After the gritting

The recent snow and the resulting gritting had not been kind to the Brompton and I had not properly cleaned the bike since just before the Japan trip. After the snow melt the original chain and sprockets which came with the bike were in need of some attention. The 2-speed and BWR 6-speed Bromptons use Shimano cassette splined cogs (the SRAM 6-speed uses standard 3-spline sprockets) which have an asymmetrical pattern preventing the sprockets from being reversed when worn.

When worn beyond a certain point, it is necessary to replace the chain and sprockets together, although I started the job under the impression that the sprockets on the BWR hub would be reversible like on the other hub gears I’ve used. This problem was confounded by the fact that the replacement 16/13 tooth sprocket set was out of stock everywhere which didn’t have extortionate delivery rates and Chester’s only Brompton seller doesn’t stock spares, “We can order that in for you though.”

Whilst waiting for my sprocket set to arrive, I decided to try some cheap, reversible cassette-splined single speed sprockets. Whilst these were full-groove sprockets which were not designed for derailing, older hybrid gearing systems like Cyclo and Dacon encouraged me to try. Suffice to say, 16-to-13 shifts do not work with the Brompton’s rather basic 2-speed derailleur, but at least I have the parts needed to run the bike as a 3-speed should there be future shortages of the necessary replacement sprockets. 

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Original sprockets on the left, basic 3/32″ single speed sprockets on the right.

Whilst the 13-tooth sprocket looks like it would probably work in combination with a Brompton 16-tooth sprocket, but in the end when I received the larger Brompton ‘official’ sprocket it did not. Somehow, it seems the gap between the two sprockets seems oddly too small for the chain to stay on the smaller sprocket.

Sprockets

The sprocket incompatibility was discovered because the 13-tooth Brompton sprocket I eventually received was a three-spline type for use with most other types of hub gear. Subsequent tests also revealed that the 13-tooth sprocket contained up to 60% horse meat. I emailed the supplier (SJS) and was informed that the item was out of stock and that it “was not possible” to remove the sprocket I needed from one of the kits allowing the BWR to be run as a three-speed (which showed up in stock) and replace it at a later date. Instead I was offered a 12-tooth sprocket as a stop-gap and the 13-tooth sprocket would be forwarded on in a few weeks when the stock shortage was sorted. The 12-tooth sprocket works fine, although the gear steps are a bit uneven.

The rear brake pads also required a bit of attention. When I got the new Brompton I changed the front brake pads for Kool Stop salmon pads but left the rear ones as stock. These have since worn out, so I replaced them with a set of Kool Stop pads ordered with the Axa bottle dynamo. When these were delivered, the box turned out to be two pairs of pads and one set of shoes, which has left me with a spare set of brake shoes and pads to fit to Ms C’s Brompton, which still has the old style so\ingle pivot caliper on the back.

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The last round of replacement parts was the telescopic seat-post. This part has improved the experience of riding the Brompton, but at less than 1 year old I am quite disappointed by the significant loss of the chroming on the lower tube and the fragmenting of the plastic upper sleeve which is not available as a separate replacement part (instead it comes bundled with the lower part of the seat-post). In time I will try to patch up the original lower seat-post (stay tuned) but for now I have ordered a replacement lower part of the telescopic seat-post which should solve the issues for a while.

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The chrome layer flaking off inside the tube too.

Finally, I decided to take advantage of the fact that I was working on the Brompton to do some rust-prevention on the frame, by spraying Waxoyl into the tubes of the rear frame, main frame and the stem. Waxoyl is spray which leaves a flexible waxy layer over the inside of the frame tubes when dry, designed to get rid of existing rust and prevent any further rusting. I had considered doing this when the bike was new, but at the time it was summer and rust-prevention didn’t seem such a pressing matter. Until it dries, this stuff flows inside the tubes, so it is best to spray roughly parallel tubes and keep them fairly level until the foam dries, before moving on to other tubes. I avoided spraying the seat-tube as the waxy layer left behind would likely lead to significant seat-post slippage. I’ll get around to the head-tube and fork when I have to do some work on the headset. Some of it ended up on the chain and seems to be quite good as a ‘dry’ chain lubricant.

Axa HR Traction bottle dynamo

The last holdout bike in the household has finally ditched battery lights. After giving her Brompton a dynamo wheel by selflessly buying myself a new Brompton, I had been promising Ms C. that I would sort out her Kona Africa bike with dynamo lights. Due to various upgrades I had managed to end up with a spare B&M Lumotec Retro front lamp and a spare Brompton Spanninga rear light. All I was waiting for was the next time I needed to order something from Rose Bikes and I could add on one of their cheap Axa HR Traction bottle dynamos. Thanks to worn out stock Brompton brake pads, that time finally came.

