Sun, 19 Sep 2021 03:07:38 +0000 en-US hourly 1 Mayor calls cycling infrastructure across the city “abysmal and dangerous” – Connacht Tribune – Galway City Tribune: Tue, 14 Sep 2021 07:25:23 +0000

Galway Bay fm Newsroom – There has been a heated debate at County Hall this week about the possibility of the National Cycle Route going through Athenry.

The national cycle route will run from Dublin to Galway – and planners are currently evaluating five possible route options from Athlone to Galway

Of the five routes, Athenry is on four, which means that cities have a high chance of being included in the 270 km route.

But there was a heated debate at County Hall this week as Councilor Shelly Herterich Quinn appeared to throw cold water on the city’s outlook.

She claimed policymakers had ruled out Athenry as a route option, in part because of comments recently published in the media by a local group.

She said she was “extremely upset” by the situation and warned that this group had to “cringe”.

Council leaders expressed confusion over the claims and said the route was under consideration and there was no public knowledge that Athenry was included or excluded.

Contributing to the discussion, Councilor Albert Dolan began by saying that he had a good working relationship with his party colleague, Councilor Herterich-Quinn.

But he said it was “shameful” that she was making such strong comments to the chamber when no decision was made.

Acting Cathaoirleach James Charity eventually stepped in and said both councilors had had their say, and suggested that any further discussion be taken outside.

Contacted by Galway Bay FM News, the Galway to Athlone Cycleway project team confirmed that no decision has been made and that no route has been left out of the process at this time.

Discussions are underway with landowners on the five proposed routes, and they expect a preferred route to be presented before Christmas.

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Pork chops, islands, tracks – digging into London’s new cycle infrastructure Tue, 17 Aug 2021 07:00:00 +0000

Content of the article

The town hall defends a new bus stop and a new cycle path design criticized for its potential to cause collisions between cyclists and bus riders.


Content of the article

The facility – which requires passengers to cross the cycle path to get on and off a bus – will be located where there is no room for separate flows for cycling and public transport.

The recommended design has been used in many other cities, say city hall and a cycling advocate.

“I fully understand the apprehension, but there’s a reason it’s a proven design elsewhere, and there’s a reason London is a test market for things. We are wonderfully normal. If it works elsewhere. . . there’s no reason it can’t work here, ”said Jamieson Roberts, chair of City Council’s Cycling Advisory Committee.

It protects “the most vulnerable road users”, including cyclists and pedestrians, by keeping them out of traffic and cars, he said.


Content of the article

City Hall and the London Transit Commission (LTC) are preparing public communications on how to navigate the new stops. Cyclists must stop and wait for bus passengers.

Jamieson Roberts, chair of the City Hall Cycling Advisory Committee, rides behind three generations of cyclists - Lisa St. Croix, left, Stacy St. Croix and Max St. Croix, two - at the first intersection of London which uses a concrete island that keeps drivers away from the area, adding protection for cyclists, pedestrians and others who are not in vehicles.  (Mike Hensen / The London Free Press)
Jamieson Roberts, chair of the City Hall Cycling Advisory Committee, rides behind three generations of cyclists – Lisa St. Croix, left, Stacy St. Croix and Max St. Croix, two – at the first intersection of London which uses a concrete island that keeps drivers away from the area, adding protection for cyclists, pedestrians and others who are not in vehicles. (Mike Hensen / The London Free Press)

Daniel Hall, the active transportation manager at City Hall, said that while these campaigns don’t affect everyone, the way the bike path is built will help pass the rules.

“They are designed to intuitively tell cyclists that transit users have the right of way,” he said. The lane will be slightly raised at bus stops and painted with crosswalk markings. Signs will indicate that bus users have priority.

He will present the new design to the Cycling Advisory Committee on Wednesday, and a report will be delivered to the transit commissioners next week.

The new design will be used in the bike lanes being built on Brydges and Wavell streets. It’s a workable compromise there, said LTC chief executive Kelly Paleczny, because there isn’t a lot of bus traffic.


