Category Archives: Cycle Routes

West Edinburgh Link: Comments by Living Streets Edinburgh

A. Introduction

Living Streets Edinburgh Group (LSEG) is the local voluntary arm of the national charity, Living Streets, which campaigns for better conditions for ‘everyday walking’. In LSEG our key aim is to promote walking as a safe, enjoyable and easy way of getting around the city.

We welcome this significant investment in active travel. We perceive the principal aim of this scheme as providing safe and attractive cycling routes to the Gyle and Edinburgh Park business areas from the north and south, taking opportunities to enhance the local pedestrian environment. We would like to see these opportunities maximised, which will benefit all people in the residential area, not only those who wish to cycle. A fundamental point is that all proposals and designs must explicitly conform to the Edinburgh Street Design Guidance for the category/categories of street. We have agreed the appended general ’walkability criteria’ to assess street design proposals, and would ask that they are also applied here.

We would suggest that the objectives of the scheme need further clarification; in particular, we note that the project website states “efforts will be made to preserve…the flow of vehicles”. While we certainly agree that the effect on traffic flows needs to be carefully considered, we think that the scheme should try to reduce some motor traffic, especially commuting by private car to the Gyle/Edinburgh Park areas.

B. General observations.

Positive aspects

We welcome many aspects of the proposed design, such as new pedestrian crossings (eg Glasgow Road, Maybury Drive, Wester Hailes Road, Clovenstone Road) and the bridge over the railway line at Gyle Park. We welcome exploiting all opportunities for pedestrian ‘short cuts’ for example potentially from S Gyle Access to S Gyle Crescent via Flasshes Yard, and Dell Road to the Water of Leith. We would like particular attention to be given to enhancing walking links (in terms of safety, accessibility and convenience) to the schools in the vicinity of the project.  However, we would like to see a number of walking improvements included, as set out below:

Footway widths

The current and proposed width of footways on the many streets included in this scheme is not generally shown on the maps provided but many are too narrow. We wish to see any footway which is currently below the minimum width as specified in the Street Design Guidance widened to meet the “absolute minimum” standard – and of course, the aim should be to exceed absolute minimum standards. As a flagship ‘walking and cycling scheme’ meeting agreed minimum standards should be an absolutely fundamental requirement the scheme.

Junction radii

The residential areas in the scheme area were designed before the ‘Designing Streets’ 2010 guidance and thinking, and long before 20mph became the norm for local streets. They often feature wide junction splays and long corner radii. These make it more difficult and unsafe for pedestrians to cross side streets, as there is further to travel and the geometry encourages higher vehicle speeds.  There are probably dozens of such junctions in the scheme area and we would like to see the maximum possible improvements to these, including at the junctions where raised tables are proposed.

Dropped kerbs

Similarly many road junctions in residential areas lack dropped kerbs (eg N Gyle Drive at N Gyle Road). These should be installed as a matter of course as part of the scheme. We understand that the Council has a full database of ‘missing’ dropped kerbs which should be used to address this. Tactile paving should be installed where required.

Traffic calming

We note (and welcome) the proposed use of raised tables at several junctions (for example Craigmount Grove). We would support wider use of traffic calming measures on streets where local communities perceive speeding and rat-running as a significant problem.

Shared Use pavements

There are several places where it is proposed to share the footway between pedestrians and cyclists (eg Westburn Avenue, S Gyle Access). We are opposed to this design in principle, which we believe builds in conflict between the two modes, although we accept that this is viable in some park/footpath settings (as opposed to pavements). We note that Sustrans has now also adopted this policy position.

Public transport interchange

Measures should be taken to improve the routes to the bus and tram stops (particularly Bankhead which has a complicated multi stage crossing to Edinburgh college / Napier campus). This needs to be simplified with more frequent and generous pedestrians phases. Ideally these should coincide with tram arrival times – an opportunity to use ‘smart’ signal technology? technology.