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This is the same dynamo which used to be specified by Brompton (the left mounting version) before the Shimano dynamo hubs became available. Rose sell them for £14-15, depending on exchange rate, which is probably quite galling for anyone who bought them as a Brompton part. Thankfully, the parts needed to run this dynamo on the Brompton rear wheel (a special stay and a mudguard with a cut-out) are still available as spares, making this particular dynamo probably the cheapest (and fully supported) route to dynamo lighting on a Brompton.

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The bottom of the dynamo has two pairs of remarkably simple wire connectors, simply insert stripped wire into plastic housing and push it into the dynamo body. The arrangement allows front and rear lights to be connected to the dynamo independently of each other, rather than requiring the rear light be connected through the front as is the case with most hub dynamo set-ups. In the end I ran the rear light from the connectors on the Lumotec Retro so that it would be less work if the Kona Africa Bike ended up with a hub dynamo.

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Axa also make a dynamo mounting bracket which screws onto cantilever/linear pull brake bosses (front left/rear right only – requires left mounting version of dynamo). A simple design which works well, although the screw shown connecting bracket and dynamo was not included.

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Since the Africa Bike was kitted out with a front rack in 2011, the front lamp could not be mounted on the fork crown or using the headset bracket. Instead I used the cork-lined p-clip supplied with the front rack to fix the lamp in place on the right hand supporting leg, Japanese style.

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Not exactly elegant, but it does the job.

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Similarly, the rear light attachment was a bit of a bodge. Since the rear rack in integral to the Africa Bike’s frame and lacks a rear light mounting plate, I drilled four holes into a roughly 100 mm section of trunking lid I had knocking about. Two of these were for the fixing bolts on the light, the other two were to create a slot for the jubilee clip used to attach the creation to the rear rack. Not pretty but it does the job.

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I took the bike out for a spin with the dynamo on to make sure I had set it up without too much pressure causing excessive drag. Thankfully it was spot-on; other than the whirr of the roller it was barely noticeable. For a bike such as this which is used as practical transportation rather than high speed, high effort riding, this set-up works really well.

Driving Lessons

Due to a combination of factors, including discrimination against non-drivers when job-hunting, the problem of Christmas and most significantly an effective contractual obligation, last year I ended up learning to drive. I thought it might be interesting to keep a record of the experience, as an outsider’s perspective.

Lesson One:

Driving instructor asked me if I had any previous driving experience. I answered literally, telling him that I had driven a car a few times, not on the road, around ten years ago. We headed to a part of Blacon with plenty of quiet residential streets and he proceeded to explain how the machine worked, about the mirrors and the visual limitations of being in car, particularly the wide pillars either side of the windscreen and between the side doors.

Eventually I got to drive the car. It was quite an odd experience, I felt a bit low down and quite detached from the environment I was passing through. Eventually we ended up on some of the two-lane main roads (which are sadly commonplace in Chester) for a bit of practice with roundabouts. The whole time, I was shocked at how easy it was. Other drivers didn’t routinely cut me up or try to force me to yield. Decades of car-centric planning and road design, combined with extremely generous subsidies made this big, wide, five-person vehicle perhaps the easiest way to get around the peripheral areas of Chester. Roundabouts in particular were a revelation, being much easier in a faster vehicle where other road users don’t routinely try to bully you into giving up priority.

Lesson Two:

This lesson involved a lot more driving on faster roads. I was also encouraged to turn the car around on a few different quiet roads, which helped to bring home how poor the range of vision in cars can be, demonstrating how inappropriate they are in an urban setting. Presumably the instructor’s curriculum is aimed at the widest possible audience; much of the lesson was spent going over stuff which anyone who regularly uses the roads would have picked up, regardless of mode.

Lesson Three:

Reversing into parking bays is the main lesson here, with recaps of the other stuff we have covered. We also covered emergency stops. In an automatic, emergency stops are much the same as on a bike (except you don’t need to move your weight backwards because cars are generally quite heavy already).

On the faster roads I really started to notice how ubiquitous speeding is. On a bike I will generally find myself going as fast as I can on a fast road which is busy. In a flow of traffic where everyone is speeding, it is possible for a learner to get sucked into the flow. Thankfully, despite what the Association of British Drivers says, it is actually very easy to look at the speedometer quite frequently and adjust speed accordingly. Compared to having a queue of impatient motorists behind you when riding a bike, a queue of impatient motorists behind you when you’re in a car is actually quite fun. This is probably because you are not just one impatient idiot away from death or injury.

Lesson Four:

This lesson covered dual carriageways, the sort which are basically motorways in all but name. This was the first part of the process of learning to drive where I didn’t already have some sort of analogous experience to draw upon. Thankfully, getting onto the dual carriageway seems to be the hardest part, and it is actually fairly easy due to good design. As someone who normally experiences UK road design on a bike, I was surprised to see that UK road engineers can design something properly, provided that it is something which is only used by fast motor vehicles.

