Not sure this needs any words... it's just unbelievable.
Watch out for the way that motor cycles have been parked on the cycle track...
Once Oxford Road has been sorted I suspect this will be chaos.
Showing posts with label Wilmslow Road. Show all posts
Showing posts with label Wilmslow Road. Show all posts
Sunday, 8 May 2016
Saturday, 7 May 2016
Wilmslow Road Southbound - 2 Videos
A view from the handlebars - the Curry Mile cycle slalom and beyond - watch out for the point where I get cut up by a bus driver...
Looks like it still hasn't been finished yet!
Going further South - more problems with bus drivers.
Thrown together from bits & pieces.
Did you spot the advance cycle green lights? Blink and you miss them - tokenism at its worst.
Looks like it still hasn't been finished yet!
Going further South - more problems with bus drivers.
Thrown together from bits & pieces.
Did you spot the advance cycle green lights? Blink and you miss them - tokenism at its worst.
Sunday, 24 January 2016
Curry Mile Cycle Tracks - early preview
I haven't been down Wilmslow Road for a few months, so I wasn't aware of the level of progress that is being made on the Curry Mile. The plans for this route were a real mixed bag. It was good that the council were aiming for proper cycle tracks, but the design completely failed to address the issue of safety at junctions.
The section southbound from Rusholme Place is sort of open, so here's a quick preview of what it looks like so far...
The first thing you notice is the way the cycle track abruptly moves from the cycle lane across the junction, left to go behind the parking spaces.
The second problem is the attitude of the contractors who see no problem with dumping traffic signs in the cycle track, on the wrong side of the parked cars where no diver can see them.
At the junction with Banff Road you clearly see a problem with the way the kerbing is cut back to allow vehicles to swing round the corner into the path of cyclists. I suspect this will be a significant problem along much of this route. Drivers are invited into the junction by its shape rather than feeling that they are intruding, as would be the case if they were presented with a raised kerb to cross.
Past Banff Road you can see how somebody has responded positively to our concerns about people parking on the cycle track by putting in this continual row of half-height bollards (sadly only plastic). The nice thing is that they add a feeling of continuity and they help visually distinguish the cycle track from the pavement.
However, some of the larger gaps in the kerbing will provide the opportunity for drivers to get onto the cycle track and pavement. Stand by for lots of photos of taxis, vans & cars blocking places like this.
Further along there is another sudden lurch to the left and a narrowing of the track.
The track is already attracting people to cycle along it, and I saw very few people walking along it.
At the junction with Great Western Street the pavement has been sacrificed to allow two lanes of traffic at the junction and this phone box allows clear comparison with the original pavement, as well as causing another nasty kink in the cycle track. The cycle track is also very narrow in places, which makes me wonder how trikes will manage along here...
...particularly Errand Trike.
At the junction itself they have yet to sort out the traffic light too.
In general, the design has sacrificed pavement width to provide space for additional traffic lanes and unnecessary car parking.
At the junction with Dagenham Road there is another nasty kink in the track
followed by an unprotected junction and another nasty kink back to the left afterwards.
The open section of track currently ends at Denson Street. Here you can see another potential problem with the design. The drains are all in the cycle track, so it is, for the most part lower than the rest of the road surface. This means it is likely to end up blighted by puddles and the surface will degrade quickly in the winter.
Here there is another unprotected junction. You currently have to get out onto the road and compete with the buses for space.
However, it may not be long till the next section is open. Here there are also full height bollards designating the edge of the pavement, not quite sure why.
All in all, the route looks like it will be a big improvement over the useless cycle lanes which slalomed round the bus stops, and left you fighting with buses cars and taxis for space. The main safety problem along here was caused by the bus stops and parking movements.
However, the poor design of the junctions poses a safety issue, and many are likely to come a cropper with the sudden changes in direction. I expect this route will see an increase in the level of cycling, but little change in the number of incidents. Time will tell.
Ultimately, there may be an even bigger danger resulting from this scheme. Bus drivers seem to be getting more aggressive towards people cycling along Wilmslow Road. Some now seem to think that anyone not in a cycle track is fair game, and I was cut up by a bus near Platt Fields Park and then shouted at for not using the tiny section of cycle track at that point. I suspect we may see much more of this kind of behavior in the near future as there is a history of similar behavior in Manchester.
