A Bike Lift for Bristol?

As we all know only too well the hilliness of Bristol is a deterrent to cycling, especially for those considering cycling for commuting or utility purposes where getting from A to B sometimes means being confronted with quite a climb, around 30 metres at a gradient of 1 in 10 (10%) just to get up Park Street for example.



There are one or two other routes that give an easier climb of the Clifton - Kingsdown escarpment but they tend to be indirect and not at all obvious to the novice. For example climbing from the Centre to Queen's Road via Colston St and Park Row will give you a 40 metre vertical climb at a gentler average gradient of less than 1 in 20 (5%) and with just an extra 40% of horizontal travel compared to College Green/Park St.

But even long climbs at 5% gradient are off-putting to many potential cyclists so we need a bit of lateral thinking. Bike Lifts have been suggested before but no one has really identified a practical location for one (Park Street being far too complicated a location for anything like the Trampe). So this is by way of #7 in my 'Cycling City - Constructive Suggestions' series (more to come when I find the time) - a Bike Lift based on that fine examplar of the spirit of Bristol, the Trenchard Street multi storey car park.



Cyclists have been known to use the existing lifts in the Trenchard Street multi storey for decades but such makeshift arrangements are far from satisfactory. The existing lifts are difficult to access, too small and of course in some demand by legitimate car park users (who one has to admit do pay for them). Indeed one of the two lifts has recently been refurbished so that it can only be operated by someone with a parking permit or ticket (presumably to stop cyclists and others freeloading).



So I'm suggesting a new lift of the external variety attached to the structure on the south west elevation of the multi storey car park and linking the bottom of Trenchard Street (where the ground is level with the Centre) exclusively with level 8 of the multi storey which has a direct, level access onto Park Row (below) just above the Red Lodge and not far below its summit level. The height gained would be nearly 30 metres, about the same as climbing Park Street!



A new lift could be designed as a linked pair so that one lift cubicle was always down when the other was up to minimise delays. Intermediate levels would not be served, just Denmark St level and Park Row level, so accent would be rapid and direct. Entry and exit doors could be on opposite sides so bikes wouldn't need to be turned. The lift cubicles could be light and spacious giving some quite impressive views.



Of course such an installation wouldn't be cheap but I believe it could prove very popular with cyclists (and others who find climbing Park Street daunting) who would suddenly find that the Clifton - Kingsdown escarpment was no longer a major deterrent. Perhaps it might go some way towards changing the image of cycling in Bristol as something exclusively for the Lycra-clad super-fit.



The map below shows some of the principal cycle routes that could link to a Trenchard St Bike Lift. On the high side Queen's Road, Whiteladies Road and the University campus would become much more accessible and even the heights of Kingsdown and Cotham could be accessed with a further climb up Woodland Road. On the low side the main core of the city could access the Bike Lift via Denmark St (how apposite!) from the Centre and via Frogmore Street from the Hotwell Road direction.


View Trenchard St Bike Lift in a larger map

The Trenchard Street multi storey is owned and operated by the Council so there shouldn't be any fundamental problem in installing such a Bike Lift, given that the cost, Cycling England willing, could be met from the Cycling City budget. Apart from the benefits to cyclists and pedestrians the addition of a smart new external lift could be part of a much needed makeover of the multi storey, which must rank as one of Bristol's most depressing buildings.



Bristol City Council has the chance to take a lead with this, but they'd better hurry because other cities have bold visions for the future, such as Seoul with this (above) planned bicycle elevator. For Bristol this really could be the iconic symbol of a genuine move towards being a Cycling City and perhaps the world's first and best example of a bicycle lift forming a key part of a city's cycling infrastructure. So let's see what excuses Cycling City manage to come up with for not pursuing this one.

Cycling City - Constructive Suggestion #6

My last suggestion for south Bristol seemed to generate a more positive response than usual so here another idea to improve links between the city centre and the Southville / Bedminster area, an area that is mostly fairly flat and all within one and a half miles of the centre. General traffic routes are constrained by the River Avon and New Cut, so traffic congestion is high on the main river crossing at Bedminster Bridge.



