Dropped kerb required due to high pavement
Listed issues, most recent first, limited to the area of City Cycling Edinburgh:
Dropped kerb required due to high pavement
sound+fury // 1 thread
A bill is being put forward to sentence any cyclist convicted of dangerous cycling to a 14 year prison term.
Often talked about
aspiration in FifePlan
Well used, but narrow, path.
Downhill section owned by FC, rest Forth Ports.
Before the railway came the Lammerlaws (Lamberlaws on some maps) stretched inland almost as far as the Parish Church.
Now it’s mostly thought of as the name for the ‘wild’ bit of the peninsula at the of Lammerlaws Road.
The Community Council produced an improvement plan for the area in 2018.
The ambition has since been scaled back.
The area is part of an SSSI so any work requires permission from SNH. It is expected to be given.
Has survived for 80 years and has recently attracted a small amount of vandalism
Needs a plan for conservation/interpretation
Presumed to be owned by FC
Concern at September Community Council about need for barrier to discourage young people from running into the road on way to Music Hall.
It can take up to 5 minutes to cross from the east side of Little France Drive to the west side of ODR, as there are four stages of pedestrian crossings.
Frogston Road should have footways on both sides of the road, segregated cycle paths and at least two more pedestrian crossings.
The carriageway here is a weird concave shape. This creates a pinchpoint, with some drivers trying to overtake cyclists before the bottleneck.
The pavement should be widened to form a normal convex shape.
Junction radii need to be drastically reduced, and parking/loading prohibitions put in place.
The southern footway on Ravenscroft Street is ridiculously narrow in some places, and should be widened.
Travelling from North Queensferry the entrance to NCR76 / NCR1 involves a right turn while moving downhill at the very point in the road where the double white lines on the road change to dashed lines (to allow overtaking).
The double white lines prevent overtaking for several hundred yards before this (though drivers do not always comply).
Often by the time a cyclist reaches this junction from North Queensferry there following vehicles which are trying to overtake just at the very point where the cyclist must indicate right with one hand while braking with the other hand before making a right turn into a narrow bike lane at a tight angle.
This often feels dangerous, especially when several cars are trying to overtake. The "no overtaking" zone (solid double white lines in centre of road) should be extended beyond this turning point and warning signage provided for drivers. The entrance to the bike lane needs widened and the angle of entry from the road relaxed.
Add pedestrian crossings to Kirk Brae, Blackford Glen Road and Mayfield Road.
Extend ASL on Mayfield Road ~3m forward, so that cyclists start on the flat. Advanced green lights for cyclists.
Painted ("car", not cycle) lanes through the junction. A cycle lane from Liberton Brae to Mayfield Road should be considered.
Allow left turns for cyclists from Kirk Brae and Mayfield Road.
Single yellow lines on Mayfield Road should apply till at least 9:30am (currently 9:15am).
Braefoot Terrace should have double yellow lines, single yellow kerb flashes. No loading should apply till at least 9:30am.
Liberton Brae should have double yellow lines and single yellow kerb flashes northbound, at least as far as Alnwickhill Road. Southbound, there should be at least single yellow lines and kerb flashes - ideally double yellows.
Replace the traffic island near the southernmost entrance to KB with a proper pedestrian crossing.
Currently, if you are only able to filter to the end of the southbound bike lane on Mayfield Road, you almost certainly don't get through the junction at the next green light. The bike lane should continue past the pub, at least.
Ban motorised traffic going from Mayfield Road to Kirk Brae? Too radical?
NCN passes through Newcraighall Park, and the access point is less than 1m wide, which makes life difficult for cargo bikes, trailers etc.
Lots of interesting stuff about inclusive transport regarding trains, buses, cars, public realm, streets and yes a bit about cycling too. Quotes:
8.11 While we consider CIHT and DPTAC’s recommendations and how to take them
forward, we are requesting that local authorities pause any shared space schemes
incorporating a level surface they are considering, and which are at the design stage.
We are also temporarily suspending Local Transport Note 1/11. This pause will allow
us to carry out research and produce updated guidance.
