Pedal Press Autumn 2002

All articles welcome for inclusion in next issue of Pedal Press to be sent in MS Word by email or disc to the Editor by 10 November 2002.

Lycra Louts and Road Hogs

'Rudeness' and 'selfishness' from 'militant cyclists' has 'made life miserable for millions who now can’t walk safely on the pavement or in the park', according to the Mail on Sunday.

Cyclists, and their voiced grievances and gestures, are highly visible and therefore unwitting ambassadors for the cycling genre. Though the responses of motorists may be less public, the conse­quences of their intoler­ance may be grave, hence perhaps the cy­clist’s illegal recourse to walkways. Yet car drivers and riders of bi­cycles are the same spe­cies, responding simi­larly to perceived threats and intrusions into personal space. For the press, cycling is a soft target, politically marginal and perceived as of little economic relevance.

Fear of traffic may be the basis of much of this adverse publicity and is a frequently voiced reason for not cycling. Clearly this might be less of an is­sue where traffic speed is governed by highway engineering and speed cameras, perhaps al­lowing increased cy­cling. National road safety policies in Swe­den and The Nether­lands have focussed on speed management with the safety of vul­nerable road users, a central indicator of suc­cess. Compared with the rest of Europe, the UK has some of the lowest rates of walking and cycling and yet the largest number of pe­destrian and cyclist casualties. At the same time, 30 kph (20 mph) speed restrictions have been associated with growth in walking and cycling in Europe and also in some cities in the UK such as King­ston upon Hull where casualties have been reduced to under half. Regionally based cy­cling development teams have been appointed to accelerate delivery of the National Cycling Strategy in England, aiming to quadruple cycling by 2012. While those who currently choose to walk or cycle are sup­porting such Govern­ment policy, they gen­erally do so at some personal risk.

The Transport Select Committee has identi­fied a relationship be­tween speed and crashes, concluding that speed may kill more, and seriously in­jure many more, people than has commonly been thought. There can therefore be little doubt of the pressing need for a Government Policy that reduces known risks, particu­larly to those who choose healthy, environmentally responsi­ble transport. This would also accord with objectives within the Government’s National Framework for the re­duction of coronary heart disease.

It must be hoped that the Select Committee’s recommendations, which could reap wide health benefits includ­ing a reversal of cur­rent, negative trends in cycling and walking, will become a part of this Government’s Transport Policy. Per­haps then the pedes­trian, the cyclist and the motorist may go in peace.

Derek Gould

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CCN Autumn Conference News

The 2002 Autumn Conference of the Cycle Campaign Network is to be held at Blackburne House, situated on Hope Street in Liverpool. Built in 1788 it was the home of John Blackburne , Mayor of Liverpool. On November 2nd speakers will enlighten and enthuse the gathered audience on a variety of topics with the aim to show the significant progress in cycle promotion both nationally and locally.

The weekend will start on Friday evening when delegates arriving early will meet at Dr Duncans for beer with their hosts. The conference starts at 9.30am on Saturday. A vegetrian lunch will be provided and the Chair will make his closing remarks by 4pm. Although the final plans are still being drafted the speakers will be both National: a member of the National Cycling Strategy Board, Paige Mitchell from the Slower Speeds Initiative, Roger Geffen from the CTC and more.....

The cost of the conference including refreshments on the day is £10. For a booking form click on CCN Conference Booking Form

Don Thompson

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Cycling getting a L.I.f.T. in Liverpool

L.I.f.T. stands for Local Initiative for Transport and was set up in June 2000 by the Netherley & Val­ley Partnership with Single Regeneration Budget funding.

It is a community based transport organisation with a range of vehi­cle resources that are there to im­prove local residents access to training, education, employment and, now, leisure and health activi­ties through Valley Wheels cycling. This is financed through Neighbourhood Renewal Funding with a broad health remit.

The aim is to promote the use of bicycles as a viable and attractive form of local low-cost transport as well as an alternative family orien­tated leisure activity. Above all else we believe cycling should be enjoyable and fun. To this end local pedallers have been encour­aged to try the Travelwise Biketime Rides (thanks to Sarah Dewar and MCC friends) and en­joy cycling picnics at local attrac­tions such as Calderstones, Court Hey, Speke Hall and Pickerings Pasture.

However, what seems to have gone down particularly well with the younger age groups have been outings to Delamere (mountain bikes and transport pro­vided) and five separate coached sessions at Manchester Velo­drome. The latter prompted emo­tions ranging from apprehension to fear, but ending in exhalaration and a sense of achievement.