We have long had concerns that ‘floating bus stops’ pose a risk to pedestrians – particularly bus passengers alighting who will not expect the possibility of encountering cyclists. We agreed to support their installation on Leith Walk in 2016, on the understanding that a full and objective evaluation of this perceived risk is carried out. As this has still not been published we therefore continue to oppose the installation of further floating bus stops, including as part of this scheme.

Seats

We would like to see seats installed at suitable locations throughout the area, which will encourage less mobile pedestrians to use the streets, knowing that there are opportunities to rest at suitable locations, especially where it is hilly or there are steps. One such location would be the proposed Gyle Park bridge.

Pavement clutter

We assume that a full de-cluttering exercise will be carried out on all streets included within the scheme, removing unnecessary signage poles, inappropriately-sited cycle racks and redundant guardrail, for example.

C. Conclusion

We welcome the proposed improvements to the pedestrian environment throughout the route; however, we note that there are very many other opportunities to improve walking in local areas from Wester Hailes to East Craigs. Although this scheme has a significant budget, we appreciate that it will not be possible to fund all the walking and cycling improvements which are desirable. The extensive new development in west Edinburgh is also an opportunity to ensure that more  investment for improving pedestrian infrastructures achieved through the planning process and consents. We would ask that the prioritisation of spending between measures which principally benefit walking on the one hand and cycling on the other is done transparently and takes account of the number of people likely to benefit. There should be no presumption that ‘walking measures’ – such as widening pavements and dropping kerbs – are necessarily secondary to ‘cycling measures’.

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Appendix: Living Streets Edinburgh ‘Walkability Criteria’

Living Streets Edinburgh Group (LSEG) is keen to ensure that all types of transport and public realm schemes – whether routine maintenance or new initiatives – improve the walking environment. We would like to see each scheme satisfy the following fundamental aims:

  1. compliance with the Council’s Street Design Guidance [http://www.edinburgh.gov.uk/downloads/download/550/edinburgh_street_design_guidance] – at the very least, its minimum standards, eg on footway width and frequency of pedestrian crossings, and,
  2. compliance with the transport hierarchy set out in Scottish Planning Policy (2014) – https://www.gov.scot/publications/scottish-planning-policy/pages/8/including ‘Plans should identify active travel networks and promote opportunities for travel by more sustainable modes in the following order of priority: walking, cycling, public transport, cars’.

LSEG does not have the resources to examine and comment in detail on every transport and public realm proposal; our view on whether a scheme design has satisfied these fundamental aims will be determined by Council answers to the following questions on ‘walkability’ criteria:

  1. How does the design contribute to the Council’s strategic objective to promote walking [as set out in the Active Travel Plan http://www.edinburgh.gov.uk/info/20087/cycling_and_walking/1791/cycling_and_walking_projects/1]?
  2. Does the scheme comply in detail with the Council’s Street Design Guidance, for example with regard to footway widths, frequency of pedestrian crossing points, decluttering, continuous footways over side street junctions, and junction corner radii (amongst many other issues)? Where does it fail to comply?
  3. Are pedestrian crossing points convenient in terms of proximity, waiting times, directness and time to cross, especially for less able users?
  4. Does the scheme as a whole improve road safety, especially in terms of vehicle speeds at junctions and crossing points?
  5. Has an Equality Impact Assessment been carried out? If so, what are the chief impacts on disabled or elderly pedestrians?
  6. Which walking elements of the scheme represent a quantitative / qualitative enhancement or deterioration of current walking facilities, eg footway widths?
  7. In what ways does it avoid pedestrian conflicts with other road users (including motor vehicles and cyclists), eg by providing dedicated and well-defined space for pedestrians and avoiding ‘shared spaces’?

Union Canal to Meadows Link: comments by Living Streets Edinburgh

A. Introduction

Living Streets Edinburgh Group (LSEG) is the local voluntary arm of the national charity, Living Streets, which campaigns for better conditions for ‘everyday walking’. In LSEG our key aim is to promote walking as a safe, enjoyable and easy way of getting around the city.