Content of the article

But concerns arose during the LTC’s latest meeting about its use on busier streets. “You put something like that on Wharncliffe (Road) or Highbury (Avenue), it’s very different,” Paleczny said.

Transit Commissioners have raised concerns about the potential for “catastrophic” collisions between cyclists and bus users. Roberts isn’t worried about how Londoners navigate the new design.

“The vast majority of people who are. . . traveling on a cycle path are fully aware of being a vulnerable road user. They will take their time at these public transport stops, ”he said.

But it points to better design along the Dundas Street bike path.

There, bus users get on and off on a transit island. It is a raised cement slab between the vehicle lane and the cycle lane that extends to the nearest pedestrian intersection where people can access a sidewalk.


Content of the article

Dundas’ design includes what Roberts calls a “cement pork chop,” another slab of cement raised in a corner to protect cyclists and pedestrians from vehicles turning right.

Roberts calls the combination of these protections the “gold standard”.

The design on Dundas is used when there is room, Hall said. But some streets are too narrow to have it all.

“We can’t blow up buildings all the time, but there are a lot of adaptable options to create safer streets,” Roberts said.

He applauded the introduction of the “protected intersection”, saying London is ahead of many cities.

“We are leading the charge on this,” he said. “I’m super pumped.”




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Cycling Equipment Market Size, Analytical Overview, Growth and Forecast to 2028 Sun, 15 Aug 2021 07:00:00 +0000

New Jersey, United States, – The latest study on the industrial growth of the Cycling equipment market 2021-2028. A detailed study has been performed to provide the latest insights into the acute characteristics of the Cycling Equipment market. The report provides various market forecasts related to market size, revenue, production, CAGR, consumption, gross margin, price, and other critical factors. The report not only emphasizes the major driving and restraining forces in this market, but also offers a comprehensive study of future trends and developments in the market. It also studies the roles of major players in the industry market including their company overview, financial summary, and SWOT analysis.

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The report provides a detailed analysis of the major market players along with an overview of their business, expansion plans, and strategies. The main players examined in the report are:

  • Adidas
  • Nike
  • Specialized bike
  • TREK
  • Capo
  • Assos
  • Rapha
  • Giant
  • Trek
  • Hero cycles
  • Merida
  • Fuji Bikes
  • Trinx Bikes
  • Scott Sports
  • Atlas
  • Laux bike

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While segmenting the market by types of cycling equipment, the report includes:

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  • Cycling clothing
  • Cycling accessories

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  • Professional cycling
  • Amateur cycling

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Report attribute Details
Market size available for years 2021 – 2028
Reference year considered 2021
Historical data 2015 – 2019
Forecast period 2021 – 2028
Quantitative units Revenue in millions of USD and CAGR from 2021 to 2028
Covered segments Types, applications, end users, etc.
Cover of the report Revenue forecast, company ranking, competitive landscape, growth factors and trends
Regional scope North America, Europe, Asia-Pacific, Latin America, Middle East and Africa
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Due to regional segmentation, the market is divided into major regions North America, Europe, Asia-Pacific, Latin America, Middle East and Africa. Further, the regional analysis covers the market split and major players by country.

The research report offered by Market Research Intellect provides an updated view of the global Cycling Equipment Market. The report provides a detailed analysis of key trends and emerging market factors that might affect the growth of the industry. Additionally, the report studies the market characteristics, competitive landscape, market size and growth, regional breakdown, and strategies for this market.

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Blackpool Victoria Hospital Charity funds £ 12,000 of cycling equipment for critically ill patients Wed, 11 Aug 2021 07:00:00 +0000

The charity funded a £ 12,181 MOTOmed Letto 2, an upper and lower limb assisted cycling device on the bed designed to enable early mobilization of patients recovering from serious illness.

Nicky Williams, an intensive care physiotherapy practitioner and head of rehabilitation, said the equipment would help alleviate any problems patients may have in their recovery after returning home.

She said: “We know that critically ill patients can have many problems with losing muscle mass, becoming extremely weak. If we can improve people’s muscle strength, we can improve their function, which means we have better results when they leave intensive care. “

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Occupational Therapist Tom Glithero demonstrates the device, funded by Blue Skies, with Nicky Williams. Photo: Blue Skies Hospitals Fund

The device helps patients move their arms and legs passively while they are sedated at the UTI, as well as actively while they are awake.