The main issue with dual carriageways it seems is the roundabouts at the entrances and exits. These suffer from the same problems as all roundabouts in this country; an unwillingness of designers to standardise designs in a logical manner. The result of this is that when encountering a roundabout for the first time, you don’t really know what to expect. A handful of standardised roundabout templates as used in The Netherlands (which also happen to acknowledge the existence of other transport modes without treating their users like crap) is so obviously a good idea. The fact that we in the UK have not already done so neatly illustrates the complete failure of British road design.

Lesson Five:

My instructor wasn’t available for the usual weekend lesson, so instead I had a lesson before work with the intention of finishing at my place of work in Wrexham. This was the first time driving for any length of time without any instruction. Naturally I took the route to Wrexham I would’ve chosen were I traveling by bike (with a few tweaks to make the route car-legal). Travelling through inner Chester, the car was of course a hugely inappropriate choice of transport, yet my passage through the centre of the city was made easier by  expensive bits engineering such as the inner ring road, which were built to facilitate short journeys into the city by individuals using vehicles designed for five.

In this lesson, my experience of using the roads on the bike was less helpful; the instructor told me I was checking the blind spot on the driver-side more frequently than was necessary. I’m sure anyone who has ridden on UK roads for any length of time will know why I’ve fallen into this habit.

Lesson Six:

Reverse (parallel) parking today. Like all the other manoeuvres, I got it right first time. I think my driving instructor is a bit baffled by this, considering the fact that my general driving is not perfect. However, he doesn’t know that I used to drive a pallet truck for a few years in an old part-time job, and all of the manoeuvres done so far were frequently required doing that job.

There seem to be a few bad habits I’ve picked up from cycling, such as having to make a conscious effort to feed through the steering wheel when steering, and some road positioning which is taken from vehicular cycling but probably just confuses my instructor, such as positioning the car in a way to prevent overtaking which I would not feel happy with were I on a bike.

I found out the instructor used to have a 60s Moulton, so we spent much of the lesson talking about the new models, of which he was not aware.

Theory Test:

Other than a handful of motor vehicle-specific questions (generally motorway-related questions) anyone who has been cycling for a while should have picked up what they need to know to do ok in the multiple-choice part of the test.

The hazard perception test looks hilariously dated. I get the impression that much of the development work will have been done at a time when the government representative responsible for the project would have used the term, “new-fangled computers.” The test takes the form of several video clips taken with a single fixed video camera, at roughly VHS-quality from the front of a car. You are encouraged to click you see a hazard which is developing and again when action must be taken. You do not have to click where the hazard appears on the screen because the system is too basic. Because of this, the hazard perception test does precious little to gauge a person’s ability to perceive hazards. With a bit of modern (ie: post-2000) technology, the test could be greatly improved to make it fit for purpose.

Despite its inherent limitations, if you have been riding a bike on the roads for a while, you shouldn’t have much trouble with the hazard perception test.

Practical test:

After a hiatus of nearly two months, upon returning from Japan I had a few more driving lessons in preparation for the test. It is quite telling that, despite the fact that there is a driving test centre in most towns; the waiting list for a driving test is often months long. It is possible that a big part of this is due to people who ‘brute force’ the driving test; taking a sufficiently large number of tests so as to pass one eventually. I was eventually able to get a test slot which I was able to make and thanks to years of cycling on UK roads and as you’d expect after surviving years of cycling on Britain’s roads, the test went fine, being remarkably simple considering the sheer amount of destruction a car can cause. there were some interesting anomalies I noticed during the examinations

Speed Limits:

During driving lessons and during the driving test, you are encouraged to travel as close to the posted speed limit as possible without going over, barring any major conditions which dictate otherwise. It is actually possible to be penalised for travelling within the speed limit but at a level deemed ‘too slow,’ such as 20 mph in a residential area posted as 30 mph but which really should be 20 mph. This may be a contributing factor behind drivers commonly treating speed limits as speed targets or minimums and really ought to be addressed by the Department for Cars Transport. Thankfully though, even with little driving experience, periodically glancing at the speedometer to ensure speed stays in check is a trivial matter.

Non-motorised traffic:

At no point during any of the testing was I required to know anything about the techniques recommended for cyclists by Bikeability training, such as ‘taking the lane.’ My instructor, after finding out I use a bike for transport even asked me about the reason for this particular behaviour. Whilst we are waiting for our roads to be made fit for purpose for non-motorised travellers, this really ought to be addressed by the Department for Cars Transport.