The section southbound from Rusholme Place is sort of open, so here's a quick preview of what it looks like so far...
The first thing you notice is the way the cycle track abruptly moves from the cycle lane across the junction, left to go behind the parking spaces.
The second problem is the attitude of the contractors who see no problem with dumping traffic signs in the cycle track, on the wrong side of the parked cars where no diver can see them.
At the junction with Banff Road you clearly see a problem with the way the kerbing is cut back to allow vehicles to swing round the corner into the path of cyclists. I suspect this will be a significant problem along much of this route. Drivers are invited into the junction by its shape rather than feeling that they are intruding, as would be the case if they were presented with a raised kerb to cross.
Past Banff Road you can see how somebody has responded positively to our concerns about people parking on the cycle track by putting in this continual row of half-height bollards (sadly only plastic). The nice thing is that they add a feeling of continuity and they help visually distinguish the cycle track from the pavement.
However, some of the larger gaps in the kerbing will provide the opportunity for drivers to get onto the cycle track and pavement. Stand by for lots of photos of taxis, vans & cars blocking places like this.
Further along there is another sudden lurch to the left and a narrowing of the track.
The track is already attracting people to cycle along it, and I saw very few people walking along it.
At the junction with Great Western Street the pavement has been sacrificed to allow two lanes of traffic at the junction and this phone box allows clear comparison with the original pavement, as well as causing another nasty kink in the cycle track. The cycle track is also very narrow in places, which makes me wonder how trikes will manage along here...
...particularly Errand Trike.
At the junction itself they have yet to sort out the traffic light too.
In general, the design has sacrificed pavement width to provide space for additional traffic lanes and unnecessary car parking.
At the junction with Dagenham Road there is another nasty kink in the track
followed by an unprotected junction and another nasty kink back to the left afterwards.
The open section of track currently ends at Denson Street. Here you can see another potential problem with the design. The drains are all in the cycle track, so it is, for the most part lower than the rest of the road surface. This means it is likely to end up blighted by puddles and the surface will degrade quickly in the winter.
Here there is another unprotected junction. You currently have to get out onto the road and compete with the buses for space.
However, it may not be long till the next section is open. Here there are also full height bollards designating the edge of the pavement, not quite sure why.
All in all, the route looks like it will be a big improvement over the useless cycle lanes which slalomed round the bus stops, and left you fighting with buses cars and taxis for space. The main safety problem along here was caused by the bus stops and parking movements.
However, the poor design of the junctions poses a safety issue, and many are likely to come a cropper with the sudden changes in direction. I expect this route will see an increase in the level of cycling, but little change in the number of incidents. Time will tell.
Ultimately, there may be an even bigger danger resulting from this scheme. Bus drivers seem to be getting more aggressive towards people cycling along Wilmslow Road. Some now seem to think that anyone not in a cycle track is fair game, and I was cut up by a bus near Platt Fields Park and then shouted at for not using the tiny section of cycle track at that point. I suspect we may see much more of this kind of behavior in the near future as there is a history of similar behavior in Manchester.
Sunday, 22 March 2015
Response to Wilmslow Road Consultation
This is my response to the Wilmslow Road consultation on the proposed new cycle route.
-------------
I support these proposals from the principle of providing safe segregated cycle tracks along the length of this route. This route is one I currently avoid when cycling because I consider it to be too dangerous. This is because of the large number of buses, poor driving, bad parking and conflict with drivers looking for somewhere to park. Whilst this design will do nothing to improve any of these it will reduce the impact of all of these on people cycling.
Apart from the plans for Oxford Road these are the only proposals which approach the standard required to enable cycling as an everyday mode of transport in Manchester.
These cycle routes should be safe and convenient to use by anyone, from the age of 8 to 80.
Europaplien, Amsterdam
However, I have major concerns about many of the details of these plans, and their effectiveness in achieving these aims.
There are a number of key issues that need to be addressed in these plans before this route can be considered safe. A comparison with Scheldestraat in south Amsterdam, a very busy route with many shops and street cafés, is useful to see where some of the problems in the Wilmslow Road plans lie.
Scheldestraat, Amsterdam
The most obvious problem with these plans is the lack of a 20mph speed limit. In such a busy area with many people moving around on foot it is unacceptable to leave the speed limit at 30mph. Most of the surrounding roads have 20mph limit, so it would also be consistent with the surrounding area.
