SpokesLothian's Avatar

SpokesLothian

@spokes.org.uk

Spokes, the Lothian Cycle Campaign: fights for better conditions for everyday journeys by bike, particularly Edinburgh & Lothian. Also lobby Scot Gov. We also encourage more councils, govt depts, politicians, professionals etc to move to bsky!

1,526
Followers 68
Following 848
Posts 13.11.2024
Joined
Posts Following

Latest posts by SpokesLothian @spokes.org.uk

🙋 Saturday morning, 10.30-2pm

(then spend a great afternoon in the #Botanics - 🌞 is forecast!)
#Edinburgh #RBGE

06.03.2026 18:00 👍 2 🔁 1 💬 0 📌 0
Start of the LTT article... ‘Car traffic is the problem, not buses vs bikes’ says LCC's Munk In the last issue, LTT reported on London’s declining bus services, and what was needed to improve them. Simon Munk of the London Cycling Campaign offers his assessment. 05 March 2026 Simon Munk Simon Munk London’s bus speeds are dropping and ridership is directly tied to bus journey times. Transport for London (TfL) has said (and the last issue of LTT reiterated this) that “for every 10% reduction in speed, there is a 6% drop in demand” for buses in London. These are undisputed facts. What is disputed is why bus speeds keep dropping and what to do about that and falling ridership. Looking at Government data1 for bus ridership inside London versus the rest of England, you can see a remarkable pattern. London has been criticised for its extensive cycling infrastructure, nearly all arriving post 2013, but despite few other urban areas in the UK delivering anything like the changes London has seen, bus ridership in the capital very closely correlates to that across England.

Start of the LTT article... ‘Car traffic is the problem, not buses vs bikes’ says LCC's Munk In the last issue, LTT reported on London’s declining bus services, and what was needed to improve them. Simon Munk of the London Cycling Campaign offers his assessment. 05 March 2026 Simon Munk Simon Munk London’s bus speeds are dropping and ridership is directly tied to bus journey times. Transport for London (TfL) has said (and the last issue of LTT reiterated this) that “for every 10% reduction in speed, there is a 6% drop in demand” for buses in London. These are undisputed facts. What is disputed is why bus speeds keep dropping and what to do about that and falling ridership. Looking at Government data1 for bus ridership inside London versus the rest of England, you can see a remarkable pattern. London has been criticised for its extensive cycling infrastructure, nearly all arriving post 2013, but despite few other urban areas in the UK delivering anything like the changes London has seen, bus ridership in the capital very closely correlates to that across England.

2nd half of article... Indeed, the London bus ridership trajectory overtakes England’s in the post 2013 period and recovered quicker post-pandemic, despite London putting in hundreds of active travel schemes during it. So, if cycling’s not the issue, what is? Here’s some uncomfortable questions for those who blame cycling… 1. Why are private motor traffic volumes rising nationally and indeed in London? What can we do to stop that? Hint: road-user charging. The Clean Cities campaign2 points out that post-peak evening driving in central London is now higher than morning peak – people are choosing to drive more when congestion charging is suspended. 2. What can we do to get rid of more parking or loading on TfL’s red routes and make more bus lanes 24/7? Why is TfL behind on its ‘bus priority action plan’? And why is it so weak? And why have TfL Buses never championed major successful bus gate schemes such as on Bishopsgate, Bank Junction and Stoke Newington Church Street? These were largely promoted as active travel measures. 3. How should TfL deal better with bus delays at junctions? The plan currently appears to be to increase motor vehicle capacity through junctions, as buses are often mixed in with it, despite ‘induced demand’ and risks to safe active travel. Surely giving buses separate priority at junctions is key? 4. What other factors are even considered? Most changes clearly slowing down buses (roadworks, internet shopping, post-pandemic driving for leisure) appear to have nothing to do with cycling. And what about junction redesigns that (rightly) prioritise pedestrian safety? Without coherent answers, we’ll be stuck with an endless and unseemly scrap for capacity between cycling (and walking) and buses that still serves all those modes poorly. 1 https://tinyurl.com/4a5ksfsm 2 https://tinyurl.com/7u3n5ne8