We have a particular interest in this much-delayed scheme. The 2015 Tollcross Street Audit , which we led, involving partners Tollcross Community Council and Edinburgh Access Panel, was chosen partly in order to influence the design of this scheme. We hope that all recommendations of the audit (link) will be fully reviewed and considered in introducing this scheme.

A further fundamental point is that all proposals and designs must explicitly conform to the Edinburgh Street Design Guidance (ESDG) for the category/categories of street. We have also appended our generic ’Walkability Criteria’ for the assessment of street design proposals

B. General observations.

Positive aspects:

We welcome much of the proposed design, which will significantly improve the walking experience in the busy Tollcross area. Especially welcome are the extensive use of continuous pavements, the widening of several footways, the addition of new and/or improved pedestrian crossings and the creation of a small pedestrianised zone at the west end of Tarvit Street. We very much welcome the inclusion of Tollcross Primary School as an important component of the scheme, and we support (though would want to extend) the measures proposed to improve the walking environment in its vicinity.

Traffic

We acknowledge that the scope of this scheme is limited, in aiming principally to provide a better link for cyclists between the Meadows and the Canal, along with pedestrian improvements. This scheme raises several issues about traffic management and vehicle space and the need for a wider review of traffic around Tollcross, as noted in our submission to the ‘City Centre Transformation consultation (bit.ly/2yK61sU) . However, we believe that this scheme represents a number of important immediate opportunities to further reduce the space given to motor vehicles, in addition to those included in the preliminary design. We therefore propose:

  • Gilmore Place at the Kings junction: reduce eastbound lanes from the current two to one. As traffic will generally no longer be exiting Tarvit Street, eastbound traffic from Gilmore Place will be able to turn right or left without a need for separate lanes.  This will enable the extremely narrow and congested corner footways on both sides of Gilmore Place (at the TukTuk and Trenchtown restaurants) to be widened.
  • Ponton Street: reduce this three-lane one way system outside Tollcross Primary School to two-lane. This would enable significant widening of the western pavement outside the school.
  • Home Street to the north of Lochrin Terrace: We understand that there is an alternative, updated design which retains two lanes of traffic, widened footways and no build-out at the pedestrian crossing here. We welcome the tightened radius of the Home Street/Lochrin Terrace junction, which should deter northbound traffic on Home Street turning left here at speed, as happens currently.

Continuous footways:

We generally welcome these design features and are pleased to see several examples of them in the plans. However, some of the locations where they are proposed (possibly including Lochrin Place at Home Street, for example) may have a significant amount of traffic crossing them, while others (eg access to the Valleyfield St garages) may have very little. We strongly suggest that careful thought is given to whether some tactile warning is needed to warn blind pedestrians that there is a risk that they could encounter vehicles at the potentially busiest locations and that consultation with visual impairment groups takes place.

Footway loading bays:

We note that footway loading bays are proposed in two locations: Home Street (east) and Leven Street (west). We are concerned that these features are becoming more prevalent in street design (eg on Cowgate and Fountainbridge) and in general we oppose them. They send a signal that pavements can be parked on. We see no case for the Leven Street example, where a normal loading bay can apparently be provided without unduly narrowing the pavement. Any footway loading bays should be bounded by bollards to avoid vehicle encroaching on to the footway proper.

Seats:

There is currently nowhere to sit in Home Street, or Tollcross more generally, including at the city-bound bus stops. This undoubtedly reduces the appeal of the street for older people and many people with mobility impairments. The scheme should include provision of new seating at a number of locations. The pedestrianised Tarvit Street area is one such location, but seats should also be installed on both the west and east sides of Home Street.

