A couple of years ago I innocently put up a blog post asking if there should be an Edinburgh Festival of Cycling? It seemed like a good idea at the time, now on the eve of the second Edinburgh Festival of Cycling, I still can’t believe that it is happening. It is not just that EdFoC (as we affectionately call it) has been listed as one of the UK’s best cycling festivals by The Guardian and Total Women’s Cycling. It’s also that I have been asked for advice on how to run a successful cycling festival by people as far away as Canada and Australia!

As a result of this experience I have decided to put together this wee Q & A:

How did EdFoC start?

Ironically in a way, it started with a mass protest ride called Pedal on Parliament, which in itself started as twitter conversation between three friends. When we started planning PoP, we had to get permission and give an estimate of number of the people we expected to turn up. I said “put down 300 and if 50 turn out we are doing well”. On the day an estimated 3,000 turned up. This made me think that there was an appetite for everyday cycling and I decided that what Edinburgh needed was a Festival of Cycling, and set about organising one.

Is it open access, like Edinburgh Festival Fringe?

Yes, we invite people to organise their own cycling/bicycle related events. The festival acts as a banner for all sorts of events, some are already well established such as the Edinburgh to St Andrews ride (65 miles) and the Spokes Bike Breakfast, both of which have been running for years, but were happy to become a part of the Festival. Others events are brand new, such as the Edinburgh inter-schools MTB championships and the Women’s Cycling Forum (both firsts for the UK).

Are any events run directly by your organisation or is it all community generated?

Yes, the Festival does run some of the events too, we organise a number of talks, exhibitions and the highly success full Night Ride (which has sold out both years and has been described as a “magical experience” on its first outing). I should also point out that the Edinburgh Festival of Cycling Ltd is a community based social enterprise, and any profits from running the festival are invested into grass roots cycling in the city.

Do you have any records of the numbers of participants from the festival last year?

It is hard to know exactly how many people took part in the festival last year, as we had 40+ events across more than 30 different venues, over nine days. I would estimate that there were at least 1,500 – 2,000 people in total. We did gather feedback on the festival through an online survey, which showed that over 80% of those who responded rated the Festival as Very Good or Excellent, which we were very pleased with.

Do you know if participants were regular bike riders or were non-riders engaged with the festival as well?

From the limited snap shot of the feedback survey, we know that most of those who responded were already cyclists, but just about all of them said that it had encouraged them to cycle more. Those who were not currently cycling (and there were a few) said wanted to give it a try again because of the festival.

Up date, a few more questions have been asked, which I have added here.

Do we charge a fee to event organisers for having their events listed?

Yes we have a fee of £20 for listing events (other Festivals in the city charge higher fees), this is something we will look at again after the
festival this year and maybe go to a two trier system, for commercial and non commercial events.

What about events which register after the printed guide has been released?

Here we still charge the fee, as to do otherwise would create an incentive to wait and add events late.

What sort of marketing does EdFoC do to promote the whole event?

Most of our marketing is through social media and press releases as we started with a zero budget. This year we did take out a display Ad in a
cycling magazine, but the budget is still very limited. There is also the printed programme, which we distribute through out the city. This year we distributed 10,000 copies of the printed programme.

Are event organisers expected to do some of their own promotion and if so, do they understand this?

Yes event organisers are expected to do some of their own promotion, we make this clear on the booking form for inclusion in the festival. Certainly most (probably all, I haven’t had time to check) event organisers do some of their own promotion. Interestingly last year we had reports that event organisers had large increases in traffic to their websites, much of which was click thought from the EdFoC website, so they felt that they had seen a clear benefit to being a part of the festival.

Hope that this is some use, of course if you have any more questions, I always happy to try and help.

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Some time ago I decide to run an occasional series called “Trivial fact for today”, it is very occasional so here is…

Trivial fact for today: No. 2 In 1228 the Scots’ parliament passed an act to allow women to propose marriage to men, a legal right which then spread through Europe. However, some historians dispute this suggesting that it may not be true, spoilsports…

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In the run up to the second Edinburgh Festival of Cycling, I find myself having to move large numbers of festival programmes about the place. If I am just taking a few score of programmes to places where people might want to pick them up, that is easy to do with a courier bag or a set of panniers. However, today I was in the situation of needing to move several boxes (there are 150 programmes to a box and a box weighs 9.5 Kg) from Laid Back Bikes to EdFoC HQ, which is quite another matter. That is where the flying bathtub comes in.

Before going further, maybe I should explain that the “flying bathtub” is an affectionate nickname for the Urban Arrow family cargo bike (and one that I came up with this afternoon). Why, you might ask, “flying bathtub”? Well this particular Urban Arrow spent a couple of weeks sitting in the front window of the Cycle Service (where it was extracted from its cardboard box and built into a working machine), as a couple of frame bolts had gone missing in transit. While it was sitting in the shop, a number of customers asked about the “bathtub in the corner” and the name kind of stuck. The reason I call it the “flying bathtub” is because when you get used to the electric assist, it fair flies along (and this is a bike which weighs 45Kg unladen).