Cyclists and pedestrians however have the option of using a number of traffic free bridges of which Gaol Ferry Bridge is the most popular. In fact Gaol Ferry Bridge is itself quite congested at times (above and below), with cyclists and pedestrians channeled into narrow 'pens' in a crude attempt to minimise conflict between them. If cycling continues to grow the limitations of Gaol Ferry Bridge will become even more critical. The other traffic free bridges are either remote from the main desire line (Ashton Avenue Bridge) or unsuitable for cycle use due to access problems (Vauxhall Bridge).



So how about a new pedestrian/cycle bridge over the New Cut, say halfway between Gaol Ferry Bridge and the next crossing point, to relieve the growing pressure there and perhaps give users a more direct link towards Prince Street Bridge? Such bridges need not be particularly expensive - perhaps around a million pounds - providing the approaches and abutments can be engineered fairly simply.

The most logical locations (shown as red links below) would feed directly into the best available links to Prince Street Bridge, either the link under Cumberland Road or near the southern end of Wapping Road. I favour the former link because it minimises conflict with motor traffic by passing under Cumberland Road and could make use of existing structures to provide abutments. There may even be a case for building bridges at both locations!


View South Bristol Routes. in a larger map

The map above shows how such bridges could link on in, including back to my last suggestion at Ashton Gate where a direct link can be made with the proposed Colliters Greenway to continue into Ashton Vale. Improved links southwards to the Malago Greenway would also be desirable and might be more readily achieved from a new bridge than from Gaol Ferry Bridge.



Providing the project was handled by an outside agency rather than the City Council it might all be achievable within a modest timescale and budget, possibly within the remaining two years of the Cycling City project. As with my other suggestions it's up to others to pick up and run with this if they think it sounds promising. But if we don't look at resolving the capacity constraints in corridors like this then cycling will not be able to grow to its full potential.


Cycle Bridge Chic - is it just me or are cycle bridges really sexy?

Cycling City - Constructive Suggestion #5

Time once again to temper my criticisms with some constructive suggestions, despite the total lack of interest exhibited by our 'Better by Bike' brethren. The officers may be averse to anything imaginative or innovative, but I haven't yet given up on the hope that one or two councillors might recognise the potential to create something of enduring value as a result of the Cycling City funding.



Constructive Suggestion #5 might be called the Colliters Greenway, a largely off-road cycle/walkway following the Colliters Brook corridor through the Ashton Gate area of south Bristol. The key to such a route achieving a decent standard of segregation from motor traffic and environmental quality is the link proposed here around the perimeter of the existing Bristol City football stadium (above), due to be redeveloped in due course.
Bristol City - Tesco
As you are all doubtless aware, the current proposal (link above) is for a new Tesco supermarket. I don't want at this stage to get into the pros and cons of that but whatever the outcome the link through the site proposed here would be very valuable. The supermarket plans show the main building to the east of the site and the bulk of the land given over to car parking - some 530 spaces I believe.

This Greenway opportunity, which has inexplicably been overlooked by the planners so far, might result in the loss of a few of those precious car parking spaces, but on the other hand it might well encourage people to walk or cycle to the store instead of driving, particularly since the Colliters Greenway route as proposed here would be flat all the way from the city centre, harbourside, and Hotwells through to Ashton Vale.


View Colliters Greenway in a larger map

So once again it's over to our elected representatives and anyone else who fancies a crack at breaking through the bureaucratic inertia of Cycling City. Do we want to seize this once-in-a-lifetime chance to secure a vital link in what could develop into one of the City's most attractive Greenways, given the right sort of political backing, or do we let the chance slip away as has happened so often in the past?

Cycling City - Constructive Suggestion #4

Despite the rough ride I had with Constructive Suggestion #3 for daring to suggest a link impinging on the Narroways Hill Nature Reserve, I shall press on with #4, which is for a change in South Gloucestershire rather than Bristol City, although still in the Greater Bristol area covered by Cycling City. The map below shows the current Cycling City proposal (green route) for a cycle route through the north fringe from Brentry, around the west end of Filton runway, through Cribbs Causeway and on to Patchway, Aztec West and Bradley Stoke.


View North Bristol cycle routes in a larger map

Those that came on the exploratory ride two weeks ago will recall that the overall route is surprisingly attractive but that Cribbs Causeway itself, with its mega sheds, car parks and disorientating network of roundabouts, is rather a forbidding prospect to the cyclist (and even to many motorists). The cycle route proposed by South Glos attempts to find a route through all this but in doing so ends up ludicrously convoluted, particularly where it approaches the centre of the Mall from the south-west and then has to detour almost 700 metres around the southern tip of the long block and back towards the centre on the north-east side to pick up a rather pointless bit of cycle path.