Blue Skies said current research has identified that early rehabilitation is essential for improving physical function and reducing the impact of long-term problems.

Kila Redfearn, head of fundraising at Blue Skies, said she was delighted to see the device in place, supporting patients’ recovery.

She said: “We are incredibly proud to have funded MOTOmed. It is a fantastic kit that will be of great benefit to many people. We would like to thank our local community, without your generous donations we would not be. able to fund things like this Your support does not go unnoticed.

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City installs cycling infrastructure on the Performing Arts Parkway to increase safety for road users – City of Mississauga Wed, 04 Aug 2021 07:00:00 +0000

Following the success of the Tactical Urban Planning Pilot Project in 2019, the City is permanently installing bike lanes, new bike racks and public art on Living Arts Drive in downtown Mississauga. Protected on-road bike lanes have been installed to increase safety and comfort for all, with a design that is the first of its kind in Mississauga. New bike racks will also be installed this year, which will increase convenience and encourage more people to cycle by providing them with a place to lock them up downtown. In spring 2022, the cycle paths will be joined by vibrant road frescoes that will run alongside the cycle paths and parking lots. Commissioned by the City Public art program, the murals will be designed by professional artists and will help bring Living Arts Drive to life as part of the Cultural Districts Implementation Plan for the city center. These new features reflect the way the City is rethinking the layout and design of streets using lessons learned from temporary facilities to create pleasant and safe spaces for all road users.

The new bike path design includes wide bike lanes between the sidewalk and the vehicle parking lane, as well as the use of flexible poles, which are reflective plastic poles that are bolted to the road surface and ensure a visual and physical separation between the bike lane and the rest of the road. This offers cyclists and e-scooter users additional protection and separation from automobile traffic. The decision to use this design was informed by its success in other Canadian and North American cities, as well as lessons learned from temporary bike lanes, of similar design, which were piloted in 2019.


New facilities on Living Arts Drive include:

  • Permanent cycle paths on the road, composed of paint and flexible posts
  • Three new bicycle parking racks
  • New public art


Performing Arts Route between Burnhamthorpe Road West and Rathburn Road West

How? ‘Or’ What:

Living Arts Drive remains fully open to road traffic, including vehicles. The vehicle lanes have been narrowed slightly to accommodate the new bicycle lanes. Drivers can continue to park on Living Arts Drive using the vehicle parking lane.

This new cycling infrastructure advances the objectives of the City’s Cycling Master Plan and COVID-19 Recovery Framework for Active Transportation improving bicycle safety and helping to build a safe, connected, convenient and comfortable cycling network in Mississauga. The design of the bike path is also in line with the City’s Vision Zero initiatives and proposed complete street guidelines being developed as part of the Lane change project, which aim to make Mississauga streets safer for everyone through street planning and design.

Residents are invited to share their comments on the new infrastructure in line. These comments will help inform many similar projects underway this year and into the future.

To learn more about Mississauga’s cycling infrastructure, programs and projects, visit

Key words

Media contact:
Megan Schabla
Communications coordinator
City of Mississauga
905-615-3200, ext. 8537
TTY: 905-896-5151

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The city should focus on cycling infrastructure Thu, 29 Jul 2021 07:00:00 +0000

During the pandemic, many Winnipeggers decided – to borrow a line from the legendary rock band Queen – to get on their bikes and ride.

Cycling was a way to exercise in an era when gyms were closed, a clear head activity to relieve stress, and an opportunity to commune with nature after months of being locked away at home. Winnipeg’s Open Streets pilot project, which took place in 2020 and saw the expansion of the city’s annual Sunday and statutory cycle lanes, brought even more people to ride on two wheels, big time. left because they felt safe.

Unfortunately, this bicycle boom was accompanied by an increase in tickets distributed to cyclists circulating on the sidewalk. Winnipeg Police issued 87 tickets in 2020, up from 43 in 2019. So far, police have issued 38 tickets in 2021. The fine for riding on the sidewalk is $ 113.

