The Real Function of Galway’s "Cycle Paths" ?
This shows how the cycle path is merely continued
This is a typical example of the layout of
This illustrates the situation faced by cycle
Disclaimer: Nothing in this document is offered as a legal opinion
if you are unsure as to the operation of the Road Traffic Regulations
contact your legal advisor.
Next "Rules of the Road" a la Galway corporation
Life outside a car in the "City of the Tribes"
A view of a "pedestrian crossing"
This shows children crossing the road with
Parents with baby buggies running from behind
This picture is another view of the above
Mother with children at an unprotected "crossing"
We have heard several independent reports
Safely across (this time).
On the recently constructed Western Distributor
Pedestrians at a "crossing" on the
This picture also show one of the large “ghost
The Officially Available Guidance on Roundabouts
A Foras Forbartha study on cycling in Galway
A study on roundabouts in Swords in county
If you have other photographs showing typical
Galway Cycling Campaign July
 RT 181
Galway Cycling Campaign -Feachtas
What’s the issue?
Up to 75% of car/cycle collisions happen at
Cyclists who fail to yield, overtake on the
Current UK guidance is to specify minimum
The Galway Cycling Campaign is still seeking
Defensive action for cyclists
The best defensive action for cyclists is
Â© Galway Cycling Campaign, February
The Galway Cycling Campaign can be contacted c/o the One
They are bad
Bicycle Research Service: ForschungsDienst Fahrrad
FDF 218 – 28.05.1994
HISTORY OF CYCLE TRACKS
Cycle tracks for the expansion of motorised traffic
Key points: At the start of the twentieth century the first cycle tracks were constructed for the comfort of cyclists. Since the end of the 1920s, cycle tracks have been required and promoted as a prerequisite for the expansion of motorised traffic. It was only in the 1930s that cyclists were forced to use cycle tracks, allegedly for their own safety.
Main content: Volker Briese has reviewed the industry newspaper “Radmarkt” (Bicycle Market), that has been published since 1886, and has compiled the history of cycle tracks in Germany up until 1940. In the nineteenth century people began to demand cycle tracks because the unpaved roads and roadways paved with large stones were clearly unsuitable for cycling.
The first special tracks that were constructed for cyclists did not follow standardised guidelines or state specifications.
In Bremen, Hamburg and Luneburg these tracks were initially sections of the roadway that had been improved for cyclists. In the environs of Hanover and Magdeburg the tracks were for the purpose of recreational cycling and for making excursions. These were constructed thanks to the self -help initiatives of cycling clubs or as municipally provided facilities.
Between 1926 and 1928 firm demands were made to remove cyclists from the roadways through the construction of cycle tracks. The first bible of cycle track construction, “The economic significance of cycle traffic and the construction of cycle tracks,” was published by Dr. Henneking in 1926. This brought about the development of the “Guidelines for creation of cycle tracks” by the Study Group for the Construction of Roads for Automobiles in 1927. In contrast to the example of England, from this time the construction of cycle tracks intensified in Germany, so that cyclists finally come “off the streets”
In the National Socialist era cycle-track construction became integrated into state and party propaganda as an important pre-requisite for the furtherance of motorised traffic. The construction of cycle tracks was supported by the National Socialist Motorist Corps (NSKK) and the German Automobile Club (DDAC).
In the “Road Traffic Regulation of the Reich” (RStVO) introduced on October 1, 1934, the rights of cyclists, equestrians and pedestrians to use streets were considerably restricted. “Where a road is assigned to a particular type of traffic (Footpaths, Cycle Track, Bridle paths), then this traffic is restricted to that part of the road assigned to it.”
Compulsory cycle track use was the main disciplinary instrument faced by cyclists, although in the 1930s, with a ratio of 20:3, they still had a clear majority over motorised traffic. We can conclude from the intense propaganda surrounding the compulsory use of cycle-tracks from 1934 onwards that the cyclists were not happy with the new narrow, inexpensive and poorly surfaced cycle tracks and preferred to use the main roadways instead. While the Reich’s Autobahns were being celebrated as “Adolf Hitler’s roads” the cycle tracks were being termed “the roads of the little man”. “Let us show the marvelling foreigners (during the forthcoming Olympic Games 1936) proof of an up-and-coming Germany; a Germany where the motorist has bicycle-free and safe access not only to the autobahns but to all roads”.
V. Briese: “Cycle track construction before the second world war – back to the future””, in: Radmarkt 5/1993. “Cycle tracks, Opium for the cyclist”, in Radfahren 1/1994. “Cycle tracks. Automobile associations determine bicycle policy”, in: Radfahren 2/1994.
Address: Prof. Dr. Volker Briese, Elser Kirchstr. 39, 33106 Paderborn; Tel. 0521-69450.
(Translated by Shane Foran Jan 2004 with some help from friends in Germany)
Until 1999, the ADFC’s Bicycle Research Service published reports on traffic issues and cycle politics on a fortnightly basis Many thanks to Tilman Bracher, Mattias Doffing and to Elmar Steinbach, who have published these reports on the Internet
The Bicycle Research Service was discontinued mid-1999 It was superseded by the Bicycle Research Reports which can be subscribed from the ECF (www.ecf.com) European Cyclists’ Federation ECF – Rue de Londres 15 (b 3) – B-1050 Brussels – Phone: +32-2-512 98 27 – Fax: +32-2-511 52 24, e-mail: mailto:firstname.lastname@example.org
Formed after a large public meeting in 1998, the Galway Cycling Campaign is in essence a group that exists to forward the interests of ordinary everyday adult bicycle users, we have the following core aims.
* Safer conditions for cycling
* Planning that gives equal priority to all road users
* Improvement of existing facilities
* Secure parking for bikes
* Recognition of the rights and responsibilities of all road users by all road users
When people think of cycling safety such things as cycle lanes and cycle tracks automatically spring to mind, the thinking behind such segregated facilities is often based on the premise that the roads cannot be made to work for all road users.
Unfortunately cycling safety is a complex issue governed by many different factors. Total segregation is often impossible to achieve and partial segregation can make matters worse, unless you also try to make the roads work for all road users, clearly a circular argument. For this reason many cycling activists now prefer to focus primarily on other issues such as speed limits and speeding by motorists, road designs (especially junction layouts,), traffic calming and so on. Increasingly there is the issue of whether motorists should have a more clearly defined duty of care towards more vulnerable road users.
Another issue which is becoming more prominent concerns the fact that it continues to be legally permissable to import, to purchase, and to use, cars that are designed to break Irish law. Since our formation the GCC has made it our business to gather as much information as possible on what currently constitutes best practice in transportation planning and in “Road Safety”. This information is then used to draw up position documents on a range of issues, which are then submitted to relevant local and national authorities. We are constantly monitoring the situation for cyclists in Galway City and reviewing the implications for cyclists of all new developments.
In order to do this work effectively we need to have “eyes and ears” everywhere. Thus, we are always on the look out for new members and volunteers.
If you are interested in getting involved then contact us via the GCC, c/o The Galway One World Centre, Bridge Mills, Galway.