Finally, I must comment on the im­portance we attach to the friend­ship, co-operation and assistance the project has enjoyed from indi­vidual members of the Merseyside Cycling Campaign (you know who you are), Liverpool City Council (especially Cathy McNulty), Travelwise, Healthstart, Primary Care Trusts and all the local com­munity groups too numerous to mention.

Collectively, we must succeed.

Gil Taylor

For further information email Gil Taylor or phone 0151 487 6374

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Around the Cheshire Cycleway

One Friday in July we set out from Parkgate on the Wirral around the new route of the Cheshire Cycleway. We travelled in an anti-clockwise direction southwards through Chrisleton and Waverton.

After lunch at the Cheshire Farm Ice Cream Dairy at Tatten­hall, we climbed the hills around Beeston onwards through Bick­erton and Tilston, stopping briefly at Stretton Mill. This is a small working watermill dating from the sixteenth century, dem­onstrating how grain is ground into flour.

At Malpas we left the route to return towards Cholmondeley where we stayed the night at Manor Farm. We were made very welcome and after an excel­lent breakfast set out on the second day of our trip. After calling at the farm shop at Cholmon­deley for provisions for lunch we rejoined the route, which fol­lowed the canal for a while. Later the route went past Dag­fields Craft and Antique Centre, where we could have spent a long time browsing around the shopping areas. It then contin­ued along the country lanes, which were relatively traffic free, skirting the towns and villages.

Our second night was spent at Astbury, again on a farm. The accommodation leaflets produced by the tourist authorities were invaluable in finding accommo­dation.

In the evenings we cycled to the nearest pub and had a very good meal each night. We covered about 65 miles on the first and last days, and 30 to 40 miles on the other two days.

The third day included some very steep hills up to Wildboar­clough, near Macclesfield, but the views from the top were well worth the climb. From the moorland it was downhill to Bollington then back up more hills through Prestbury to Mottram St Andrew where we spent our last night at Goose Green Farm, again a place we would heartily recommend.

On the fourth, and final day we returned to familiar territory, through Delamere Forest and so back to the Wirral. The route was well signposted throughout although an ordinance survey map of the area is essential. We thoroughly enjoyed our trip and would recommend it to anyone.

Sonia Oldershaw

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Readers Write......

Dear PedalPress,

Sunday 5th May was a most glorious spring day. The sun shone and there was just a gentle cool breeze. This is, of course, just how all spring days should be but alas they often fall short of the mark. As good luck would have it, it was the day of the Sefton lanes "It’s bike time" ride. It was advertised as gentle exercise for the whole family, so myself and my six year old son (Alex) seemed to fit the bill. We are fair weather, leisure cyclists. I gather there were approximately 150 cyclists there. There were certainly a wide range of ages and abilities.

We set off through quiet suburban, residential streets and onto country lanes. The English countryside always appears most beautiful on a sunny day and we were not disappointed. The ride was split with two welcome short breaks. A chance to chat, have a drink and it gave my lad a chance to recover. Eleven miles is a long way when you are six years old. However, he rose to the challenge and was determined to reach the end. He even managed a short sprint to the finish. Well done Alex.

All in all we had a most enjoyable day. The ride was well organised and the crowd were all friendly. A good afternoon out for the family and a good excuse to go for some hearty pub grub afterwards. Also, Alex’s parents were privileged to gain a pleasant lie in on the bank holiday Monday - a very rare occurrence. A big thank you to all involved.

Diane Hawkes

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End to End (part two)

But I haven't read part one! Click here

Monday

With the need to reach Bude early for repairs and no breakfast until then we were burning rubber at 8.00 Arrived an hour and a half later having cycled 19 and walked 1! And were quick to find a bike shop with the necessary parts and person to make amends to the bent bitz whilst meanwhile we en­joyed a breakfast par excellente right across the road.

The next leg took us in the direc­tion of Tiverton with an ice cream stop at Torrington, also confirmed our accommodation for the eve­ning arranged by Ali!

Lunch was a little late at 4.00 when we arrived in South Molden and raided a Spar shop realizing a quick meal was called for to arrive at the B&B in time for tea.