Instead of focusing on ticketing cyclists using sidewalks, Winnipeg could be better served by prioritizing safe and accessible cycling infrastructure. “Width =” 2048 “height =” 1365 “srcset =” https: //media.winnipegfreepress. com / images / 400 * 400 / NEP10542267.jpg 400w, https: //*600/NEP10542267.jpg 600w, https: //*700/ NEP10542267.jpg 700w, https: //*800/NEP10542267.jpg 800w, https: //*900/NEP10542267.jpg 900w, https: / /*1000/NEP10542267.jpg 1000w “/>


Instead of focusing on ticketing cyclists using sidewalks, Winnipeg could be better served by prioritizing safe and accessible cycling infrastructure.

Instead of focusing on ticketing cyclists using sidewalks, Winnipeg could be better served by prioritizing safe and accessible cycling infrastructure, especially in areas of the city where there is none and in areas where there is none. areas where sidewalk users are disproportionately fined.

We don’t really know where to put people on bikes in this city. Cyclists are not motorists or pedestrians. And yet, in many parts of the city, if they don’t share the road with one, they share the sidewalk with the other.

Winnipeg’s cycling infrastructure has slowly improved over the past decade with the advent of off-street bike lanes as well as protected, buffered and painted street bike lanes. But this mix of infrastructure is mainly linked in a city-wide network by “informal street roads”, which are only streets considered to be of little or medium stress for cyclists.

On the Winnipeg cycling map, the caution zones are circled in red. As you might expect, a lot of them are intersections.

In many neighborhoods, especially those in the north of the city, informal street routes are largely the only cycling infrastructure that exists. This means that riding a bike in many parts of the city – especially if one is a commuter cyclist – inevitably means riding with traffic, often moving at high speed. On busy stretches where bikes are often crowded with cars or almost constant construction, the safest choice is clear.

According to Statistics Canada and data from the Vital Statistics of Canada: Death Database, 890 cyclists died in Canada between 2006 and 2017, for an average of 74 deaths per year. Seventy-three percent of these deaths were the result of a collision with a motor vehicle.

<p>Cycling gained popularity during the pandemic.</p>
<p>“width =” 2048 “height =” 1453 “srcset =”*400/NEP10541212.jpg 400w, https: //*600 /NEP10541212.jpg 600w, https: //*700/NEP10541212.jpg 700w, https: //*800/NEP10541212.jpg 800w, https: //*900/NEP10541212.jpg 900w, https: //*1000/NEP10541212.jpg 1000w “/>				</a><figcaption>
<p>Cycling gained popularity during the pandemic.</p>
<p>Pedestrians are also killed by motor vehicles in Canada;  332 in 2018. Pedestrians were also killed by cyclists traveling at high speed in other locations, although these incidents are significantly rarer.			</p>
<p>The bottom line is that everyone should slow down;  everyone must follow the rules of the road.  Mixed-use trails are frequently shared by pedestrians and cyclists, who must show good etiquette by announcing their presence with a bell or a simple “to your left”.  Cyclists must follow traffic rules and motorists must understand that bicycles have the right to be on the road.			</p>
<p>The increased interest in cycling shows that there is an appetite for safe, equitable and accessible cycling infrastructure in this city.  Until everyone can stay in their reserved lane, we must find a way to share without being punished.			</p>
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]]> 0 Smart bike technology to inform better cycling infrastructure Mon, 12 Jul 2021 07:00:00 +0000

Victoria is launching the world’s largest trial of smart bike technology developed in Northern Ireland which she hopes will lead to safer and better cycling infrastructure.

David Young

During the 12-month Light Insights Trial (LIT), 1,000 Victorians will have access to smart bike lighting that works with a phone app to collect and transmit data on how and where people use their bike. bike, as well as danger points and road conditions.

The technology, provided by See.Sense, a cycling technology company based in Northern Ireland, uses AI-enabled sensors capable of monitoring a cyclist’s environment up to 800 times per second to provide granular information and anonymized.

