Dear All,
It's a nice idea but I'm not at all sure that the "lanes" are intended as only a width guide.
If they were then with the cyclist in the correct road position - sitting in between a quarter and a third of the lane width - the lanes would in most cases be the full width of the traffic lane.
Secondly, If they are not a "lane" does that mean we cannot use them to move through standstill traffic? (In my view the most useful thing about them)
Regards
Terry
----- Original Message -----From: ian.m.law@...To: Have_Bike@...Sent: Wednesday, October 12, 2005 9:59 AMSubject: [Have_Bike] Cycle lane widths - an example is closer at hand than you thinkGuysHope you are well and thanks for the assorted kind words. I still read the circulated stuff and as such remain an interest and advocate of the cause. Hope you don't mind, but the following supports and provides an example of an early David Garfield communication.David provides a very clear case for standard sized, wider cycle lanes, against the proportional variable sizes cycle lanes deployed in Havering.I had always thought that the Havering cycle lane width restrictions resulted from regulation. The cycle lanes by the Harrow Pub Hornchurch being the most ludicrous demonstration of this ruling. As such I argued that any lane is better than none at all. If David's argument/explanation is correct then there is no real reason why Havering should suffer the variable sizes currently deployed, beyond a demonstration of stubbornness which fails to reflect the needs of the borough. This Council policy, if that is what it is, also leads to much confusion and frustration as invariably there is limited continuous cycle lanes in the borough. The council argument appears to suggest that most roads have insufficient space available for cycle lanes, including those designated as formal cycle routes.I recently cycled west out of Collier Row alone Collier Row Road. The road splits left towards Marks Gate at a mini roundabout, while the main road continues right as Hog Hill Road. Along this Marks Gate direction of the road, which is significantly restricted in width to the earlier carriageway, you will come across a 'Welcome to Dagenham & Redbridge' road sign. At which point this narrow carriage way is covered by two cycle lanes, one each side of the road, each of which are at least two meters wide. The remaining road space is no wider than a single traffic lane.As an example of what David is advocating, this serves as a very fine example. As a example of reasonable interpreted regulations, this also serves as a good example. And as an example of what can be achieved, yes you guessed it, it's a very good example.Really, this is well worth a visit just to view this manifestation, especially as it is on Havering's boarders, I have yet to see a finer example. At which point there is a real need to question Havering Council, to establish why D&R can provide what appears to be these 'best practice' cycle lanes when Havering has difficulty providing any at all.If you didn't know, I hope this assists the cause.Good luckIan-----Original Message-----
From: Have_Bike@... [mailto:Have_Bike@...] On Behalf Of David Garfield
Sent: 10 October 2005 11:28
To: Havering Cycling
Subject: [Have_Bike] Government Cycling InitiativesDear Colleagues...I have not included the attachment referred to in the text, as it is already available on the Have-Bike files area, and I have circulated it to you previously, anyway. Regards, David
David S Garfield <diesgy@...> wrote:
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