We arrived somewhat wearily at 5.30 Colin suffering from a sore neck, Dave for spending 8 hrs too long in the saddle and Pat and I just generally knackered. Rejuve­nation came in the shape of a hot bath with the anticipation of a good meal and more local beer. We were not disappointed and it worked for Pat and myself, who slept like a log albeit a noisy one.

Tuesday

Left B&B at 8.30 in a light drizzle but with the breeze in our favour and pushed hard for Bridgewater arriving at 11.15 located St John Street cycles and wheeled the Venom inside for further attention. Robin Thorn enthusiastic owner of this cycle shop extrordin’aire was extremely helpful and appreciative of our predicament putting one of the mechanics straight on to fitting a new front spider, new tyres, and a thorough all over check. He also was quite vociferous on the way the Venom had been set up criti­cising the choice of gear ratios, tyres and wheels specifically. Meanwhile the crew also made a few purchases new coats for Pat and I and new shorts for Dave with added cushioning?

Had a bite to eat and a drink or two next door in ‘Cycle Inn’, under the same ownership, whilst the re­pairs were completed to the front wheel. At 2.00 some 2.5 hrs after arriving at Bridgewater we settled the account and headed out over the River Parret for Bristol. Dave wanted to take the barmaid home! But she insisted she couldn’t ride tandem. Had a late lunch/early tea at some greasy chippie enroute but everyone was feeling too hun­gry to care. Quite a spectacular ride on the cycle route across the River Severn. We were all begin­ning to appreciate it had been a long day with a fair amount of wait­ing whilst necessary repairs had been done, but now a cuppa and a rest were in order.

After bypassing Chepstow we made good time along the Monmouth road with failing daylight we were now keen to make Llandoga, our stop for the evening.

It was 9.00 when we made a less than ceremonial arrival at the 'Lugano' B and B narrowly miss­ing the hedge as we turned into the drive Pat issuing forth a few expletives and then realised our host for the evening was chatting to friends at the door. But a very warm welcome was forthcoming once inside. Pat was keen to shower and enjoy a relaxing coffee whilst the rest of us, once show­ered, headed down the road to the pub.

Wednesday

After a hearty breakfast, with a se­lection of cereals only exceeded in number by the vast diversity of species of Hostas outside the win­dow on the patio.

Continued along a very scenic route to Monmouth and on to Hereford. Found shelter from the drizzle inside a church, bikes as well, and then enjoyed soup and sandwiches at the altar! Well al­most! Dived into Tesco’s to get a few basic supplies needed for tonight’s stop at Clun YHA. Headed off again but didn’t get very far before another spoke went twang on the Venom conveniently along side a leisure centre so tea and biscuits while repairs were done.

Back on the road we’d only gone a mile when the same wheel punc­tured. That sorted we made good time under sunny skies towards Clun stopping for ice creams at Leintwardine a town with a 13th century church displaying a massive bat­tlemented tower.

Colin and Dave suffered the only accident shortly after whilst trying to ascertain our position ended up making a detailed inspection of the ‘Shropshire Shrubbery’. With only pride dented we cycled on.

The youth hostel is to be found round the back of this ancient town alongside the Norman church, set in its grounds it is a renovated old mill and has been a hostel for 50 years. With its own cosy catering facilities and camping in the grounds (as most YHAs have) it makes another very attractive building to stay at. The warden Rosina Pinder, could not have been more helpful not only did she open up on her day off but she also arranged breakfast at the Sun, a local pub, for the next morning.

Colin discovered the Galaxy had a broken spoke but with removal of the drag brake assembly proving difficult we arranged with Norman to sort it on our return to Liverpool tomorrow night.

Thoughts turned to food so after copious cups of tea and showers we all walked off in the direction of the Sun at Clun to sample the cui­sine. We returned some hours later trying to ensure an early night but not before hot drinks and crumpet!

To be continued......

Don Thompson

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Muesli-Eater writes from Liverpool

Where is all the money going?

This financial year we have had a start on the Woolton Road cycle lanes(£80K). I found them fine on a Sunday, traffic kept out of them and seemed to be going slower than before. Pity the lanes ran out just where things get tricky around Mosspits school.

Another £175K of work is planned, about one third of which is going on promotion & cycle training (including £25K spent on the Cycle Show).

£38K will have been spent on cy­cle parking over 2 years. There are some fancy conservation area grade stands in Dale St.

An old chestnut outstanding from 1997 is an allocation of £10K for 'remedial' work on the Vauxhall Road cycle tracks (the only place I have had an accident in the last 20 years). The work never gets done and probably never will.