Government authorities in Dublin, London, the Netherlands and Manchester have tested the technology, but the Victorian trial will be a first for Australia and the largest to date.

Victoria’s Transportation Accident Board (TAC) is working with See.Sense, Deakin University and CRC iMove on the trial.

Lack of data

David Young, head of vehicle safety, innovation and technology at TAC, says the trial comes in response to a lack of data on cyclists and the risks they face on the road.

“We are asking all kinds of cyclists to register for the trial, whether they are a cyclist who just likes to ride the bike paths on weekends, or someone who commutes between shopping or work, or someone who goes out for a long time. weekend walks, ”he said Government news.

“We really want to understand all the different risks that different types of cyclists face and how we can best build a network that supports them – for example, is there some kind of infrastructure that works really well for cyclists leisure versus commuters versus people who are out there more regularly.

Mr Young says that once the smart light is affixed to the bike, it can capture information about swerving, braking, acceleration, collisions, speed, time spent stopping at intersections, if cyclists cross infrastructure such as roundabouts and encounter potholes or bumps in the ground.

The data is then sent to the cloud for analysis by See.Sense operators.

Mr Young says the TAC is concerned about privacy concerns and participants will be able to choose whether or not to share data or set up privacy zones. Data captured by See.Sense is also subject to European data protection regulations.

“The aim of the study is to do all we can for the benefit of cyclists,” he said.

“We’re very interested in infrastructure and we want to see if we’ve spent the money in the right areas, balancing that investment appropriately and making sure people are protected. “

Using technology to gain information

Mr. Young says technology offers another tool to help plan for active transportation.

“With this particular group of road users, we’ve looked at the technology to get more information because we don’t get it through traditional means,” he said.

TAC is working with cycling networks, including Bicycle Network, Auscycling and the Amy Gillett Foundation, to recruit a wide range of participants and hopes to launch the trial by the end of August.

The state government is putting in place new cycling infrastructure in regional centers and the Melbourne metropolis as part of its $ 100 million Safe Cycling and Pedestrian Fund.

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Cycling equipment is expensive, but not expensive enough Thu, 01 Jul 2021 07:00:00 +0000

Cycling is expensive. Like, really expensive. But you already knew that. Michael Frank, my former boss when he was editor-in-chief of Mountain bike magazine (RIP), has an article on Gear Patrol that attempts to answer the eternal question:Why are bikes so expensive?

Making a story like this presents a somewhat inescapable challenge: you ask people whose business it is to sell expensive stuff why their stuff is so expensive. Guess what? They have polite and reasonable answers!

The damning message from Frank’s story is the same one I’ve heard time and time again from many sources: “good” bikes are expensive because they are expensive to make. There is a lot of engineering time, premium materials, many hours of skilled labor, tight tolerances, the expectation of perfect workmanship and jewelry-like details, and volumes. relatively weak.

I especially liked this passage, “When [Chris] Cocalis shows someone one of Pivot’s $ 10,000 mountain bikes, he will hear people shouting, “I could buy a motorbike for that!” Which, he admits, is true. “But is there a motorcycle with a carbon frame, carbon wheels and suspension components comparable to a high-end mountain bike? Yes. This is called the Ducati Superleggera V4. It fits quite well and it costs about $ 100,000. ‘”

I own a motorcycle that costs as much as a bicycle: a Ducati Scrambler that had a retail price of $ 8,495 when I bought it in 2015. And when I get up close, the finishing work looks like the crap: less than a $ 1,200 bike. The Scrambler’s suspension technology is rudimentary compared to that of an $ 8,500 mountain bike. The controls on my Ducati aren’t as crisp or precise as those on the Shimano XTR or SRAM XX1 that I would expect to find on an $ 8,500 mountain bike. Not even close. An $ 8,500 bike is undeniably better quality and better made than a $ 8,500 motorcycle. Additionally, a motorcycle has ongoing registration and insurance fees. A bicycle does not work.