Objectives regarding Cycling:
• Update Local Transport Note 2/08, which sets out the Department’s guidance to
local authorities on designing safe and inclusive infrastructure for cyclists, to take
account of developments in cycling infrastructure since its publication in 2008 and
the responses to the draft AAP consultation and publish a revised version by early
• By 2020, explore the feasibility of amending legislation to recognise the use of
cycles as a mobility aid71 in order to increase the number of disabled people
There is a dropped kerb here to allow cyclists to get from Dean Terrace to Deanhaugh Street, but there is a marked loading bay on Deanhaugh Street right in front of it.
Travelling north on Mayfield Road here, it is not always easy to get into the right hand lane (to turn right or go straight on; left hand lane is left turn only). A dropped kerb would allow cyclists to make use of the toucan crossing instead.
The bollards at the bottom of the ramps on either side of the bridge over the M9 are too narrow. This means that cyclists coming onto the ramps need to stop to manoeuvre around them, which makes it difficult to get going again.
It also makes it very difficult, or even impossible, for people with tandems, cargo bikes, wheelchairs etc. to use the bridge.
Melville Gate Road is the most sensible route between the A772/Dobbie's cycle paths and the Sheriffhall-Dalkeith cycle path, but lacks cycling infrastructure. It is wide enough to have a segregated cycle route, or at least a shared use pavement.
Nearby, there are a couple of blind junctions, which are dangerous for cyclists. One is for northbound cyclists on Old Dalkeith Road, trying to cross Lugton Brae; it is impossible to see if traffic is approaching on Lugton Brae. The other is for cyclists turning going from the King's Gate to Melville Gate Road. It is difficult to see in both directions.
The Lugton Brae junction would be greatly improved by placing a convex mirror on
the wall on the north side of Lugton Brae, so that pedestrians and cyclists can check if traffic is approaching on Lugton Brae.
The King's Gate junction would also benefit from mirrors placed in the right locations, but really needs a controlled crossing.
Alternatively, a shared use pavement/segregated cycle path on the southern side of Old Dalkeith Road would solve a lot of these problems too.
The shared use paths here end abruptly at the east and west ends, with absolutely no warning to cyclists, and no indication of where they're supposed to go. This causes conflict with pedestrians.
Cyclists coming out of the shopping centre and heading west on the shared use path suddenly find themselves cycling along a non-shared use pavement, or are forced to cross four lanes of traffic with no controlled crossing.
There is also no dropped kerb at the east end, so it is difficult for cyclists to rejoin the carriageway.
Cyclists crossing to Maidencraig Crescent to access NEPN - two left turn lanes could be used to create a shared use pavement on either side: https://goo.gl/maps/GzbLzN7maqy
There are two lines of bollards on this path, which are set quite close together, preventing easy access for disabled people, cyclists with trailers etc.
Also, at the top of the path, there is no dropped kerb, making it difficult to return to the carriageway at Cook Crescent.
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The most popular issues, based on the number of votes:
We have a tandem which fits in all the spaces on trains in Scotland (as far as I know), but we are prohibited from taking it on any except the East Coast line trains. I've been writing to various officials - elected and otherwise - and contributed to the recent review of the Scotrail franchise, but am not getting much joy. No one seems to think it is a big deal. But, for my family, with 2 kids aged 5 and 1, and no car, if we don't go by tandem and train, we can't go anywhere much. The tandem is not a luxury but a practical transport solution. Does anyone else want to join in and make this more than a one-woman issue?
(another related issue: even once the kids can ride their own bikes, we won't be able to use trains much since most only allow 2 reservations).
Surface, drainage and width issues.
Planned for upgrade as part of CEC 'family network'
Was an issue 5 years ago (and before)
Is this really the best that Edinburgh can do for the flagship national cycle network route 1 to get it to cross Clerk Street? You have to go through a pile of bins, on to the pavement to get round a barrier and then try and judge it right to cross the road, or use the nearby pedestrian crossing.
The chicane at the west end of the Magdalene Glen path interrupts the flow when going uphills, particularly unpleasant for people with weak knees. It also forces cyclists uphills often to stop and start when there are other people going through, as it's not wide enough to pass.
It doesn't serve any useful purpose at it is on the top of the slope where cyclists are very slow anyway. As it's uphills, there is little danger that e.g. kids run out onto the wide pavement of Duddingston Pk South. Cyclists from the West are slow at this point anyway as they turn into the path.