Regeneration News

Jean Hill reminds us that down on the waterfront, one of our best cy­cle routes is under threat.

If developers Wiggins have their way, the riverside path along Ot­terspool between Jericho Lane and the Britannia Inn will have a ROAD running alongside.

Wiggins say the Council wants the road built as part of a planned new approach to the City from the South - no doubt linking up with the hoped for Second Road Bridge at Runcorn).

The Council denies this. The road will be purely to act as a relief road for residents near Riverside Drive (the only people consulted by Wig­gins).

Wiggins you may recall promoted the construction of a 1000’ tower on the Riverside Gardens, let’s hope this scheme goes the same way.

Go and see the plans at Millennium House. Then send your objection, giving reasons, to
Mr S.Clark
Planning & Building Control
2nd Floor
Millennium House
L1 6JF

Cycle Show 2002

Many thanks to all those who vol­unteered to help at the Show stand, your names have been en­tered on my Roll of Honour!!!

Mulberry St

A £15K scheme is proposed to construct a segregated cycle lane running between Myrtle St (past the Community College) and The Cambridge — a popular watering hole for the intellectual classes.

It uses a technique new to Liver­pool involving a kerb to separate the lane from traffic. I have huge doubts about the scheme, particu­larly whether it will be kept clean.

If anyone uses Mulberry St on a regular basis please get in touch with me on 727 0088. The purpose is to enable us to ride against traf­fic in this one way street. The City has rejected alternative sugges­tions.

Road Rage

I have been riding to work along the Millennium Route down the cy­cle lane on Upper Duke St. I have had several close shaves and altercations with drivers ignorant of the highway code. The worst spot is where drivers turn left into Gt George St at the Blackie. They turn left without signalling or sim­ply block the lane while the lights are on red.

I now abandon the lane well back from the junction and go with the traffic — its safer!

Parking

Has anyone noticed the number of motorbikes clogging up bicycle parking stands on pavements in the City Centre? Has anyone been unable to park because of this? In my motorcycling days I had to give up parking my steed on the pave­ment because I kept getting tick­ets, but no-one bothers now.

Kerbspotters Corner

The nice new ground level cross­ing on Aigburth Rd at Lark Lane is just about complete. It is sup­posed to link the Millennium Route between Livingstone Drive & Dal­meny St. But there is no dropped kerb to get you into Dalmeny St! This despite my having told the City to put one in when we were "consulted" about the scheme.

But the real classic is the new off-road cycle track at Liverpool Air­port on Speke Hall Avenue. This is part of the Airports’ Green Trans­port thing. None of the kerbs have been properly dropped, some have not been dropped at all. The project wins my "Most Useless Cycling Project of the Year" Award.

By contrast the new junction at Speke Hall Avenue/Speke Boule­vard has got property dropped kerbs — thanks to advice given by City officers who know what they’re doing.

Richard Hebden

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Sefton Section

The green way

With the Merseyside Cycling Strategy, and the Sefton Strategy that depends on it, showing no signs of seeing daylight before the clocks go back there are no ‘utility’ cycle routes being progressed in Sefton at the moment. Progress is being made on the primarily leisure use Greenways (…a network of largely car-free off-road routes connecting people to facilities and open spaces in and around towns, cities and to the countryside. For shared use by people of all abilities on foot, bike or horseback, for commuting, play or leisure.’). The most likely (because Sustrans are paying) first embodiment of this appears to be in the Rimrose Valley and along the Leeds-Liverpool Canal with a fun day and consultation event being held on Sunday 22nd September at the Beach Road end of Rimrose Valley from 10am - 3pm.

Into the Valley

If you fancy sampling the existing delights of the Rimrose Valley then why not join MCC member Brenda Riddick’s popular ride of about 12 miles from Rimrose Park to Hightown? Phone her on 0151 474 9445 for dates and times.

Formby Forum

Sefton’s Cycle Forum heads to Formby on Thursday 24th October 2002 at Formby Library (6.30pm start) with the theme for this meeting being maintenance and cleansing - there will be representation from the council departments charged with these essential tasks and, perhaps, some political representation to help raise the profile of the cycling agenda within these and other council departments.

Switch Watch

A new, perhaps regular, feature. What exactly (or even vaguely) is the plan for Switch Island and its link to Thornton and to Maghull? What provision, if any, is proposed for cyclists? How do you currently go from Maghull towards Litherland and how would you like to go? And finally, what on earth is an ‘In confidence Public Consultation’...