Still, I sympathize with the many (many) people I hear about when I write a review for a high-end bike, because I often feel like the sport I love is getting paid for. I am not only a journalist – a profession not known for its high salaries – but a journalist in the bicycle industry, a sector known for its low salaries. My wife, who is also an avid cyclist, is a third grade teacher at a Colorado public school. It is a low paid profession in a state ranked last in the countryfor wage competitiveness.

We are doing well and we are not poor. But neither are we able to buy top-of-the-line bikes without getting into dangerously debt – and we don’t even have children. We both love to ride on roads, mountains, gravel, cross country and move around a pretty town. Equipping this household with a new fleet of “good” bikes could easily cost $ 50,000 or more. And that’s before taking into account the clothing, helmets, goggles, brackets, tools and all other equipment that surrounds this sport.

And then there are the unexpected expenses of sport. Cycling comes with risks and everyone involved will end up hitting the ground. Few years ago,my wife and I both suffered serious injuries in separate bicycle crashes, resulting in hundreds of thousands of dollars in medical bills. I had another serious accident in August 2020 which resulted in six broken ribs (one in two places), a bruised kidney, and a three-day hospitalization. Fortunately, we both had insurance, but we still incurred high costs. Our savings have been hit hard and delayed our retirement planning by several years. And something like that could very easily happen to one or both of us.

So I understand the festering rage when we publish story after story about new bikes $ 10,000 and up. Who can afford this shit? Certainly not me.

But even as expensive as the bike is, I’m about to say it should be Following Dear.

As I said, the cycling industry is known for its low wages. While many on the inside might make more money in other industries, they are less willing to accept being a part of something that makes them happy. But many can only do so for so long before they are forced to move in order to secure their future or start a family. I know this because I have met these people, and I have considered leaving the industry myself for the same reasons.

Bicycle stores in particular struggle to keep good employees, as the margins on sales are so slim – even with a full retail margin – and labor rates are forced so low that they don’t. cannot offer competitive salaries or the benefits that encourage the right people to stay. In 2014, Fred Clements, executive director of the National Bicycle Dealers Association,wrote an articlein which he quoted bike shop wages and seemed to reinforce the old joke: “How do you make a million dollars in the bike industry?” Start with two million.

According to Clements’ post, “A junior mechanic earns an average of $ 15,336 per year and a senior mechanic $ 27,606. Junior salespeople earn an average of only $ 15,000 per year and senior salespeople $ 27,622. What about store managers? They earn $ 40,301 per year. The average bicycle store owner earns $ 49,877 per year.

I just completed a review of a Pinarello Dogma F that carries a suggested retail price of $ 14,500. The bike costs almost as much as Clements’ estimated annual salary for a junior mechanic.

The next time you hit a hill at nearly 50 mph on a 16 pound road bike, wearing little more than underwear and a foam cooler on your head, about to pull the brakes to rub speed for an approaching bend, on roads you share with two-ton SUVs, think about this: do you want the bike you worked on underneath to be given to a minimum wage transition worker? Or a seasoned professional who is appropriately paid, trained and certified to work on extremely light and precision equipment?

Because, as a former workshop mechanic and service manager, there are a lot of firsts and not enough seconds. So please don’t complain about the $ 120 labor rates or tune-ups.

These are just the first few lines. Because cycling equipment, especially carbon fiber parts, is very laborious to manufacture, many cycling equipment is made in low-labor countries, some with questionable track records in manufacturing. human rights.

Joe Lindsey, a frequent Bicycling Contributor toan excellent piece(is there any other type of Joe Lindsey play?) Outside magazine about the ongoing battle of the outdoor clothing industries to ensure factory workers are treated and paid fairly. Executive Summary: It’s very complicated. Even companies like Patagonia and Prana are struggling – and these are companies that stress the need for fair treatment of the workers who make their products.

At least in the outdoor industry, there are many players actively talking about factory conditions and (apparently) trying to do better. This is hardly a conversation in the bicycle industry. Talk about the welfare of factory workers building carbon frames in China, Indonesia or Vietnam at a bike industry rally, and the reaction you’ll likely see is a whole bunch of white dudes staring at the ground and awkwardly kicking dirt. It’s (probably) not that people in the bike industry don’t care – sport is built on fun, happiness and well-being – but because they know that any layer, process or added audit in the flow of raw material to the finished product will make an already expensive sport even more expensive.