Next there is still an excessive amount of space given over to the roadway in many places. It is unnecessary to accommodate 3 lanes of traffic at any point on this route. Space is very restricted and is needed to give protection to the cycle track not increase traffic flows. The ban on private motor vehicles on Oxford Road will remove Wilmslow Road's role as a radial route into the city centre, so more should be done to reduce traffic capacity along this route.
These plans do not specify the widths of the cycle tracks and the kerb separation widths. Segregated cycle tracks should be 2.5 metres wide, and a minimum of 2 metres wide where space is restricted. There should also be at least 1 meter separation between any parking spaces and the cycle track to avoid people cycling being hit by opening car doors.
Also the kerb heights and types are not specified. The kerbs should be half height (maximum 50mm) and preferably sloped. Full height kerbs, such as those used on the Alan Turing Way are oppressive and potentially dangerous, especially on narrow cycle tracks.
However, the most dangerous part of these plans is the lack of proper junction treatments. In these plans the segregation disappears at the junctions which is the place where most cycle crashes happen. Contrast this with the Dutch approach where there are clearly demarcated cycle route at the junctions and separate cycle phases at traffic lights.
Scheldestraat, Amsterdam
President Kennedylaan, Amsterdam
On Wilmslow Road the cycle tracks should cross the side roads on raised tables to clearly mark the crossing out from the road. Green paint alone won't send a strong enough message to drivers.
Also, many of the parking bays are too close to junctions and crossings and should be removed for safety reasons.
All the images below link to the maps on the council's web site.
Issues to note:-
Issues to note:-
Issues to note:-
Issues to note:-
-------------
I support these proposals from the principle of providing safe segregated cycle tracks along the length of this route. This route is one I currently avoid when cycling because I consider it to be too dangerous. This is because of the large number of buses, poor driving, bad parking and conflict with drivers looking for somewhere to park. Whilst this design will do nothing to improve any of these it will reduce the impact of all of these on people cycling.
Apart from the plans for Oxford Road these are the only proposals which approach the standard required to enable cycling as an everyday mode of transport in Manchester.
These cycle routes should be safe and convenient to use by anyone, from the age of 8 to 80.
Europaplien, Amsterdam
However, I have major concerns about many of the details of these plans, and their effectiveness in achieving these aims.
General Comments
Firstly, it should be noted that these plans fail to come up to the standards laid out in the TfGM publication "Greater Manchester Cycle Guidance". The designs for this short route are strangely varied, as if it has been designed by several different people with no attempt at a consistent design.There are a number of key issues that need to be addressed in these plans before this route can be considered safe. A comparison with Scheldestraat in south Amsterdam, a very busy route with many shops and street cafés, is useful to see where some of the problems in the Wilmslow Road plans lie.
Scheldestraat, Amsterdam
The most obvious problem with these plans is the lack of a 20mph speed limit. In such a busy area with many people moving around on foot it is unacceptable to leave the speed limit at 30mph. Most of the surrounding roads have 20mph limit, so it would also be consistent with the surrounding area.
Next there is still an excessive amount of space given over to the roadway in many places. It is unnecessary to accommodate 3 lanes of traffic at any point on this route. Space is very restricted and is needed to give protection to the cycle track not increase traffic flows. The ban on private motor vehicles on Oxford Road will remove Wilmslow Road's role as a radial route into the city centre, so more should be done to reduce traffic capacity along this route.
These plans do not specify the widths of the cycle tracks and the kerb separation widths. Segregated cycle tracks should be 2.5 metres wide, and a minimum of 2 metres wide where space is restricted. There should also be at least 1 meter separation between any parking spaces and the cycle track to avoid people cycling being hit by opening car doors.
Also the kerb heights and types are not specified. The kerbs should be half height (maximum 50mm) and preferably sloped. Full height kerbs, such as those used on the Alan Turing Way are oppressive and potentially dangerous, especially on narrow cycle tracks.
However, the most dangerous part of these plans is the lack of proper junction treatments. In these plans the segregation disappears at the junctions which is the place where most cycle crashes happen. Contrast this with the Dutch approach where there are clearly demarcated cycle route at the junctions and separate cycle phases at traffic lights.