Now a 700 metre detour around the outside of the Mall may be mildly amusing the first time it's followed, but this route is supposed to serve regular cyclists making purposeful journeys and they are soon going to tire of such an obviously daft deviation from their 'desire line'. A commuter using the route twice a day would clock up an extra 350 kms (approx 25 hours of cycling) in the course of a year just on that detour alone! Once again we have to question the competence of the officers charged with devising these routes.


Ramping up - little used infrastructure could help cyclists

But in the uncharacteristically constructive spirit I adopt for the purpose of this series I have identified an alternative route, shown in red on the map, which as you can see provides a far more direct link through Cribbs Causeway yet still gives good access ot the Mall and better access to many other retail outlets. My route is 994 metres overall compared to 1,676 metres for the proposed Cycling City route, which is therefore almost 70% longer! Both routes involve some new construction and include two road crossings so implementation costs are unlikely to be very different.

Finally it's interesting to note that much of the overall route is presented by Cycling City as 'new infrastructure' (map below, click to enlarge) and yet most of it already exists and is readily usable. For example in the section we are looking at that marked by the number 18 will be 'new infrastructure' but that marked by 15 already exists and just requires some localised upgrades. The links marked 17 were to be provided as part of the Filton North Field development which has recently fallen through so won't happen within the Cycling City time frame (a possibility that hangs over much of the proposed 'new infrastructure').



When Jon Rogers returns (subject to the will of the voters of Ashley) to the Cycling City fray in June we must hope that such blatantly misleading documents and maps as that above, which date from the dark days under Labour's 'championship' of Cycling City, are finally withdrawn and replaced with something that fits with the new spirit of openness and transparency.

Cycling City - Constructive Suggestion #3

No response from the Council on my previous suggestions of course, but undeterred (or spurred on perhaps?) I shall continue my series of constructive suggestions for new cycling infrastructure with an idea that we explored on our ride last Sunday.

We were heading back towards St Werburghs from UWE, just north of Stoke Park, initially following the long established cycle path (which I recall proposing around 1990) which links UWE and Lockleaze around the perimeter of Hermitage Wood. Faced with the rather bleak prospect of a long descent through Lockleaze and then a climb back up along Muller Road we agreed (I lead, they followed) to test out out a potential off-road link (just to left of hedgerow below) past the Purdown Telecom Tower.


Pic credit to Matt Taylor

The route picked up the historic ridge route, Sir John's Lane, and then to the open space down to Muller Road. The slopes here get pretty steep (as one of our company found to her cost) so careful path alignment is needed to achieve manageable gradients. There's already a proposal for a bridge across the crest of Muller Road to link Fairfield School to proposed playing fields on Purdown so this could provide an excellent public link for cyclists and walkers too.


View Purdown to Montpelier in a larger map

Our route could then continue along Allfoxton Road to Narroways Junction where the redundant railway formation could be used to link across St Werburghs to Montpelier, so creating an almost continuous off-road route from UWE to Montpelier with of course numerous local links, in particular to the top of the intriguing Boiling Wells Lane to link directly down to St Werburghs. The route would link at either end to good cycling routes so enabling say Clifton to UWE or Easton to Bristol Parkway.


The old railway bridge abutments at Narroways - new bridge opportunity?

As before I offer these ideas up for public discussion and even, if you believe in miracles, official action. To be fully appreciated the route needs to be followed on the ground (it is mostly accessible now) to get some idea of the stunning views from the Purdown Ridge. To my mind this route could give Bristol's cyclists something to get excited about, something sorely lacking in the official Cycling City proposals. Comments welcome.

Cycling City - Constructive Suggestion #2

Last week's constructive suggestion seemed to get a good response, although nothing officially from the Council, so I'll roll out a few more. As noted Cycling City lacks any truly significant 'new infrastructure' projects, the sort of things that will make cyclists feel that it's making a real difference to their lives. So here's what could be called a 'new cycle route', although it's basically an upgrade of existing paths so possible to use now but known to very few.