Footway widths:

While we recognise (and welcome) a number of footway widenings, there appear to remain several footways which fall below the ‘absolute minimum’ standard specified in the Street Design Guidance, and one where the an extremely busy pavement is actually being significantly narrowed, from 3.9m to 2.5m (Home St west). This is not acceptable in a flagship walking and cycling scheme, and it is unlikely that there will be any other opportunity in the next 10 or 20 years to rectify this inadequate legacy. Meeting minimum standards in such a densely-populated and diverse area should be an absolutely fundamental requirement of the scheme. Streets which we think will still fall short of these standards are:

  • Lochrin Place (west)
  • Lochrin Terrace
  • Ponton Street
  • Home Street (western side, between Lochrin Place and Gilmore Place)
  • Home Street (eastern side, by loading bay near Tarvit St junction)
  • Gilmore Place
  • Tarvit Street (east)
  • Drumdryan Street (whole length)
  • Valleyfield Street.

Pavement clutter:

We assume that a full de-cluttering exercise will be carried out on all streets included within the scheme. There are many signage poles which are no longer needed, inappropriately-sited cycle racks (Home Street at Lochrin Place (N) and a redundant parking display (Ponton St). We query the need for considerable sections of guardrail, for example on Lochrin Terrace (where the guardrails have quite recently been renewed).

Pedestrian/cycling conflict:

We generally oppose shared pedestrian/cyclist areas (as do Spokes) owing to the potential conflict and especially the intimidating effect this can have on vulnerable pedestrians such as older people and those with visual impairments. However, long-established shared spaces are at both ends of this project (ie in the Meadows and on the Union Capital) and we consider the proposals are generally reasonable. Detailed design, including signage and any speed-reducing measures should take into account the risk of conflict however at key locations including the Lochrin Place/Home St junction and at both ends of Tarvit Street. Signs and road markings should require cyclists to ‘Stop’ – rather than ‘Give Way’ where the cycle way crosses a footway / continuous footway.

C. Location-specific observations

These observations (broadly from west to east) relate to specific changes which we would like to see to the initial design; in general, we are therefore happy with the proposals except where stated above or below.

West Tollcross:

  • There are two incorrectly-installed tactile pavings on the south side of W Tollcross, and a continuous pavement should be installed between these to the vehicle access point.

Ponton Street:

  • We would like to see footways significantly widened on this street. The western pavement outside Tollcross PS is only 2.15m wide, and is further constrained by guardrails. We would therefore like to see the traffic lanes reduced from 3 to 2 which would enable significant widening of both pavements. The large bus stop on the east side of Ponton Street which is used for the layover of East Coast Buses should be moved (possibly just to Lochrin Terrace) to facilitate this.
  • At the northern end of Ponton Street, there is currently no ‘green man’ facility whatsoever to  allow people to walk across Fountainbridge, an inexplicable omission at a busy junction adjacent to a primary school. The signals here should therefore be replaced as part of the lane reduction measures proposed above, to include a signalled crossing of Fountainbridge on both sides of Ponton Street.

Lochrin Terrace:

  • Lochrin Terrace has a lot of wasted space and we welcome the extended footway with loading area on the south side (a suitable location for seats). At its western end (before the W Tollcross/fire station junction), the road should be narrowed to reduce the distance for pedestrians to cross the road (there is only a single lane on traffic heading into Lochrin Terrace, so there is no need for the carriageway to be so wide).
  • At its eastern end, both the north and south footways are too narrow – the southern pavement is only 1.75m wide, further reduced to 1.35 clear walking zone by the railings (compared to a footway ‘absolute minimum’ of 2m and a ‘clear walking zone absolute minimum’ of 1.5m in the ESDG).  A bin on the northern side routinely blocks adequate access to this pavement. We would like to see the guardrails removed from both sides of the street. We expect that the presence of the fire lane eastbound may be a specific reason for the rails on the northern pavement, but can see no reason for retaining the railings in the southern pavement.

Lochrin Place:

  • We welcome the widening of the northern pavement at the eastern end and the buildout on the southern side at Lochrin Autos. However, we would like to see a number of additional improvements including the installation of regular build-outs as specified by the Street Design Guidance. There are four incorrectly installed pieces of tactile paving with inappropriate crossfall on the north side of Lochrin Place (at apartment bin stores) which should be remedied. At its western end, the southern pavement should be continued towards the canal towpath; at present, the pavement does a right angled left turn away from the main desire line to the canal.

