Campaigning is what we are all about and there are many national and local campaigns and activities that groups can focus on and support.
Some of these are already well resourced through other organisations and local groups can get involved with those and promote them within their areas and support calls for backing for national action as the need arises.
Cyclenation supports The Times campaign for improvements to cities to make them easier and safer to get around on a bike. www.thetimes.co.uk/tto/public/cyclesafety/
Get Britain Cycling
The Times campaign has developed into a national campaign that led to the All Party Parliamentary Report and Parliamentary Debate.
Cyclenation was instrumental is setting up this initiative and fully supports all the key points in the report. We regard the government response to the report as disappointing.
Space for Cycling
This campaign was initiated by London Cycling Campaign and has been adopted by campaign groups across the country and used for campaign rides during the Get Britain Cycling debate and party conferences in 2013 . The details of the campaign are still being worked on by LCC. , but you can sign up for updates here – and get a space for cycling bike plate!
“where a person is held responsible not for his failure to display the diligence of a reasonable man, but because he is in control of a source of danger to other people’s lives, health or property”
Strict liability is a system of regulation that protects vulnerable road users by establishing an hierarchical structure of the responsibility that each user of the road has for other users of the road. The result is that if you drive a truck or a bus your responsibility is to all other road users because you are large and can cause the most harm, equally if you drive a car you are responsible for people on bikes and those using the footways and if you ride a bike your responsibility is to pedestrians. What is does not so is apportion blame, it just focuses on responsibility and care for other more vulnerable road users. This is the system used in the majority of countries in Europe and appears to contribute to safer cycling conditions in Holland and Germany.
However based on previous attempts to raise the profile of this nationally and to gain political support for a change to the law, indicates that the political climate is right for this to be accepted in the UK at the moment. We note Martin Porter QC’s advice (at the Safer Cycling conference in Birmingham) that we have plenty of traffic laws that achieve the same end; the problem is one of enforcement.
This is a very successful campaign being run by LCC. The Dutch use a range of solutions to suit every situation and do not necessarily always use the typical Dutch cycle path that everyone imagines when they think about Dutch cycling infrastructure. Campaigning for cyclists to be afforded the priority and consideration given to cyclists in The Netherlands is something we should all back but each situation will need looking at to find the solution that is suited the particular location and circumstances. We are keen to see what works in different situations, promote the integration of Dutch design principles where appropriate and to share that with the local groups. It is well designed, safe, direct, convenient and appropriate infrastructure that we need based on a much clearer set of national design principles and regulations rather than guidance.
This is the principle of giving maximum road choice to cycles with minimum diversion. This is an important feature in planning for cycling and this approach now features in the mayor of London’s vision for cycling www.london.gov.uk as well as being very successfully campaigned for and achieved in many areas . If you can identify the road closures that are already in place in your area, you can develop and submit a priority list for action. If these are linked to an identified network of local cycling routes this will make it a lot more difficult for your local authority to refuse to consider them. If there are plans to close a road to motor traffic, ensure that you lobby and make representation to ensure the TRO continues to allow cycles access and that the design of the closure is suitable for bikes with trailers to get through.