport.
• Working with communities - to promote safer streets, expansion of car clubs, on-street cycle parking, and a ring-fenced fund for communities to make local environmental improvements.
• A better choice of transport - make it easier and safer to get around the city using public transport, cycling, walking or car. When more people choose sustainable transport, congestion will reduce. Options include 'non-stop' rapid transit buses on key routes, safe cycling and walking routes, and improving public spaces.

Even in this financial climate investment for capital projects can be raised from financial markets. Edinburgh raised £550m for its troubled tram scheme. Yes, these schemes are problematic - always seeming to need more funds than expected – but challenges can be overcome with focus. They may become crippling if we try to prioritise cars at the same time as promoting sustainable transport.

In the longer term planners would redesign the city, taking the heart of the city to take back the public realm from vehicles, and evaluate options to provide a low emission, fast and affordable public transport system. Make sustainable transport the option of choice – and people will happily choose that option.

2. Means and Ends: Policy thinking

Elected councillors need to empower the council planners to research, propose and deliver real choice in sustainable transport. The end result is not yet known, but we need to start with clear policy guidelines.

2.1. The Ends: Long term goals

A city planned around sustainable transport:
• Gives people the choice: walk, cycle, use decent public transport, or a car
• Improves the experience of remaining trips made by car, by reducing traffic and freeing space for travel and parking
• Eventually makes sustainable transport the best choice
• Improves peoples health by making clean air and exercise easy to access
• Gives people space for parks and recreation by reclaiming space from cars
• Has mixed developments of homes and services so people need to travel less
• Consumes less energy and raw materials and produces less waste including CO2, ultimately becoming self-sustaining.

2.2. The Means: how we’ll get there

Policies and priorities that might guide change in the city and achieve sustainable transport for all.

Policy Guidelines for the City Council
• Consider a public transport options, including a network powered by electricity. Many people see a citywide network of electric trams or buses as providing the ultimate solution to all our problems of sustainability, air pollution and public transport. Several UK cities are considering this option and it was on the agenda of Brighton’s planners in the Local Transport Plan LTP2.
• Consider re-regulation of bus services to provide service and cost benefits.
• Improve Air Quality to match European and domestic targets.
• Make streets safer to encourage recreation, walking and cycling and reduce casualties.
• Improve the “public realm” (public spaces) by diverting heavy traffic and converting space to parks and other shared spaces.
• Increase the proportion of trips made by walking and cycling.

Priorities: projects we could aim to achieve in 2011-2015
• First priorities for Brighton and Hove
- 20mph limit across the city
- Public bike hire scheme
-  Improve accessibility: a core network of safe cycle and walking routes, eg. to University and SNDP.

• Public realm improvements:
- Reducing car dominance, improving environment: Brighton Station Gateway, Brighton Old Town, Valley Gardens, Preston Circus.
- Improvement of streets: reduce clutter, increase places to sit,
- Implement Home Zones in residential areas,
- Extend residents parking, both for cars and street cycle parking.

• Sustainable and Public transport
- Examine and recommend options for public transport network
- Trialling hybrid buses
- Introduction of a version of the Oyster Card (the “Key Card” is now in planning for our city)
- Promotion of ‘smarter’ choices: car clubs and electric vehicles
- Rapid Transit on key routes linking places across the city and Sussex, including the Coastal Transport Scheme.
- Focus on schools biking and walking projects.

• Funding ideas:
- Allocate 20% of transport budget to walking and cycling
- Ring-fence some parking revenue for transport, community projects
- Workplace parking charges.

Total cycle casualties drop slightly in Brighton and Hove in 2010 - despite two fatalities last year, and overall rise in casualties since 2008.

Cycle casualties in B&H 2008-2009-2010

Total casualties amongst cyclists on roads in Brighton and Hove dropped slightly in 2010 compared to 2009, according to a spokesperson for Brighton and Hove City Council (BHCC) - although there were two fatalities during 2010 vs none in the previous two years, and the latest data confirms the picture of increasing cycle casualties since 2008.

The information was provided by a BHCC spokesperson in response to a query from this blog after national statistics released by the DfT showed a six per cent increase in cycle casualties in the UK. The rise in casualties among cyclists was said to be due to an increase in the numbers of cyclists on the roads.

Total casualties in Brighton and Hove fell from 163 (2009) to 157 (2010), and serious injuries fell from 32 to 21.  In 2008 there were only 127 casualties amongst cyclists.