Aftermath:

Once you have passed the examinations you may be surprised to learn that unless you are one of the few people for whom actually owning a car might make sense, your shiny new pink card is basically useless for twelve months. Whilst I wouldn’t want to own a car, hiring one occasionally could be useful under certain circumstances. However, in general car hire companies will not hire a car to anyone who doesn’t have 12 months not-driving experience under their belt, so there is a very good chance that (for the time being at least) you’ve spent all that money just to change the colour of the card you use prove you are old enough to buy booze.

The Twelve Days of Christmas (2012)

The festive season is upon us once again, so I thought I would re-post a modified version of this post from 2011. Perhaps next year we will be able to get a choir together in time…

On the Twelfth day of Christmas my council gave to me

 

Twelve “Cyclists Dismount”s

 

Eleven-inch wide bike lanes 

 

Ten side-road give-ways 

 

Nine wheel-benders

 

 

Eight near misses

 
Courtesy of MiddleAgeCyclist

 Seven pointless ‘A’ frames

 
 

Six-Pounds from the budget 

 

Five bro-ken rims 

 

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Four “Stupid twats”

 

 
Image courtesy of road.cc

Free high-vis

 

Image courtesy of Derbyshire Constabulary

Two ASLs 

 

Image courtesy of Crap Cycling & Walking in Waltham Forest (RIP – again)

 And a bike lane running through a tree

 

Image courtesy of Facility of the Month

Cycle parking in Saitama

I am currently in Saitama, a prefecture of Japan in the Greater Tokyo area. despite being overshadowed by nearby Tokyo, Saitama is a city in its own right and a dense one at that, more so than most cities in the UK. Cycling here is a mainstream mode of transport used by young and old, man and woman alike. There are parked bicycles everywhere.

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I have seen very little in the way of cycle parking facilities by UK standards, other than designated areas and structures to support cycles. No-one seems bothered about locking bikes up beyond a rear-wheel lock. These immobilised bicycles can be seen everywhere.

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I assume that this area outside a chain restaurant is designed for cycle parking.

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I spotted this cycle shelter by a small apartment building at around 16:45. I imagine it is more full after working hours.

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This higher-density facility was provided for a slightly larger apartment building.

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This alleyway near some fairly low-density (by Japanese city standards) housing is used for bicycle storage.

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This space between restaurants and other businesses is used for medium-density cycle parking for customers and staff.

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Underneath a Shinkansen train station, the large area is divided into blocks to help passengers find their bikes on their way home. Again, no Sheffield stands, just bikes on kick-stands with rear-wheel locks.

Brompton by air

I decided to try another type of multi-mode travel with the Brompton; bicycle and aeroplane. My existing suitcase is not wide enough to accommodate the Brompton, so after a bit of research on Seven League Boots I decided to opt for the Carradice Folding Bike Case.

Unlike their  excellent saddlebags, the Carradice Folding Bike Case (more of a bag than a case, really) is made from Cordura-type polyester material rather than cotton duck. Whilst I am a fan of cotton duck, the extra weight it would require would not be desirable when using this bag for air travel. However, considering the material used, I feel that this bag is a bit over-priced.

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The bag came with no padding, but thankfully it does adhere to gaffer tape quite well, making these stiff foam pieces ideal for protecting the rollers/rack in transit.

20121129_150241The bag is more than sufficiently large to fit any Brompton with a saddle attached, although configurations which differ significantly from stock may not fit. The Seven League Boots post suggested removing the saddle when using the bag for flying due to the risk of damage (particularly to a Brooks saddle) and storing it between the wheels of the folded Brompton. I use the telescopic seat-post, so I will turn the telescoping part of the post around to minimise the number and size of protrusions from the folded package, with the remaining protrusions covered over with bits of foam.

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Naturally I removed the clamps from the frame as these were an easy target for damage. I wrapped the clamps up in gaffer tape and stuck them to the frame in the middle of the fold.

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As recommended in the Seven League Boots post mentioned before, I taped the saddle into the relatively well protected space in the middle of the folded bike

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A D-lock can be locked through the frame to save space, with the gap in the middle of the fold useful for stashing bits like a locking cable. The frame from my T-bag is pushed down the side of the bike in the bag to offer a bit of extra protection as well as making the T-bag itself a less conspicuous, odd-looking piece of hand luggage.

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The final step in packing the bag is to place your trousers, jumpers, jackets etc into a standard suit bag and wrap it over the top and sides of the bike before zipping it up. This gives a bit more protection to the bike and also means that you don’t use up your entire luggage allowance on a bike. A toiletries bag can easily be seated on top of the folded bike underneath the suit bag.

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Add a couple of luggage straps and pack your hand luggage into the frame-less T-bag and you are ready to fly across the world. I’ve unpacked the Brompton at the other end and rather pleasingly, it has faired well. Now all I need to do is get to grips with cycling in a strange new land.

