A town or city centre that restricts motor vehicles helps create an attractive environment for walking and cycling. Visitors, shoppers and residents usually feel the benefits too. Exempting cyclists is unlikely to cause problems because they tend to ride slowly or dismount when it gets crowded.
Children play, or want to play, in streets; and people work and live in them too. Creating Home Zones is a good way to reclaim roads as community space, rather than just a means of getting from A to B in a motor vehicle.
The speed of motor traffic not only aggravates local communities, but also puts people off cycling. There are a number of measures that encourage and enforce slower driving, including physical traffic calming (e.g. speed humps).
The Department for Transport (DfT) published 'Cycle Infrastructure Design' (CID) in 2008 to guide professionals on providing for cyclists on the highway network. The following is CTC's take on it, highlighting the most enlightened aspects of the guidance, but also areas where it could do better.
CTC cycle campaigners from York do battle to retain the road layout at Water End junction, which includes an advisory cycle lane. Some local residents have claimed since it was introduce it has caused increased traffic congestion. Local campaigners are fighting for it to stay on safety grounds.
A trial of two 20mph speed limit areas in Bristol has resulted in lower speeds, more reported walking and cycling and residents even more enthusiastic about lower speeds than they were at the start of the trial. Injuries, bus journey times and air quality have remained constant.
After years of lobbying for simple changes to traffic sign regulations, CTC is pleased that the Government has finally agreed to a relaxation of certain rules, such as permitting an ‘except cycles’ plate to be used in conjunction with a ‘no entry’ sign.