View Avon Gorge - Blaise Estate in a larger map

The route starts with a detour away from the existing Portway cycle track which uses the wide footway. It suffers from being next to a busy road and the sense of being constantly blasted by the noise of passing traffic. But there is a little used pathway along the river bank a few metres away which is decidedly quieter and opens up splendid views along the river Avon. Such a contrast.


The river Avon at Sea Mills

At Sea Mills my route turns north-east to follow the Trym up to the Blaise Castle Estate at Combe Dingle where the estate paths have recently been upgraded (pic below) and now provide a excellent routes for cyclists, subject of course to the need to slow down and give way to walkers. I suggest that the route from the Avon Gorge and along the Trym valley be upgraded to a similar standard.


Existing paths in Blaise castle estate.

The proposed route would complete a continuous off-road largely traffic free route from central Bristol to Blaise Castle Estate, one of the landscape gems of Bristol. Links at the Cumberland basin could provide links of a similar quality to south Bristol and Ashton Court. The tourism and leisure potential could be outstanding. Does Cycling City have the vision to grasp such an opportunity?


Dingle Road passes over the Trym on a fine bridge.

This delightful route (and more) will be explored next Sunday with a bike ride starting from the Arnolfini at 10am. All welcome, just email me (chrisdothuttattalktalkdotnet) for details.

Cycling City - a Constructive Suggestion

Just for a change I'm going to try making some constructive suggestions for Cycling City, which by its own admission lacks the "wow" factor that is considered so essential in today's image obsessed world. It seems that for all the money being thrown at Cycling City and the elapse of over 9 months Bristol City Council still can't seem to find anyone with vision and imagination to work on the project. The best they seem to be able to manage is to recycle long established cycle routes as new ones on the basis of some minor improvements.

What the project needs is some infrastructure developments that create new links that make cyclists' journeys quicker, pleasanter and more convenient. So here is a first of what may be a series of constructive suggestions for such links. I'm not expecting to get any credit for this, even less any payment (I wouldn't want to deprive all those parasitic consultants of their life blood). I do it, against my better judgement, because I just can't suppress my innate enthusiasm for cycling.


View Ashton Gate routes in a larger map

Let's start with the Sustrans Connect2 project (now part of Cycling City and shown in yellow above), which seems to be bogged down in futile attempts to establish a new or improved crossing of the Docks Entrance Lock by Brunel's old swivel bridge, despite the fact that the alignment bears little relationship to the 'desire line' of the majority of potential users and seems to be founded as a John Grimshaw vanity project to link his name to that of Brunel, comparisons with whom he is rather fond.

The 'desire line' for a route from Ashton Court, Long Ashton and points west to the city centre is, like most desire lines, an approximation of a straight line. The route needs to cross the River Avon and then the Cumberland Basin to feed into Hotwells, Cliftonwood and north Harbourside. The River Avon crossing is long established via the old Ashton Avenue Bridge (pictured below) so the question is which end of the Cumberland Basin to cross - the west Entrance Lock end (Brunel's bridge) or the east Junction Lock end (Merchants Road)?



If you're not an employee of Sustrans or the City Council it won't be too difficult to see that the Junction Lock end gives a route that much more closely approximates a straight line than the Entrance Lock end. So what we need is a direct link from the Ashton Avenue bridge to the Junction Lock. Fortunately there is a section of disused railway passing under Cumberland Road that does precisely that, as shown above in red and pictured below. All that is then required is a section of contraflow cycle route on Merchants Road to link up to Clifton and away we go.



My direct route is less than half the distance of the Sustrans Connect2 route and avoids the expense of a new/upgraded crossing of the Entrance Lock gates, using instead the existing swing bridge which will need some traffic management to achieve an appropriate standard for cyclists and an improved traffic environment in the vicinity of the Nova Scotia and Avon Crescent by diverting through traffic onto the Brunel Way flyover system, where it should be.


The redundant railway route through to Avon Crescent

It seems such an obvious link to make, yet both Sustrans and the City Council have become fixated on getting a new link over the entrance lock by the Brunel bridge which offers little advantage for most cyclists. Even the small proportion heading for the Portway from Ashton Avenue Bridge will find the distance via the junction Lock crossing less than 200 metres longer, well under a minute of cycling. One has to ask why such a basic analysis of the options seems to be beyond the wit of the so-called professionals.