Home Street:

  • We are very disappointed to see the proposal to reduce the western footway between Lochrin Place and Gilmore Place in width from 3.9 to 2.5 metres, presumably to accommodate the segregated cycle lane, which we consider unacceptable and contrary to the spirit / letter of Council policy and the ‘movement hierarchy’ in Scottish Planning Policy.
  • We note the intention to move the signalled pedestrian crossing currently located immediately to the south of Lochrin Place to the south of Lochrin Terrace. We would like an assurance that this will be ‘green man on demand’ unlike the current ‘dumb’ crossing which is activated by the Home St / Gilmore Place junction signals.
  • We oppose the ‘footway loading bay’ on the southern part of the east side of Home Street. This leaves only 2.5 m of footway clear for pedestrians and will encourage footway parking in the vicinity outside the designated bay, unless bounded by bollards.
  • There is a need for a shelter with seating at the bus stop on the western side outside the Cameo cinema.
  • We would ask that the decluttering exercise which will be conducted extends north on both sides of Home Street to the Tollcross junction.

Gilmore Place:

  • The pavements at the junction of Gilmore Place with Home/Leven Streets are very busy and congested and need to be improved. As suggested above, we advocate reducing the eastbound lanes out of Gilmore Place from two to one in order to achieve this. The northern pavement close is currently 2.3 metres wide, with a minimum clear walking zone of 1.8 metres; wholly inadequate for a place where many people gather to cross the road. The southern pavement is only 1.6 metres wide (ESDG requires an ‘absolute minimum’ of 2m). In the longer term, the council should consider compulsory purchase and demolition of the ugly building extension occupied at present by part of the TukTuk restaurant. This would improve the corner visually, but more importantly would free-up significant road space for walking and potentially cycling.

Tarvit Street (inc. Drumdryan St):

  • We welcome the concept of closing Tarvit Street to general traffic (expect bicycles) and introducing a small pedestrian zone at its western end. We believe that this, currently unlovely, space would be much improved as a pedestrian area, and should allow the potential of the Kings Theatre to have a positive impact on its immediate area to be exploited. However we have some concerns or queries about how it will operate.
  • It is designated as a “Traffic Free Street (except for loading)”.  This raises a number of questions: Will any vehicle ‘loading’ be permitted to use the street? Are there limits intended to the times when loading is to be permitted? (The bay is marked as suggesting this is only between 22.00 and 10.00 hours). How will enforcement be carried out? (Edinburgh’s record in similar streets like Castle Street and Grassmarket is not encouraging). Presumably loading vehicles (including HGVs servicing the Kings Theatre) will have to exit Tarvit Street westbound, and that there will therefore need to be traffic signals (which will apply also to cyclists)? We note that the southern footway remains extremely narrow and below the Council’s ESDG ‘absolute minimum’ standard of 2m. This would not necessarily be a problem if part of an effectively pedestrianised street, but would not be desirable if vehicles are frequently in the loading bay.
  • East of the junction with Drumdryan Street, the pavements on both side of Tarvit Street appear to fall short of the “absolute minimum standard” specified by the Council. The pavements here and on all streets included within the scope of the project (including all of Drumdryan Street) must be improved to meet this standard at the “absolute minimum”. If this cannot be delivered in a once in a generation ‘walking and cycling scheme’, it never will. An informal crossing with dropped kerb/tactiles should be installed at the eastern side of the Drumdryan/Tarvit Street junction, to facilitate pedestrian movement from the south side of Tarvit street to the northern pavement at this junction.

Brougham Place:

  • We welcome the provision of a new Toucan crossing to the south of Tarvit Street which is on a pedestrian desire line.
  • We note that the western footway of Brougham Place between Tarvit Street and Leven Terrace is 2.3 metres wide. Currently, the width of this pavement is significantly reduced by a hedge. It is essential that there is a firm commitment by the Council to enforce the obligation of frontagers to restrict vegetation from encroaching on pavements. Otherwise, this footway will need to be widened.