Am I convinced that if people accept higher prices, the money will go where it should go to improve the quality of life of the lowest paid and the most vulnerable and not get sucked in by executives and middlemen? No. I’m actually quite cynical: the bike industry has a lot of Gordon Gekkos. But I’ve also seen that change is possible when the money is there for change to happen.

Here’s the uncomfortable truth: if we think only suckers pay retail, if we always ask for a deal, if we always take our bike to the store with the cheapest labor rates, then we are hurting the sport. . We are chasing people who could improve it; we prioritize our desire to do cool shit over the health and safety of other human beings. How long will we be okay with this?

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“Colchester can create first-class cycling infrastructure” Tue, 29 Jun 2021 07:00:00 +0000 Colchester has the opportunity to create a world-class cycling infrastructure, supported by Colchester cycling campaign.

it’s super well explained here with photos of existing blackheads and plans to secure them.

You can zoom in on a city map and watch the improvements in the actual streets around your home and track changes in your regular commutes.

Imagine living with much less traffic, less noise, cleaner air, the ability to pedal safely and see our children do the same.

It is their future and we must speak up for them.

Imagine staying fit both physically and mentally and not weighing down the wailing NHS, and making your contribution to burning less fossil fuels.

Once you’ve done that, it’s hard to imagine anyone who cares about Colchester opposing the proposals to deliver this vision, especially Sir Bob Russell, our former MP and champion.

The plans are all aimed at making walking and cycling safer, especially for children and less confident cyclists.


At the moment some small sections of cycle paths are not very busy because they do not join anything, if we create a whole network and you will see them crowded with cyclists, people who have left their car seats and on their saddles.

Watch success in the Netherlands and London, Bristol, Cambridge and Nottingham, all considered exceptional cycling cities.

Some local councilors are studying the routes themselves, cycling around town with Stuart Johnson, deputy secretary of the Colchester Cycling Campaign.

I invite Sir Bob Russell, whom I greatly admire for his dedication to Colchester, to jump on a bike and do the same with me.

Laurel Spooner

Retired general practitioner

Ireton Road, Colchester

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West Yorkshire to invest in new cycling infrastructure – AirQualityNews Tue, 15 Jun 2021 07:00:00 +0000

The West Yorkshire Combined Authority will invest more than £ 19.4million in walking and cycling programs.

At a meeting last week, members approved recommendations to advance three walking programs. This included a £ 7.6million scheme to boost active travel between Skipton Rail Station, Coach Station and the city center.

Members also heard details of a £ 10.9million scheme at Harrogate station.

The Skipton and Harrogate railway station projects will be carried out in partnership with local authorities under the Transforming Cities Fund program.

Tracy Brabin, Mayor of West Yorkshire, said: “In my manifesto I made a commitment to achieve our goal of becoming a net zero carbon economy by 2038.

“This is why I am delighted that the investment committee has agreed to progress programs to increase walking and cycling. It’s not only good for air quality, but it’s also a fundamental part of my commitment to improving health and well-being. ‘

Roger Marsh, Vice Chairman of the West Yorkshire Combined Authority Investment Committee, added: “Building the future we want with a 21st century transport system is more important than ever, helping to lead the economic recovery of the region after the pandemic and achieve our goal of becoming a zero-carbon economy by 2038.

“We need to reduce car trips by 21% and increase bicycle trips by 2,000%, walking trips by 78%, bus lanes by 39% and train trips by 53% if we are to achieve this. ambitious target within this timeframe. These programs will help us do that.

In related news, the bicycle is ten times more important than electric cars in achieving net zero cities, writes Christian Brand, associate professor of Transport, Energy and Environment, Transport Studies Unit, University of Oxford.

He says: “Active travel has offered an alternative to cars that preserves social distance. It has helped people stay safe during the pandemic and could help reduce emissions as containment is relaxed, especially since the high prices of some electric vehicles are likely to deter many potential buyers for the. moment.

Photo credit – Flo Karr

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