The council spokesperson advised that local statistics should be used with caution since the small numbers make it hard to be certain of trends. However, the 2010 data does seem to confirm a general picture of rising cycle casualties since 2008.

Full data provided by the BHCC spokesperson follows:

CYCLING CASUALTIES (INCLUDING PASSENGERS)

3 full years

	Pedal Cycle Casualties
YEAR	Fatal	Serious	Slight	Total
2008	0	22	105	127
2009	0	32	131	163
2010	2	21	134	157
Total	2	75	370	447

Cycling casualties increased significantly in 2009 and then reduced slightly in 2010. 

Half years

	Pedal Cycle Casualties
HALF-YEAR TO JUNE	Fatal	Serious	Slight	Total
2009 to end June	0	16	67	83
2010 to end June	1	10	64	75
2011 to end June	0	16	65	81

The number of cyclist casualties for the first half year of 2011 fall between the totals for 2009 and 2010 in the same period. 

PEDESTRIAN CASUALTIES

3 full years

	Pedestrian Casualties
YEAR	Fatal	Serious	Slight	Total
2008	1	45	161	207
2009	1	57	145	203
2010	1	47	143	191

Half-years

	Pedestrian Casualties
HALF-YEAR TO END JUNE	Fatal	Serious	Slight	Total
2009 to end June	1	32	74	107
2010 to end June	0	23	78	101
2011 to end June	2	24	85	111

Although there has been a downward trend for pedestrian casualties in the past few years, the 2011 half-year data shows a slight increase in numbers.

POWERED TWO-WHEELER CASUALTIES

3 full years

	PTW Casualties
Year	Fatal	Serious	Slight	Total
2008	2	33	93	128
2009	1	31	82	114
2010	4	33	63	100

Half-years

	PTW Casualties
HALF-YEAR TO END JUNE	Fatal	Serious	Slight	Total
2009 to end June	1	16	43	60
2010 to end June	3	13	35	48
2011 to end June	0	20	31	51

As with the pedestrian casualties, there has been a steady reduction in PTW casualties over recent years, however in the first six months of 2011 there has been a slight increase when compared to 2010 figures.

Due to random fluctuations, comparing data for single years or for short periods, rather than using several years’ data, can be misleading and does not necessarily show a change in trend. Also, giving percentage changes on small numbers can be extremely misleading. For example, comparing PTW KSI casualties half year 2010 to 2011 shows a highly significant increase of 25%, but this is actually an increase of 4 casualties, none of which were fatalities.

Please note:
Reported Injury Accident data is provided to Brighton & Hove City Council (BHCC) by Sussex Police (the data owners)
BHCC does not hold accident data where there are no recorded casualties.
BHCC reconcile the current year’s data during the first quarter of the following year. BHCC also continue to amend/improve data after this period, which may mean data differs slightly from Sussex Police and as published by Dft.

Safety improvements to Hove's controversial Cycle Freeway will reduce car parking space, and are a victory for cycling

Cllr Alex Phillips w protest petition 19 Feb

18 August 2011. Safety improvements to the "cycle freeway" on Grand Avenue/The Drive have been given the go-ahead by Brighton & Hove City Council. The decision is victory for cycling, as it is a result of protests earlier this year when the then Conservative-led council proposed scrapping the cycle freeway (which is designated official cycle route no 82). The proposal was defeated after local and national protest. In the 5th May Local Elections the Conservatives lost power to the Greens, who had been at the forefront of moves to protect the cycle route.

Today, a council spokesperson said: "The proposed work will widen the gaps at some of the driveways and crossovers along the route to improve visibility and safety not only for cyclists but for all road users. Although the measures will involve a small loss of parking space, six extra parking spaces have recently been created in Grand Avenue/Church Road and another outside the Courtlands Hotel in Hove."

The council is publishing a traffic order this week on the reduction of parking space for members of the public to make representations.

Councillor Ian Davey, cabinet member for transport and the public realm, said: "The cycle lane is a safe and popular route down to the seafront, but there have been concerns about visibility along some parts of it. We promised to do something about that and are now bringing forward a programme of minor works.

"Residents strongly support cycle lanes and we are committed to improving routes such as completing links to the north of the city and developing routes to the east and west."

In March, councilor Davey presented a petition to council with over 3,500 signatures from residents asking to retain the Grand Avenue/The Drive cycle lane. Councillors resolved to keep the route and install any improvements.