This wasn’t the first time I had ridden an Urban Arrow, I had had a wee test ride when the first one arrived in the UK last year…

Urban Arrow in action

… however today was the first time I had tried using it with a full load, in this case 66.5 Kg of programmes. So how did the bathtub and I get on? Well, starting off was a wee bit shaky, mainly because the front wheel is some distance ahead of the rider, which takes a little getting used to. There is also a slight play in the steering due to the nature of the ball joint at the end of the steering rod (see photo below), but within a few minutes I got the hang of it.

You can see the ball joint on the steering linkage to the left of the picture.

You can see the ball joint on the steering linkage to the left of the picture.

The other thing that takes a wee bit of getting used to is the transmission control which takes the place of gear leavers. Unlike most conventionally geared bikes, the Urban Arrow uses continuously variable NuVinci Hub gears. With this there are no set gears, instead there is a twist grip with an indicator window showing a cyclist on the flat. The straight line turns into a hill as you twist the grip. As it is continuously variable, there is no jump between gears as for conventional bikes, so at first you might not realise that you are changing gears, as it is so smooth. NuVinci are right when the say “It is unlike anything you have experienced before”.

Urban Arrow controls

When starting off with a heavy load, it is best to be in a low gear, with the indicator showing the wee cyclist climbing a hill. This makes it very easy to move away, even with the bike fully loaded. Once you are moving, you should then twist the grip to even out the hill on the indicator, until the wee cyclist is on the flat. At first I didn’t realise this and found that, once I had moved off, my legs where spinning round madly, with very little resistance and no increase in speed – as you might expect in a very low gear. I soon learned to twist the grip when I started to feel less resistance to my pedalling, and comfortably picked up speed. This, together with the Bosch electric motor providing assistance means that even with a heavy load you can actually fly along at a fair pace. It should be noted that the electric assistance cuts out at 15 mph (25 km/h) or if you stop pedalling, to comply with EU regulations. Although the route which I took was fairly flat with some slight uphill stretches on the way out (loaded), I found that I could get up to 20 mph (32 Km/h) and comfortably sustain a reasonable speed for keeping up with other traffic. Some drivers had a tendency to underestimate the speed at which I was travelling (but my experience is that also happens on an ordinary bike). This suggests that a VeloCityLight rear light would probably be a good idea.

The control for the electric assist (shown mounted to the left of the stem in the photo above) means that you can vary the level of assistance the motor gives you. This is done in three modes, Eco (the lowest level which makes the battery last longest), tour (which was the mode I was using) and sport. The display also shows the estimated range until the battery is exhausted and will need recharging. I don’t know how accurate this is, but I am told that you can expect to go about 25 miles (40 km) between charges.

Stopping wasn’t a problem either, as this Urban Arrow is equipped with Shimano hydraulic disc brakes (although the standard Continental configuration uses roller brakes), which provided plenty of stopping power even with a 66+ Kg load. The design of the Urban Arrow means that it can be stored out of doors with a cover over the cargo area (supplied as standard). There is built-in security in the form of a frame lock (something I am considering getting for my own bikes) and the electric assist can be disabled by simply removing the control unit. The only thing I found to be bit of a pain is the Dutch insistence on using Dunlop valves which makes pumping up the tyres very fiddly with a normal track pump. If I owned the bike, I would either change the inner tubes or fit adapter nipples (probably the latter).

Overall the bike was great fun to ride, as a car replacement it could be a useful addition for any family. It makes for very practical transport. In fact I enjoyed it so much, I will be taking it down to Round Six of The Pearl Izumi Tour Series (next Thursday) to see if Sir Chris would like to join me for a ride round the circuit. If he is lucky I might even let him ride in the bathtub at the front… ;-)

Errata: Since I wrote this post the bike has had some work done and the steering issue has resolved.

 

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I recently came across this infographic on public bike hire schemes for city bike holidays in Europe and thought I would try it out here (see below). The interesting thing about this is that companies like Momondo see cycle tourism as something worth promoting as there is money in it. Now if I can just get the same message across to the City of Edinburgh Council, maybe Edinburgh could start to realise more of it’s potential instead of sliding backwards. Edinburgh has the potential to be a world class city, instead of being a sleeping beauty!

infographic on public bike hire schemes

Infographic provided by Momondo, but no payment…

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In the past I have written a number of posts about Strict Liability, It is something which I strongly feel is important as evidence from cycling groups on the Continent show stricter liability to be an integral part of cycle safety, increasing mutual respect between motorists, cyclists and pedestrians. The UK is only one of a small number of EU countries, along with Cyprus, Malta, Romania and Ireland that does not operate a Strict Liability system for road users.

In 1982 Lord Denning stated that:

In the present state of motor traffic, I am persuaded the any civilized system of law should require, as a matter of principal, that the person who uses this dangerous instrument on the road – dealing death and destruction all round – should be liable to make compensation to anyone who is killed or injured in consequence of the use of it. There should be liability without proof of fault.