Valleyfield Street:

  • Minimum footway widths must be provided; at the eastern half of the street, the northern footway is currently 1.8 metres wide, and the southern 1.75m, where there is also a Clear Walking Zone of only 1.2m at the lampposts, further reduced to 0.8 by the hedge at the eastern end. This compares to the ESDG standard of footway ‘absolute minimum’ width of 2m and a ‘clear walking zone absolute minimum’ of 1.5m.
  • Continuous footways should be provided on the south side at two garage entries.

Leven Terrace:

  • The closure of Tarvit Street to vehicles coming from Melville Drive direction is likely to increase traffic on Leven Terrace. Measures which might need to be considered include traffic calming, and changing the ‘Give Way’ at the junction with Valleyfield St, so that Leven Street traffic must pause or stop.
  • We note the intention to provide new, separate routes for walking and cycling across the section of park between Leven Terrace and the Meadows.  We would seek confirmation that this will not involve the loss of any mature trees, and also that the most direct route (which is the walking desire line) is designated for walking, rather than cycling (otherwise, people will continue to walk in the cycle lane).
  • We also note that there is no intention to add a footway to the eastern side of Leven Terrace, which is currently missing entirely. The need for this should be assessed.

D. Conclusion

We welcome the improvements to the Tollcross area which will bring many benefits to local pedestrians, children attending Tollcross Primary School and visitors to attractions such as the Kings Theatre and Cameo Cinema.

We think, however that some bolder, though incremental, measures can be included in this scheme to reduce the dominance of traffic and the space given to accommodate it (especially Ponton Street and Gilmore Place).  There are also many missed opportunities to widen inadequate footways in residential streets, and we strongly oppose the reduction in footway width in a section of Home Street which would worsen the walking experience in this important part of the Tollcross ‘town centre’.

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Appendix: Living Streets Edinburgh ‘Walkability Criteria’

Living Streets Edinburgh Group (LSEG) is keen to ensure that all types of transport and public realm schemes – whether routine maintenance or new initiatives – improve the walking environment. We would like to see each scheme satisfy the following fundamental aims:

  1. compliance with the Council’s Street Design Guidance [http://www.edinburgh.gov.uk/downloads/download/550/edinburgh_street_design_guidance] – at the very least, its minimum standards, eg on footway width and frequency of pedestrian crossings, and,
  2. compliance with the transport hierarchy set out in Scottish Planning Policy (2014) – https://www.gov.scot/publications/scottish-planning-policy/pages/8/including ‘Plans should identify active travel networks and promote opportunities for travel by more sustainable modes in the following order of priority: walking, cycling, public transport, cars’.

LSEG does not have the resources to examine and comment in detail on every transport and public realm proposal; our view on whether a scheme design has satisfied these fundamental aims will be determined by Council answers to the following questions on ‘walkability’ criteria:

  1. How does the design contribute to the Council’s strategic objective to promote walking [as set out in the Active Travel Plan http://www.edinburgh.gov.uk/info/20087/cycling_and_walking/1791/cycling_and_walking_projects/1]?
  2. Does the scheme comply in detail with the Council’s Street Design Guidance, for example with regard to footway widths, frequency of pedestrian crossing points, decluttering, continuous footways over side street junctions, and junction corner radii (amongst many other issues)? Where does it fail to comply?
  3. Are pedestrian crossing points convenient in terms of proximity, waiting times, directness and time to cross, especially for less able users?
  4. Does the scheme as a whole improve road safety, especially in terms of vehicle speeds at junctions and crossing points?
  5. Has an Equality Impact Assessment been carried out? If so, what are the chief impacts on disabled or elderly pedestrians?
  6. Which walking elements of the scheme represent a quantitative / qualitative enhancement or deterioration of current walking facilities, eg footway widths?
  7. In what ways does it avoid pedestrian conflicts with other road users (including motor vehicles and cyclists), eg by providing dedicated and well-defined space for pedestrians and avoiding ‘shared spaces’?