Longstanding issue about 'optimum' design, particularly to reduce conflict caused by vehicles turning from Teviot Pl due to signal phases.
Added to reduce confict with pedestrians at back of Leith Academy.
Will act as a barrier to long bikes, trailers and probably buggies and wheelchairs.
Need considerably more bicycle parking at the shopping centre. The few racks here are often overfull.
There needs to be a ramped access to the school grounds at this point to replace or bypass the 6 steps currently there.
This would not only improve access to the school but also improve connection between the East Craigs Path Network and North Gyle and the only toucan crossing on the A8 in Edinburgh on Dechmont Road.
Need proper bicycle racks in front of Margiotta (there are a few wheelbenders in a corner)
Kirk Brae and Lasswade Rd at least up to Margiotta should be included in 20mph. It's very narrow, residential, and with many shops in Lasswade Rd.
It's also steep uphills and fast overtaking makes it very dangerous for cycling.
It would be good to have a dropped kerb near here to allow southeast-bound cyclists who have used the road/bus lane to rejoin the cycle path without having to go onto the A90 slip road to rejoin at Crammond Brig
The whole area is a barrier, there are no connections between North Bridge, St Andrews Sq/George St and top of Leith Walk without lot of bus/taxi/confused private car drivers and cyclist-blender junctions.
Contraflow bike lane in Salisbury Rd for easier access from Southside to Commonwealth Pool, Pollock Halls and Holyrood Park.
Very difficult to cross here, coming from Brunstane Burn Walkway to turn right towards Musselburgh.
The timing of the traffic lights seems to be such that there is almost always traffic from one direction, so one often has to wait for very long here.
Cycle lanes in both directions needs urgent improvment. It's painted on but
- it is far too narrow, encouraging dangerous overtaking
- road surface in the gutter (=cycle lane) extremely bad, with deep&wide cracks, most covers have sunken etc.
- paint has faded
- parking (near the schools)
Many sections of Gilmerton Rd have hatching in the centre, wasting space; these sections would be wide enough for a segregated path (or wide lane protected by bollards/armadillos).
In the narrower sections, the existing bike lane should be removed completely because at the moment it increases the dangers (encouraging cyclists to be in the gutter between kerb and speeding cars).
There should be a dropped kerb at the foot of Braidwood Gate, leading to Dumbiedykes
The bike lane here starts too close to the junction - drivers hug the kerb before the cycle lane starts, and this makes the lane useless.
Better access to NEPN than through St Mark's Park which involves an uphill, narrowing road approaching a blind bridge. Requires stopping in traffic to negotiate parked cars and kerb.
Created by Rob Earl // 0 threads
Opening a gap in the wall would give access through towards Portobello and Figgate Park
Opening a gap in the wall would give access through towards Portobello and Figgate Park
The path between Hyvot Loan and Guardwell Glen has two narrow chicanes at both ends, which are quite overgrown too.
This path is important as it allows people to leave the quiet route northwards towards Ellens Glen, so you can avoid parts of the busy Gilmerton Rd.
I contacted the Active Travel team about it and they are going to look at it. There is some uncertainty if this is owned by the Morrison supermarket or the council. The chicanes were put in after local complaints about motorbike, so the Active Travel team has to investigate if this is still a concern.
See: https://goo.gl/maps/sZEe3AdMN8v - dropped kerb and step removal required for NEPN access from Bonnington Grove. The other side at Dalmeny Road has step-free access.
The timing of the signals at the Ferniehill Road junction could also be changed. Currently, you need to use three separate pelican crossings to get from one side of the road to the other, and this can take several minutes.
The road markings at the junction between Old Dalkeith Road and Little France Cottages should be repainted. Adding a bike lane would also be an improvement.
Just south of Little France Road, the southbound bike lane on Old Dalkeith Road is appalling. It's alongside a parking bay, but the parking bay isn't wide enough for cars to fit into it without them sticking into the bike lane. Even if it was, "dooring" would still be a significant hazard.
Even away from the parking bay, the bike lane is too narrow.
The bike lane really needs to be wider and further away from parked cars. If this isn't possible, I think it would be better to have no cycle lane at all.