Answers to these questions and any comments, criticisms or encouragement to me at peter_roome@bigfoot.com

Peter Roome

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Wirral, St Helens and Knowsley News

There is no news from these areas in this edition. If you have any news for the next edition please send it to PedalPress

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Why cyclists won't stop

Everyone likes to keep moving, but cyclists have more reason than most for conserving their momen­tum. Riding a bike at a steady speed takes only about as much energy as to walk at one quarter that speed.

Twelve mph cycling equates to 3mph walking and these are typi­cal speeds for purposeful cycling and walking. Each requires about 75W of power from the "human engine" and people are as happy to cycle four miles to work as they are to walk one mile. Each should take from 20 minutes up to half an hour, including stops, at a total en­ergy expenditure of some 100kJ.

Every time a cyclist or pedestrian stops, they lose kinetic energy and have to work harder upon starting off in order to accelerate and restore that kinetic energy. Ki­netic energy is proportional to mass times speed squared, so to reach a steady cycling speed, four times that of walking, makes a 16-fold increase, plus a bit more (say 25%) for the extra mass of the bi­cycle, means that a cyclist has to expend about 20 times as much energy as a pedestrian in order to reach his normal journey speed. And because that speed is four times faster, that energy would have carried the cyclist 80 times further than the pedestrian, had neither been required to stop.

It is interesting to see just how far a cyclist could go, at a given speed, for the same amount of en­ergy as may be required to reach that speed. This gives a direct measure of the energy cost of stopping.
For typical cycling speeds, of 10 to 12mph, on a middling kind of bicycle, it can be calculated that one stop-start is equivalent to cycling an additional 100m. Com­pare this with the pedestrian, who can stop and start again with no more energy than it takes to make a couple of steps!
This explains why cyclists, when riding on the footway, are ex­tremely disinclined to give way at side roads. Compared to a pedestrian, it adds a considerable extra dis­tance to their journey. Of course a cyclist’s journey is likely to be four times as long, so any given stop doesn’t add such a big per­centage to it (we’re back to 20 rather than 80 times the trouble caused to a pedestrian), but by the same token, this means the cyclist will cross four times as many side roads in the course of such a jour­ney. It also explains why cyclists sometimes find it easier to take a longer route without so many junctions.

Just as a cyclist’s higher speed and (slightly) greater mass inflate the energy demands of stopping and starting, the acceleration of a car requires a huge expenditure of energy compared to that which keeps it moving. However the cy­clist feels it directly in his legs, whereas the motorist is hardly conscious of the energy expended when he presses the accelerator. A cyclist caught in stop-start traffic becomes acutely aware of this difference in perception. The drivers will rush to close any gap that ap­pears ahead of them - then brake - whereas the canny cyclist will try to conserve his energy and just keep rolling at a steady speed.

My simple equation of cycling distance to the energy cost of stopping, on the other hand, as­sumes that the cyclist brakes and accelerates very suddenly. If he were instead to cease pedalling some distance before the stop and let his kinetic energy decay natu­rally, and then accelerate very gradually away, spreading the process over an appreciable dis­tance, the cost of stopping would largely be absorbed in that dis­tance. It would instead cost a great deal of time. In practice there is a trade-off between extra time and extra distance or energy. The cy­clist chooses his own compromise, braking and accellerating hard if he is short of time, going easy if he is short of energy. In any event, the comparison with distance holds true, since that gives a valid and convenient estimate of the additional time a journey may take if it involves a stop.

The calculation is also affected by assumptions about the type of bicycle used and the effort ex­pended by the rider. Fast cyclists have good reason to be more averse to stopping, since an ener­getic rider on a racing bike (200W, 22mph) would find it easier to add 200m onto his journey, rather than interrupt it. But even slow cyclists suffer significant penalties from stopping. For a leisurely rider on soggy tyres (40W, 8mph), each give-way costs at least 60m. And since such a person would be unlikely to walk faster than 2mph, the 80 to one comparison still holds true.

Let anyone ride a bike, and they’ll soon discover that compared to walking, stopping is a waste of hard-earned momentum. They’ll all just want to keep rolling!.

I haven’t even touched upon bal­ance and control. Bicycles are like the Sundance Kid: better when they move! Upon starting and stopping a bicyclist manages a complex tran­sition between static and dynamic stability. With practice this becomes automatic, but it is something which less experienced cyclists may still find quite difficult - even risky - and naturally seek to avoid. So children and less confident adults have a further reason to keep on rolling.