To require an injured person to prove fault results in the gravest injustice to many innocent persons who have not the wherewithal to prove it.

 

Thirty two years on this state of injustice remains on our roads, it is time for change!

Below is a press release sent on behalf of the Road Share Campaign for presumed liability, if you would like to show your support for introducing a member’s bill for presumed liability between motorists,cyclists and pedestrians please sign this petition.

New research says cycling is not dangerous; a minority of bad drivers are responsible for road traffic collisions.
 
Commissioned by Cycle Law Scotland (CLS), the legal firm behind the Road Share campaign for presumed liability on Scotland’s roads, the research compares case data with publicly available statistics to provide a greater understanding of the causes and severity of road traffic collisions.
 
CLS then asked its own community of cyclists about their own ‘near misses’ to help paint a clearer picture of cycling on today’s roads.
 
The research found that out of the 151 cases handled by CLS between June 2011 and August 2013, incidents were dominated by drivers’ incompetent turning manoeuvres. Almost half of the incidents were due to drivers turning off the road of travel, or pulling on to it, or U-turning. If roundabouts are added, the proportion rises to 61% of the CLS incidents. Further analysis of statistics from the Department of Transport (DfT) and City of Edinburgh Council revealed very similar patterns.
 
Cyclist actions were a minority factor making up about a third of the DfT study of urban casualties and less than a fifth in the data available from Transport Scotland.

According to official figures released by Transport Scotland, in 2012, there were 9 deaths, 167 serious injuries and 901 total accidents involving pedal cyclists.
 
Malcolm Wardlaw, who carried out the analysis of the all the data available concluded that the main risk of collision is at junction, at least on urban roads. At junctions, vehicles turning off the road of travel are just as much a risk as those pulling out from side roads.
 
The evening rush hour period incurs a higher risk to cyclists than the morning peak period.

He said:

Whilst most drivers are safe and courteous, one of the striking observations that can be drawn from the CLS and public data available is that most cyclist casualties in road traffic collisions are due to errors by drivers. Cyclists are primarily the victims of bad driving and inflict negligible harm on others.

 

Founder of Cycle Law Scotland, Brenda Mitchell has 25 years’ experience as a personal injuries lawyer. She said:

We constantly see cases where the driver blames the cyclist, but when it is put to the test, it is bad driving that is to blame. If we seriously want to make Scotland a cycle-friendly nation, we have to start by understanding that good driving standards are fundamental.
 
My strongly held belief is that if we introduce a system of presumed liability in civil law, drivers will change their mindset towards cyclists on the road.

 

Concerned by the findings, Cycle Law Scotland carried out a survey of cyclists experiencing “near misses”.
 
Its research found that of the 137 people questioned in December 2013, 70% reported having experienced a ‘near miss’ within the previous four weeks.
 
The most common scenario was found to have occurred when a vehicle passed too close and clipped the bike. Once again, the most ‘at risk’ period was the evening rush hour and on roads where the speed limit is below 30mph, with junctions and roundabouts highlighted as particular blackspots.
 
Brenda adds:

I am concerned that the degree of danger facing cyclists on Scotland’s roads is not sufficiently understood. Bad drivers are the exception, but they can cause serious injury.
 
I am a massive supporter of cycling and want the right safety measures put in place. But while we don’t have – or accept – the full picture of cycling conditions and risks on our roads, the safety measures will never be sufficient.

 

So far, more than 5,350 people have signed a petition to see the introduction of presumed liability regime into Scots Civil Law. If adopted, it will mean that following a collision between a motorist and a cyclist or pedestrian, the motorist would be presumed to be liable for injury, damages or loss, unless they can prove otherwise, thereby shifting the burden of proof from the vulnerable (as it is currently) to the powerful.
 
Key findings from Malcolm Wardlaw’s research into CLS and public data:

  • Most cyclist casualties in collisions are due to errors by drivers.
  • he main risk of collision is at junctions, at least on urban roads.
  • 83% of cyclists involved in collisions recorded by Cycle Law Scotland were male. This dataset matches the national profile of cycling participation. The National Travel Survey reports males account for 80% of distance travelled by bicycle in the UK.
  • In 66% of all cases recorded by Cycle Law Scotland’s data the cyclist was wearing a helmet.
  • At junctions, vehicles turning off the road of travel are just as much of a risk to cyclists as those pulling out from side roads.
  • 75% of the accidents recorded took place on roads with a speed limit of 20-30mph.
  • In 35% of Cycle Law Scotland’s cases the cyclist was wearing bright, hi vis, fluorescent, reflective, light, yellow, lights or bright clothing. 32% wore other clothing and 33% recorded no information about their clothing.
  • Cyclists and pedestrians inflict negligible harm on each other.

 

If you would like to show your support for the introduction of a member’s bill for presumed liability between motorists,cyclists and pedestrians, into the Scottish Parliament: please sign this petition

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