Walking Campaigners Oppose Use Of Pedestrianised Kirkgate For New Cycle Route

Kirkgate in Leith, one of the few pedestrianised streets in Edinburgh, should not be ‘compromised’ by giving over part of its space to a new cycle route, argues the local walking campaign group, Living Streets Edinburgh. Responding to news that the City Council will not accommodate the cycle route along the planned tram corridor on Constitution Street, the walking campaigners have vowed to oppose the new plan.  The group’s Convenor, David Spaven, says:

‘Taking the cycle route down Kirkgate is a guarantee of conflict between cyclists and pedestrians, with the most vulnerable street users  likely to come off worst. The Council tells us it wants to make Edinburgh much more walking friendly, but proposals like this will do the opposite – undermining the safety and convenience of walking on a key foot corridor. The concept of a new cycle route along the entire tram corridor is very sound, but the space for it should be taken away from motor vehicles, not pedestrians.’

Response to consultation on Meadows to Castle Terrace cycle route proposal

You can read the full report here – LSE Response to Meadows to Castle Terrace cycle route

We welcome the measures included in this proposal to improve walking, although these are often fragmented and largely incidental to the continuous corridor-based approach to the cycling design – a particular example being the lack of continuous footways (avoiding changes of level for pedestrians) across side streets where they join the cycle corridor, despite this being a requirement of the Edinburgh Street Design Guidance (ESDG).

Worryingly, we have identified a number of other instances of the route design failing to comply with the ESDG. A fundamental principle of all such schemes is that designs should explicitly conform to the ESDG for the category/categories of street affected. Until the adoption of finalised Detailed Design Sheets for the ESDG, the latter’s Design Principles (as already adopted by the Council) should be adhered to, for example with regard to frequency of pedestrian crossing points, footway width, decluttering, crossfalls, improvements of currently sub-standard pedestrian crossing facilities and junction corner radii (amongst many other issues). These Principles are Council policy, and should also be adhered to in order to avoid the Council being subject to legal challenge under the Equality Act duty to make reasonable adjustments to assist protected groups.

We suggest that a workshop or seminar should be held in order to get the design right for both cyclists and pedestrians.

Key points of principle

Space:

  1. An increase (or no net loss) of pedestrian space.
  2. Footways meet recommended widths.
  3. Conflicts with cyclists are avoided, with dedicated and well-defined space provided for pedestrians (including separated ‘tiger’ crossings).

Crossings:

  1. Junctions make foot crossing easier by being raised, with radii of corners and widths minimised
  2. In busier areas, controlled crossings are provided in convenient places, with acceptable waiting and crossing times.
  3. Pedestrian priority is made clear at all the key crossing points of the cycle routes, eg with continuous footways across side streets at junctions.

Equalities:

  1. The design incorporates features to assist people with disabilities, including dropped kerbs (where continuous footways are not feasible), seating and tactile paving.

Public realm:

  1. The footway is made free from clutter.
  2. Guardrails are avoided / removed.

Impact of traffic:

  1. If the area is a residential or shopping street or busy pedestrian route the speed is 20mph and the design helps to achieve this speed.
  2. The level of parking and access to motor vehicles is appropriate and does not dominate the space.

You can read the full report here – LSE Response to Meadows to Castle Terrace cycle route

overall-plan

LSE press statement on east – west cycle route through Roseburn

This is a lot more than a cycle route – it brings plenty of benefits for pedestrians too, in terms of safer junctions, wider pavements and more road crossings.

At an early stage of the consultation we were concerned with aspects of the design which would have caused conflict between cyclists and pedestrians, but we’ve been impressed by the way the Council took on board our constructive suggestions.

A key point is that the pavements will now be widened on both the north and south sides of the busy stretch of Roseburn Terrace, and they will both meet the minimum width standards stipulated in the Council’s own Street Design Guidance.

That will help to make Roseburn Terrace a more people-friendly place, less dominated by road vehicles.

roseburn-plan-a