Well I hope you all find that useful and are able to persuade the planners sometimes to make the cars stop instead. They can do it without falling over!

Comments to: Chris Juden

Chris Juden. CTC Technical Officer

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LTP.... and there’s more!

The extract below from the Local Transport Plan’s Annual Progress report published July 2002 doesn’t seem too encour­aging...

"Cycling
It is a concern that the results from local household surveys indicate an apparent drop in cy­cle usage from a mode share of 1.9% in 1996 to 0.7% in 2001.

Anecdotal evidence would not seem to support a decline, and further tests are being made on the two datasets.

The Partners are also checking whether the existing strategy is likely to achieve the aim of quadrupling cycle use in line with the National targets. To determine this, consultants have been engaged to carry out a two-phase strategy review.

Phase 1 involves a fundamen­tal review of the current strat­egy together with an assess­ment of existing resources and implementation mechanisms to assess their likely success in achieving the planned targets.

To support this, a series of cy­cle flow survey points across Merseyside and surveys of cycles parked at schools, stations and local and district centres have been undertaken.

Phase 2 of the study is ex­pected to revise the strategy and develop fully costed meas­ures to deliver it.

It is anticipated that this will build on the existing strategy of linking Pathways to SIA areas, and place a greater emphasis on encouraging safe cycling to school and for local utility trips, as complementary measures to the development of the core network."

Well, with numbers exceed­ing 150 on the recent Sefton Bike Time ride, we here on Merseyside have no doubt that the demand for cycling is out there once the conditions are right!

Visit www.transportplan.merseyside.org for further information on the Merseyside Local Transport Plan

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Publications and Web Addresses

‘Better by Bike’
A case for Cy­cling in the North West written and produced by Groundwork North West. Produced, so we're told, after consultation with ‘hundreds of local and regional partners’(?) A neat, readable book­let with lots of interesting facts, figures and ideas of what can be done to promote cycling. Copies available from Don Thompson

European Mobility Week
Too late for this year but www.mobilityweek-europe.org also produced a leaflet with ideas for promoting a wide range of initiatives tackling different as­pects of urban mobility.

Walk In to Work Out
DETR and the Deptartment of Health have produced a guide to encour­age walking and cycling to work Called ‘Walk In to Work Out’,al­though originally written by our friends North of the Border it is a good read for those in need of a little encouragement.
Ring 0870 1226 236 or email dtlr@twoten.press.net for a copy.

CycleDigest
The latest issue of CycleDigest produced by the CTC is available for all at www.ctc.org.uk/downloads/CycleDigestSummer2002.pdf or email righttoride@ctc.org.uk for your own copy electronically.

TrailNews Also produce by the CTC is TrailNews a newsheet devoted to offroad campaigning available free from righttoride@ctc.org.uk

For more links visit MCC's Links Page

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MCC and Travelwise Biketime Plus Project

The Campaign and Travelwise have submitted an application for funding from the DfT's Cycling Projects Fund.The ‘Merseyside BikeTime Plus Project’

The project is an extension of a successful cycle promotional cam­paign on Merseyside. It will focus on the specific journeys that people may be per­suaded to make; those journeys to their place of work, education or leisure activity.

The project would provide assis­tance with route planning, prepara­tion, advice and actual cycling of such journeys on a one-to-one in­structional basis.

Kevin Mayne of the CTC spoke at a recent meeting of the National Cycle Forum the need for better on-road cycle training for both adults and children particularly in view of the poor design of some off-road routes.

The first ten projects to make suc­cessful bids to this fund cover a wide range of initiatives but all de­signed to lead to an increase in cycling!

LATEST UPDATE Unfortuntely our bid was not sucessful on this occasion. For details of projects which are being funded visit www.dft.gov.uk/news/0209/0062.htm

Local projects include:

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Wanted

Campaign members wanted to join an Editorial team for the ‘Pedal Press’. Enthusiasm and imagination more important than literary skills. Familiarity with Microsoft Word and Publisher an advantage. Most work can be done on email so no need for lots of boring meetings in the pub unless by demand!

Contact Don Thompson   News

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All articles welcome for inclusion in next issue of Pedal Press to be sent in MS Word by email or disc to the Editor by 10 November 2002.

© Merseyside Cycling Campaign 2002