Safety tips for cyclists

Safety advice aimed at cyclists is nothing new, but in my experience it often tends to descend into little more than a motorists’ wish list for cyclist behaviour. Even worse is advice based on the false assumption that law breaking on the part of cyclists is the lead cause of cyclist injuries and fatalities. Instead, I thought it might be worthwhile to share my own experiences in the hope they might be useful to others.

Reading the road

Cycling on UK roads is a baptism of fire and anyone who has been doing it for any length of time will have learned to read the road ahead. The same cannot be said for everyone else. A worrying number of other road users will fail to consider what the road conditions will require of them 100, 50 or even 15 metres ahead of where they currently are. This failure is the root cause of several initially baffling behaviours. It is the reason that motorists will sometimes perform a risky overtake only to have to immediately stop at the end of a queue of traffic which was readily visible when the manoeuvre was started. It is the reason why a motorist may overtake you only to immediately make a left turn, or pull into a roadside parking bay. It is the reason why a motorist may overtake you on a cramped residential street only to immediately stop block your progress to allow an oncoming vehicle to pass, even though had they waited, there would have been sufficient room for you on a bike and the oncoming vehicle to proceed at the same time.

Roundabouts

Sometimes it almost seems as if roundabouts were left behind by an advanced but long lost civilisation and no-one is sure what they were built for or how their builders intended them to be used. The lack of a small set of standard approaches to roundabouts certainly doesn’t help. The rules of roundabouts are fairly straightforward, but there are several things to look out for.

The general principle of giving way to traffic already on the roundabout may not apply to you when you are on your bike if the other party is driving a luxury German car, such as a BMW, Audi or Mercedes-Benz. If you are already on the roundabout and encounter one of these vehicles waiting to get on, you may be expected to give way.

There are some road users who will use the other lane of a multi-lane roundabout regardless of the exit they wish to use. These people pose a risk to you when you are getting on a roundabout, as their road positioning suggests they are intending to leave the roundabout even though this is not the case.

‘Taking the lane’ is an unfortunate necessity on most roundabouts (effectively excluding most people from cycling them) but beware that some motorists will try to bully you to the periphery of the roundabout regardless of which exit you wish to use.

Finally, it is not uncommon to see motorists leave a roundabout whilst still indicating right. The result of this misleading signalling should be that you do not enter the roundabout even though the opportunity was there. However, in areas where this behaviour is particularly prevalent, it is important to beware of this behaviour becoming normalised; you could end up pulling onto a roundabout in front of a car which really is staying on.

Professional drivers

In an ideal world, professional drivers (delivery vans, taxi drivers etc.) and our interactions with them would be exactly that; professional. Sadly, in practice this is often not the case. I can only surmise that when driving becomes a major part of a person’s job they will often become blasé about it and safety suffers as a result. Add to this business models which encourage or even necessitate illegal behaviour and we have a recipe for unpleasant encounters. Thankfully, professional drivers are generally easy to identify by way of their commercial vehicles, so at least you’ll know to expect the worst when you see them. The ease with which commercial vehicles can be identified makes reporting bad driving much easier than with private cars, although typically just as fruitless.

Texting

I have covered this issue before. Thankfully, providing the vehicle is not a pimpmobile with tinted windows, it is at least possible to spot the characteristic position a driver’s head adopts if they are reading from a phone screen whilst driving. Spotting this characteristic tilt a few weeks ago probably prevented a collision between a texting motorist and myself on a roundabout in Wrexham. So engrossed in her texting was this driver that she failed to even register my loud subsequent significant list of graphic expletives.

Indicators

As mentioned above for roundabouts, indicators are not to be trusted. Most common is the  lack of indication by a driver about to attempt a manoeuvre, but it is not uncommon to see a driver indicating the wrong way, leaving an indicator on long, long after a turn has been made or indicating a turn of a particular direction several opportunities to make a turn in that direction prior to the one they wish to take. It is especially useful to be distrustful of turn signals when pulling out of a side road; just because the driver on the road you wish to join is indicating to turn down your road often doesn’t mean they actually will.

If there are any other tips or seemingly bizarre driver behaviours anyone feels I have missed, please share them through the comments.

Cheshire Police and Crime Commissioner election

It has been around two-and-a-half weeks since I decided to attempt to directly engage with democracy by writing to the five candidates standing in the Cheshire Police and Crime Commissioner (PCC) elections:

  • Ainsley Arnold (Liberal Democrat)
  • Louise Bours (UK Independence Party)
  • John Dwyer (Conservative)
  • Sarah Flannery (independent candidate)
  • John Stockton (Labour)

In order to ask them about whether, as Cheshire PCC, they would:

  • Protect vulnerable road users such as pedestrians and cyclists by ensuring that negligent drivers who kill or maim vulnerable road users are properly pursued and investigated by the Police
  • Tackle so-called minor motoring offences, such as speeding, red-light jumping, pavement driving and smartphone use whilst driving which diminish safety (both real and perceived) for vulnerable road users.
  • Deal with the blight of illegal and anti-social parking, which is particularly prevalent in Chester where there is currently close to zero enforcement against motorists who obstruct pavements and park in restricted areas.

