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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Created by Rob Earl // 0 threads
Gravel/muddy slope section of QR20, the rest of which is tarmac path/roads.
Access to QR10 from Fillyside Road requires either:
- Cycle across busy/fast road and up full height kerb
- Turn right onto busy/fast road for ~100m, turn left up dropped (but not flush) kerb
- Cycle on pavement and cross at traffic island
The gate at the north end of the Innocent tunnel only leaves a narrow opening.
1. It's generally too narrow for trailers etc.
2. You move from bright light outside into the darkness of the tunnel, and going into the tunnel you often can't see people cycling or walking out; this would not be an issue of the full width of the path was usable.
3. The gap is at the edge of the path with various surface defects
Created by Kokomo // 0 threads
usually have to wait a very long time here - reduce the wait time after pushing the button! This crossing needs to be more responsive like the one round the corner on Clerk St.
This small change will make a big difference to this route to the Innocent Path
The Dalmeny Park house builders have installed new chicanes on NCN route 1. Unfortunately none of these meet the guidlines for chicanes on cycling facilities.
Created by acsimpson // 0 threads
There is a gate across the full width of the national cycle network just west of the Railway line past Dalmeny. This forces all path users to use the uneven verge which can get very muddy at certain times of year.
The traffic island on Maybury Road at the Maybury Junction is too small to accommodate cyclists (especially those pulling child trailers, etc) other than at it's extreme southern end. As this is a two stage crossing it can lead to either the need to cross when red or wait partly blocking the carriageway.
The light timings need changed to allow a full crossing at once or the island needs to be extended.
Created by acsimpson // 0 threads
Maybury Road is nominally a 40mph road however a brief observation period will quickly reveal many drivers going at 60mph or more. This is not a suitable speed for a high use cycle route. The pavements are badly maintained and yet still used by the majority of cyclists using the road, especially uphill in either direction.
The traffic lights at either end of the road only ever allow one lane of traffic onto the road at a time which encourages drivers to overtake each other at high speed.
A two way cycle route should be built the length of the road taking the space currently allocated to the uphill lane in either direction. The earlier removal of the southbound uphill section illustrates the redundancy of the extra lane nicely.
A large number of brick strips have been installed across the path in Magdalene Glen in early 2017.
While these do nothing at all to deter fast cyclists, they are a real pain for slow cyclists, people with arthritic hands (due to the vibrations and need to grip the handlebar very strongly).
It is not clear if there has been any consultation about these measures. Neither Spokes nor anybody on the CEC forum seems to have been aware of the plans.
The Lovers Loan shared path through the Grange has at least 5 very tight barriers along its length, and missing dropped kerbs - especially at the crossing of Dick Place. Removing barriers or widening them would make it much more easy to use for bikes, buggies and wheelchairs. Even some double pushchairs don't fit!
Barriers, so many barriers, most of which should be removed.
Dropped kerbs should be added at each end of the path between Captain's Road and Captain's Drive.
Always been a bit of a problem - worse for pedestrians than cyclists.
Detailed (re-)design is apparently underway.
"Temporary" barrier/road closure created because of Leith Walk tram 'works'.
No-one seems willing to take responsibility for restoring/creating/protecting decent permeable route.
It would be useful to have signage at this location to show the route onto the cycle path. Coming north along Lochend Road from the A8/Airport it is not clear that you need to head into the treatment works access road to see the path leading onto the main cycle path.
The existing cycle parking outside Haymarket station has nowhere near enough capacity, and more spaces should be provided.
The footbridge has lot of steps, even though it is a shallow ramp; apparently the designers did not expect that people with bicycles, wheelchairs, buggys or trolleys might ever want to use the bridge.
Important connection to get from Gilmerton Rd to Liberton Rd/Mayfield Rd/Kings Buildings, but road surface is badly cratered with some deep holes in blind corners.
Road was converted to one-way recently, forcing cyclists from Kings Buildings out onto busy West Mains Rd where previously they could cycle within the campus to the toucan at the NE corner.