Scheldestraat, Amsterdam
President Kennedylaan, Amsterdam
On Wilmslow Road the cycle tracks should cross the side roads on raised tables to clearly mark the crossing out from the road. Green paint alone won't send a strong enough message to drivers.
Also, many of the parking bays are too close to junctions and crossings and should be removed for safety reasons.
Detailed Comments along the Route
1) Moss Lane East to Great Western Street
Note that the map for this section is incorrectly labeled.All the images below link to the maps on the council's web site.
Issues to note:-
- The junction with Moss Lane East is not shown on the plans. From the small amount that is visible it is clear that there is no protection for cycling through this junction in either direction.
- The three lane section of road at this point should be narrowed to two lanes.
- The central island should be widened to improve safety for cycles turning right out of Rusholme Place.
- Narrowing the road would also enable a greater clearence between the parking spaces and the cycle track.
- The cycle track across the side road, Rusholme Place should be on a raised table to distinguish it from the road.
- The cycle track across Banff Road should be on a raised table to distinguish it from the road.
- There is no segregation past Banff Road, this section should be segregated.
- There is no need for the 3 lane section of road opposite the petrol station. There should only be one lane each way and the lights should be phased to allow each direction to go in turn, removing all turning conflicts.
- The design of the junction with Great Western Street has no protection for cycles. This junction is not safe and should be radically redesigned with proper segregation and a cycles only green phase.
2) Great Western Street to Walmer Street
Issues to note:-
- The cycle track across Dagenham Road should be on a raised table to distinguish it from the road. Also the cycle track should continue in a straight line across Dagenham Road with the give way line pushed back.
- There is no right turn facility opposite Dagenham Road. The parking bays opposite should be relocated and replaced with a right turn facility.
- The cycle track across Denison Street should be on a raised table to distinguish it from the road.
- There is no right turn facility opposite Denison Road. The parking bays opposite should be removed and replaced with a right turn facility.
- The parking bays and loading bays south of Denison Street interfere with the crossing, they shorten the ziz-zag line area just before Walmer Street. These bays make the crossing unsafe and should be removed or reolcated.
- The parking bay south of the crossing, opposite Walmer Street also is in the crossing safety zone and should be removed.
- The cycle track across Walmer Street should be on a raised table to distinguish it from the road. Also the cycle track should continue in a straight line across Walmer Street East with the give way line pushed back.
- There is no right turn facility into Walmer Street - this can be included by removing the parking space.
- The cycle track across Walmer Street East should be on a raised table to distinguish it from the road. Also the cycle track should continue in a straight line across Walmer Street East with the give way line pushed back.
- There is no right turn facility into Walmer Street East.
3) Walmer Street to Park Crescent
Issues to note:-
- The cycle track across Thurloe Street should be on a raised table to distinguish it from the road. Also the cycle track should continue in a straight line across Thurloe Street with the give way line pushed back.
- There is no right turn facility opposite Thurloe Street. The parking bays opposite should be relocated and replaced with a right turn facility.
- The parking bay on the opposite side of the road between the Jobcentre and Grandale Street encroaches into the safety zone (ziz-zag line area) of the crossing. This bay should be shortened to keep the crossing clear.
- The loading bays opposite Grandale Street encroach into the safety zone of the crossing and interfere with the bus stop. This bay should be relocated to keep the crossing and the bus stop clear.
- The cycle track across Grandale Street should be on a raised table to distinguish it from the road. Also the cycle track should continue in a straight line across Grandale Street with the give way line pushed back.
- There is no right turn facility opposite Grandale Street. The loading bays opposite should be relocated and replaced with a right turn facility.
- The cycle track across Park Crescent should remain segregated and then cross the road on a raised table to mark it out.
- Also the cycle track should continue in a straight line across Park Crescent with the give way line pushed back.
4) Park Crescent to Dickenson Road
Issues to note:-
- The cycle track across Claremont Road should be on a raised table to distinguish it from the road. Also the cycle track should continue in a straight line across Claremont Road with the give way line pushed back.
- There is no right turn facility opposite Claremont Road. The loading/parking bays opposite should be relocated/removed and replaced with a right turn facility.