Despite the widespread apathy towards these elections, only one of the candidates I wrote to replied at all. To my surprise, the candidate who replied was John Dwyer, the Conservative Party candidate:

“I realise that your focus is on cyclists and pedestrians but I feel there is a wider picture relating to all road users.

The vast majority of motorists are decent hard working law abiding people like you and me. However, there is a small number who, quite frankly, don’t give a thought to others on the road. These are people who don’t tax and insure their cars, who drink and drive, who take drugs and drive and who regularly break speed limits, particularly in residential areas. There is also a minority [sic] who park carelessly causing obstruction in the way you have described in your letter.

Where these issues are presenting themselves I would want the police and other enforcement agencies, such as local authorities, to take steps to prevent the committing of the offences in the first place and to take appropriate enforcement steps where the preventative measures have failed to work. The Crown Prosecution Service has told me that if the Police and Crime Commissioner indicates to them that this is a particular issue in a certain area then they will judge enforcement to be ‘in the public interest’ and not dismiss prosecution as an option.

It is my intention to ensure that we have robust processes in place to provide me with the appropriate information to support the positive action I know you are seeking.”

I have not heard from any other the other candidates, other than Sarah Flannery‘s representative on Twitter, who led me to believe she may have intended to reply but has not done so at the time of writing. I can only surmise that the other candidates saw my letter was to do with pedestrian and cyclist issues and decided that it was not worth their time.

I was also interested to see that Rod King of Twenty’s Plenty had engaged with Louise Bours, the UKIP candidate to see if she was supportive of the campaign. The response given is quite telling. Unprompted, whilst professing some support for 20 mph, she chooses to defend the criminal behaviour of motorists who choose to ignore speed limits on dual carriageways.

Honestly, my attempt to engage with the democratic process, and the corresponding lack of interest from four of the five candidates has left me feeling rather disaffected with the whole thing.  However, I urge you all to go out and vote tomorrow, even if you just spoil your ballot paper.

A standards-based approach to roads

Dearest readers, I’ve got a bit of a confession to make; I’ve been learning how to drive a car. Don’t worry though, I’m not planning on buying one or giving up on cycling. In fact, one of the main reasons is  (as I have written about before) there is an awful lot of discrimination against non-drivers when applying for jobs which do not require any driving whatsoever. I will write in more detail about the experience of learning to drive in another post.

Whilst first-hand experience has only enhanced my belief that our current approach to road design always favours the convenience of motorists over the safety of all other road users (after years of UK cycling, driving is really easy) there is one aspect which remained the same whether cycling or driving; the inconsistency of the road experience. Many of the routes I have driven down on driving lessons are the sorts I would usually avoid when travelling by bike (such as the A55) which has allowed me to see areas of the road network which I have traditionally been effectively excluded from.

Grosvenor Court Roundabout

For example, in the centre of Chester there is the Grosvenor Court square roundabout where the dual carriageway surrounding the town centre meets the Foregate Street (the end Chester’s ‘shared space’ main shopping street) and City Road, which leads to the train station. The lane markings on this roundabout highlight the inconsistency in UK road design.

Entering this roundabout from Foregate Street, you are encouraged to use the left lane for taking the first exit or travelling straight on. The second lane is straight on only, with convention dictating that this lane is used when the left lane is busy.

Entering the roundabout in the left lane, with the intention to go straight on, you are then confronted with this. You must move into the middle lane to go straight on. Hopefully the person in the right lane knows not to enter this lane.

The two lanes are now both marked as straight on. Best practice dictates that if possible you should stay in the left lane.

Once again, a middle lane opens up. This time it is for the users of the right-hand lane to use, presumably for the purposes of traffic stacking.

Here, the left hand lane can be used to take the left exit, or to go straight on. Once again it is best practice to where possible, to stick to the left when going straight on here. In this image it appears that the driver of the silver hatchback has become confused by the layout of this particular roundabout and is in the process of changing lanes.

This is probably why the driver became confused, the left lane allows traffic to take the left exit or go straight on. There are four traffic lanes by this point.

This time, neither of the two left-hand lanes allow traffic to proceed straight on. Instead, the left two lanes are directed onto the A51, a short urban dual carriageway lined with various businesses.