Old Shoreham Road Cycle Lane Scheme consultation begins

The news of improvements to The Drive came a day after council commenced consultations on its plans to revive the Old Shoreham Road Cycle Lane Scheme. At a special meeting on 17 August, Cllr Ian Davey agreed to begin consultation on proposals to improve cycling on the Old Shoreham Road. The previous Conservative administration shelved plans for a major cycle lane on this route after nearly £100,000 had been spent developing the proposals.

The improvements will be part funded by a successful bid to national transport charity Sustrans for £330,000 under their ‘Links to School’ initiative.

Councillor for Goldsmid ward Alex Phillips commented: "The campaign to create more cycle lanes, increase the number of pedestrian crossings and improve road safety in Goldsmid has been one that I have been involved in together with the local community for many years. The development of this east-west route in the City will encourage more people to cycle to school or work, and will make those who are already regular cyclists on our roads feel much safer."

Councillor Ian Davey said: “The proposal includes a segregated cycle lane from BHASVIC to The Drive, as well as pedestrian improvements to the junctions with The Drive. Thanks to successful high-profile public campaigns, such as the recent 'save The Drive cycle lane', we have begun to restore the city’s reputation as city of excellence for sustainable transport, and we look forward to attracting more funding for this purpose."

Urban A roads 17 times more dangerous for cyclists than car occupants

Last week I reported that casualties among cyclists have been rising, presumably due to increased rate of cycling. Today I got more data from the DfT, which confirms cyclists are at considerably higher risk than car drivers in both urban and rural areas.

Last week I noted that cyclists were 14 times as likely as motor car drivers to be injured per mile travelled, and I wondered if maybe the great difference in risk was due motorways being very safe places for a good part of the journeys made by cars. I asked the DfT to clarify this.

Today, a very nice spokesperson from the DfT sent me data from 2009 which shows that casualty rates (per mile traveled) for cyclists were 10 times greater than those for car occupants. If we remove the motorway from the equation the ratio improves: in urban areas, cycling is 8 times more dangerous than car driving, and in rural areas it is 'only' 6.5 times more dangerous.

However, within urban areas, on A roads, cyclists were 17 times as likely to be injured as people in cars, per mile travelled. (see table below). While we may argue that cyclists travel less miles, so suffer less overall risk of injury, we must still be concerned that the risk per mile traveled is so much higher for cyclists, especially on urban A roads - which, in my town, are often designated cycle routes.

This is a powerful argument for constructing segregated cycle routes to separate cyclists from A road traffic.

Casualties per billion miles traveled on various roads - 2010	Urban Roads (A roads)	Urban Roads (other)	All Urban Roads	All Rural Roads	Motor way	All Roads
Pedal cycle	14,234	4,485	6,120	3,758	0	5,543
Car	839	688	751	579	201	576
x more dangerous 4 cycles	17.0	6.5	8.1	6.5	0.0	9.6

Extracted from "Reported Road Casualties  Great Britain: 2009  - Annual Report  - Table 26

Scary Places on Official Cycle Routes - No 1. Vogue Gyratory on Route 90 in Brighton

The Vogue Gyratory in Brighton is a classic cyclists nightmare. Named for an old blue movie cinema that used to be on the site, the gyratory was built in the 1980s with no provision for cyclists. Yet it is on a main traffic artery Brighton to the Universities and Lewes - and on official Regional Cycle Route 90.

Left filtering cars cut across your path as you cycle to Lewes & Uni on Regional Cycle Route 90

As you cycle north along the Regional Cycle Route 90, which follows the main Lewes Road connecting London to Brighton, the cycle lane disappears and you find yourself on a multilane gyratory. You are cycling uphill, and have to cross left filtering traffic in order stay in the middle lane and get to the exit where route 90 continues. In the middle of this is a traffic light where advance advance stop lines for cyclists have been painted.

You can negotiate this gyratory with an assertive attitude, but as an official cycle route, surely it should be safe for intermediate level cyclists? Remembering we are encouraging school children to cycle to school.

Brighton's city council has won a £4.5m grant to develop sustainable transport along this route, aka Lewes Road Corridor. But it does little to address this unfriendly Gyratory, except for proposing 'green wave' priority for cyclists at the traffic lights. Really, a separate cycle lane is needed, not minor provisions such as the proposed 'green wave'.

We need a new city plan to undo the damage of decades of planning exclusively for motorcars.

Painted lines and green waves alone don't make things safer for cyclists and pedestrians - this gyratory is a short distance from the underpass where a cyclist was killed in a collision with a van only a year ago, also on cycle route 90, while cycling along the cycle lane.

More on the Lewes Road sustainable transport project on my blog