- The design of the layout for the light controlled crossing between Claremont Road and the Supermarket is a mess. It is inconsistent with the rest of the route and needs to be completely reworked. Southbound the loading bays before and after encroach into the safety zone. these must be relocated for safety reasons. Northbound this is the only place where the cycle route is included in the crossing. The road can be narrowed at this point to preserve the cycle track segregation, and the parking bay removed that is in the crossing safety zone.
- The cycle track across Rusholme Grove should be on a raised table to distinguish it from the road. Also the cycle track should continue in a straight line across Rusholme Grove with the give way line pushed back.
- The junction with Stone Place and Dickenson Road is not shown on the plans. From the small amount that is visible it is clear that there is no protection for cycling through this junction in either direction. The design of this junction needs to be changed to provide a safe passage for cycling.
Friday, 27 February 2015
Wilmslow Road Cycleway Consultation
Manchester City Council has today posted proposals for the development of the Wilmslow Road Cycleway - Moss Lane East to Dickenson Road, and is carrying out a consultation.
Two events have been arranged for the public to drop in and see the proposals and discuss them with the team on the following dates:
Tue 17 March, 11.00 a.m. - 7.00 p.m
Spicy Hut Restaurant, 35 Wilmslow Road
Fri 20 March, 9.00 a.m. - 12.00 p.m
Rusholme Sure Start Centre, Great Western Street
I will post analysis of the plans when I've had a good look at them, but the preview we saw at last Manchester Cycle Forum was promising.
The consultation closes Friday 27 March.
Two events have been arranged for the public to drop in and see the proposals and discuss them with the team on the following dates:
Tue 17 March, 11.00 a.m. - 7.00 p.m
Spicy Hut Restaurant, 35 Wilmslow Road
Fri 20 March, 9.00 a.m. - 12.00 p.m
Rusholme Sure Start Centre, Great Western Street
I will post analysis of the plans when I've had a good look at them, but the preview we saw at last Manchester Cycle Forum was promising.
The consultation closes Friday 27 March.
Saturday, 8 November 2014
Wilmslow Road Cycleway meeting Thursday 13th November 4pm - 7pm
I received this email from Manchester Cycle Forum yesterday.
If you have not already received this email, then I suggest you email cycle.forum@manchester.gov.uk and ask to be given details of this meeting.
The plans we have seen so far have been poor quality. We need to get Manchester City Council to stop wasting money and put in good quality cycle infrastructure and stop people being injured and killed cycling along this route.
If you have not already received this email, then I suggest you email cycle.forum@manchester.gov.uk and ask to be given details of this meeting.
Dear Cycle Forum,
In the summer of 2013, Greater Manchester successfully bid with Transport for Greater Manchester (TfGM) to secure £20 million of national investment, to be spent over two years, to make cycling safer and easier in the region. Of the seven routes selected for the first phase, six routes are located or have sections within Manchester.
The Wilmslow Road Cycleway will be an improved on-highway, and largely segregated, cycle route from Wilmslow Road to East Didsbury with further links to the Trans Pennine Trail and Mersey Valley cycle paths.
The route is part of the first phase of the ambitious Vélocity 2025 strategy which will see cycling in Manchester transformed over the next 12 years. The Velocity 2025 cycling strategy aims to double the number of daily cyclists by 2015 – and then double it again by 2025. Manchester’s vision is for up to 10% of all journeys to be made by bicycle by 2025.
Wilmslow Road is a heavily used cycle route from Didsbury towards/from Withington, Fallowfield, Rusholme and Manchester City Centre. Using a combination of upgrading existing cycle route provision and largely segregated proposed measures for Wilmslow Road, the upgraded route will provide a high quality cycle corridor providing a strong safe link to communities of South Manchester to employment opportunities within the Regional Centre area.
To support the new cycle facilities, traffic regulation orders (TROs) will be upgraded along the route to reduced issues with on-street, all-day parking.
We would like to invite you to our drop in session on Thursday 13th November between 4pm and 7pm (room TBC) to view and comment on the associated drawings for proposed works between Platt Lane and Didsbury Village. Members of the design team will be in attendance and available to answer questions about the route and the proposals on display.
Please confirm your attendance by replying to this email. Thanks.
The plans we have seen so far have been poor quality. We need to get Manchester City Council to stop wasting money and put in good quality cycle infrastructure and stop people being injured and killed cycling along this route.
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