Hoole Way Roundabout

This is the approach to Hoole Way roundabout from St. Oswalds Way (West). Here the left lane is for the exclusive use of traffic taking the first exit, with straight on traffic sent to the right-hand lane.

Here we can see that the right-hand lane can be used for taking the right-hand lane of the first exit onto Hoole Way, another short urban dual carriageway, or to stay on the roundabout in the leftmost of the three lanes at the traffic lights.

This lane is labelled with a straight arrow, indicating that traffic using this lane may proceed straight on. However, in this case, this is actually referring to leaving the roundabout at the next exit, St Oswalds Way (East)

Both of these roundabouts have significant internal inconsistencies in their design, in addition to differing from each other. Despite this, they are actually next to each other on Chester’s bizarre inner ring road (bizarre because despite it being a dual carriageway, not one of the roads feeding in or out of the ring road is a dual carriageway).

The result of these inconsistencies is confusion. Whilst locals will become familiar with the particular peculiarities of the roads, junctions and roundabouts in their area, those visiting an area, or who do not frequently use a particular road, junction or roundabout will not be. The non-standardised nature of the design of roads, junctions and roundabouts in the UK means that experience of other roads, junctions or roundabouts on the road network will not necessarily prepare a person for using any other road, junction or roundabout.

Add to this distraction, lapses in concentration, poor maintenance, vastly different modes of transport sharing the same infrastructure and good old fashioned incompetence and we have the British road network, a recipe for a disaster which claims thousands of lives each year and which effectively restricts the choice of transport for many to only the most heavily armoured modes.

I decided to write this piece during an ISO 9001 training session. Whilst not exactly riveting stuff, it impressed upon me the value of consistency. Most of the problems with the UK road network find their root in this lack of consistency, standardisation is sorely lacking in almost all aspects of road design. This is why there are inconsistencies between the roundabouts examined above; there is no standard[1][2][3] to make road features such as roundabouts consistent internally, let alone consistent with with each other. The result is that a road user has no idea what to expect when encountering a roundabout or large junction for the first time.

This is also why we have little cycle infrastructure, with much of what has been provided being less than useless; there is currently no requirement to provide cycle infrastructure on any road and where planners choose to add it, there is no standard to ensure cycle infrastructure is consistent, safe or functional. All that exists is guidance which offers generally poor solutions and is easily ignored by highways engineers and local authorities. This lack of standardisation makes cycle infrastructure especially vulnerable to corner cutting and thoughtless, dangerous design choices based on the whims and prejudices of the individuals responsible for a given project. The situation is little better when it comes to pedestrian infrastructure.

Before I took driving lessons, I wanted the UK to adopt a Dutch approach to road design because I was a cyclist. Having experienced the roads from the perspective of a motorist, I  want it just as much. Regardless of mode, the road user experience needs to be consistent in order to be safe. This consistency means making sure road users know what to expect when tackling a particular type of junction, it means that the safety and convenience of a particular group of road users can’t be subordinated (or ignored altogether) based on the whims of individual planners or councillors. Regardless of how you travel, we should all be able to agree that it’s time for a standards-based approach to road design.

Obligatory yearly lighting post

October, only a few weeks left until we fiddle around with the clocks so that suddenly everyone finds themselves riding home in complete darkness where before it was still reasonably light. As has become traditional at this time of year, I am writing a post about bicycle lighting. Hopefully each year this obligatory post will become more useful as my own experience with this equipment increases.

B&M Lumotec Retro (Front: 17 lux Halogen)

My first dynamo lamp. Purchased shortly after the DL-1, I was mostly attracted to this lamp because unlike most of the battery lamps I had seen, it actually went well with the aesthetic of the bike. Entirely sufficient for urban riding, and fairly adequate for slower riding on unlit paths, it was much better than any battery lamps I had used at this time. The automatic on/off via light sensor was a pleasing feature, which I discovered also controlled a rear light connected through the front lamp (later discovered to be a standard feature for lamps with sensors). The sensor also helped to mitigate the main limitation of this lamp; the halogen bulb. Unlike LEDs the lifespan of this type of light source is something which needs to be considered, so it is important not to just run the light all the time. This lamp was eventually retired in favour of the Philips SafeRide.

The P-type Brompton came with the basic Lumotec lamp, which is the same as the Retro but without the chrome-esque shell, stand-light or automatic on/off via light sensor. Very basic but adequate for urban use, although I’d recommend a battery companion to substitute for the stand-light.

B&M D-Toplight Plus (Rear: LED)

My first rear dynamo light, added to the DL-1 a few months after the Lumotec Retro discussed above. The light output from this model is a single point source which is not diffused as well as on other models I have tried since, but otherwise it performs its job perfectly well and is still in service on the DL-1.

B&M Lumotec Lyt Plus (Front: 25 lux LED)

Originally bought for the Yuba Mundo, coupled with a Basil Nordlicht bottle dynamo, this lamp was later moved to the Brompton for use with a hub dynamo. Being designed for a bottle dynamo, this lamp lacked the automatic on/off via light sensor of the Lumotec Retro, but made up for it with a ver noticeable boost in light output, combined with a much more useful beam shape. Sadly, the rigours of small, high-pressure wheels proved a bit too much for this lamp and the stand-light feature was lost, despite my initial success in restoring it. I have seen the current version of this lamp used on larger bikes with great success, so don’t let this experience put you off, just don’t pair it with a Brompton or similar small-wheeled bike. The Lyt is currently back on the Yuba Mundo, where it is paired with my old battery LED lamp to compensate for the lack of stand-light.

Spanninga Brompton (Rear: LED)

Branded by Brompton but made by Spanninga, this light is similar to the D-Toplight plus, except the design diffuses the output of the single LED more effectively producing better side visibility and generally being less irritating for following traffic. As was the case with the Lyt, the stand-light feature of this light failed, but unlike the Lyt, my attempt to fix it is still holding up nicely. Whilst sold as a Brompton accessory, this light can easily be coupled with any bike with a 50mm spaced rack mount. This light is now been put to work on Ms C’s Brompton.

Philips Saferide (Front: 60 lux LED)

Put simply, the best lamp I have ever used. The Saferide lacks some of the useful features of its nearest competitors, such as automatic on/off via light sensor or daylight running lights, but it makes up for this with its superior illumination. The beam is wider than the B&M Cyo, providing a similar level of illumination over a wider area which is particularly useful for turning. This lamp puts out a broken ‘halo’ which is wider than the beam and allows hazards such as foliage to be spotted ahead, although others have reported this ‘halo’ as an irritation. I took it out for a spin with a friend who has an Edelux, and the Saferide is easily its equal. The only major downside to this lamp is that it uses a non-standard bracket, meaning it can’t be paired with a Brompton without some sort of modification/bodging.

B&M Cyo T (Front: 60 lux LED)

The Cyo is not quite as good as the Philips Saferide, but it is a pretty close second. The ‘T’ version comes with daylight running lights and automatic on/off via light sensor. It also uses a standard mount which allowed me to use it on the Brompton. The daylight running lights are designed to increase daytime visibility for the benefit of other traffic, although as I am the one on the bike I have no idea how much of a benefit this actually provides. Come nightfall, the daylight running LEDs are dimmed and the main beam is turned up to full. The resulting beam is great, but a bit narrower than the Saferide, putting it at a disadvantage for cornering. For a Brompton I would recommend. For other bikes, consider the Saferide first.

B&M Toplight Flat Plus (Rear: LED)

I got this at the same time as the Cyo, but didn’t actually get around to writing about it. This particular light is cheap and cheerful, using a single LED without the same efforts being made to diffuse the light as with the D-Toplight or the Spanninga Brompton lights. As a result, side visibility is poorer. This light is currently fitted to the Yuba Mundo, along with the permanent rack-mount battery light which originally came with the DL-1 which can be switched on to provide a bit more light at the back should it be needed. There are definitely better lights available from other manufacturers at around this price point.

B&M Toplight Line Plus Braketec (Rear: LED)

The Line Plus diffuses the light from two LEDs into a line which is supposed to make estimating your distance more easy for following traffic. I’m not sure how much effect it has in practice, but the light is certainly very bright and seems to be more diffuse than in the other lights I’ve used. This particular version of the Line Plus has Braketec; a signal processor detects the change in AC frequency when you slow down rapidly and increases the intensity of the light for a few seconds. I am unsure as to how useful this feature is in practice, but I think it is a pretty neat idea. This is the best of the rear lights I have tried, and I would recommend either the standard Line Plus or the Braketec version depending on whether or not the idea of a bicycle brake light appeals to you.

As always, the development of dynamo lights continues its onward march. Presumably in response to the Philips Saferide, B&M will be releasing a new front lamp at the end of 2012, the Luxos. I have no first hand experience of this lamp, but it certainly looks impressive on paper; 70 lux output as standard with the option of a handlebar-mounted push button which can be used to briefly illuminate the stand-light to full intensity when stopped, operate a 90 lux floodlight when in motion during darkness and to switch to flashing mode under daylight running. There is also the option of USB charging, which would be a welcome alternative to current homebrew options or prohibitively expensive add-ons such as the E-werk. The beam shots provided by B&M look promising, but I am still looking forward to seeing some unbiased reviews.

Of course there are plenty of other dynamo lighting options out there which I have not yet tried myself, but I hope that this post if of some use to those currently looking into trying dynamo lighting this winter, or upgrading from the set-up currently used.