2nd half of article... Indeed, the London bus ridership trajectory overtakes England’s in the post 2013 period and recovered quicker post-pandemic, despite London putting in hundreds of active travel schemes during it. So, if cycling’s not the issue, what is? Here’s some uncomfortable questions for those who blame cycling… 1. Why are private motor traffic volumes rising nationally and indeed in London? What can we do to stop that? Hint: road-user charging. The Clean Cities campaign2 points out that post-peak evening driving in central London is now higher than morning peak – people are choosing to drive more when congestion charging is suspended. 2. What can we do to get rid of more parking or loading on TfL’s red routes and make more bus lanes 24/7? Why is TfL behind on its ‘bus priority action plan’? And why is it so weak? And why have TfL Buses never championed major successful bus gate schemes such as on Bishopsgate, Bank Junction and Stoke Newington Church Street? These were largely promoted as active travel measures. 3. How should TfL deal better with bus delays at junctions? The plan currently appears to be to increase motor vehicle capacity through junctions, as buses are often mixed in with it, despite ‘induced demand’ and risks to safe active travel. Surely giving buses separate priority at junctions is key? 4. What other factors are even considered? Most changes clearly slowing down buses (roadworks, internet shopping, post-pandemic driving for leisure) appear to have nothing to do with cycling. And what about junction redesigns that (rightly) prioritise pedestrian safety? Without coherent answers, we’ll be stuck with an endless and unseemly scrap for capacity between cycling (and walking) and buses that still serves all those modes poorly. 1 https://tinyurl.com/4a5ksfsm 2 https://tinyurl.com/7u3n5ne8

photo showing bike and bus lanes in London, via London Cycling Campaign

photo showing bike and bus lanes in London, via London Cycling Campaign

🚌🚲 Buses v bikes ?? - a correction!

-> www.transportxtra.com/publications...

@edi.bike @edinburghbug.bsky.social @transform.scot @stephenjenkinson.bsky.social @edinpl.bsky.social @paulwhite-cpt.bsky.social @labourwalkscycles.bsky.social @libdemcycling.org.uk @staceyoflaherty.bsky.social @sw20.info

06.03.2026 11:08 👍 6 🔁 3 💬 3 📌 0

Thread from @londoncycling.bsky.social has more on correlational analysis I did of London boroughs level of rollout of cycle infrastructure & drop in bus speeds. There is no relation between level of cycle tracks & LTNs delivered and drop in bus speeds, basically, in London: bsky.app/profile/lond...

06.03.2026 14:14 👍 2 🔁 1 💬 0 📌 0
Frozen in England... [picture of happy travellers!] Campaign for Better Transport logo Like Campaign success: rail fares frozen! on Facebook Two happy people on a train Rail fares frozen Dear Dave The first week in March is when regulated rail fares usually increase. Long-suffering passengers tighten their belts again. Some reluctantly switch from train-window scenery to clogged motorway. Around half of rail fares are regulated by the Government, including season tickets, off-peak return tickets between major cities, day singles and returns. This time last year, the price of these tickets rose by 4.6 per cent. A year before that, they rose by 4.9 per cent. A year before that, by a massive 5.9 per cent. Year after year, these fares increases have been harming passengers and putting people off train travel, with a knock-on effect on the environment.

Frozen in England... [picture of happy travellers!] Campaign for Better Transport logo Like Campaign success: rail fares frozen! on Facebook Two happy people on a train Rail fares frozen Dear Dave The first week in March is when regulated rail fares usually increase. Long-suffering passengers tighten their belts again. Some reluctantly switch from train-window scenery to clogged motorway. Around half of rail fares are regulated by the Government, including season tickets, off-peak return tickets between major cities, day singles and returns. This time last year, the price of these tickets rose by 4.6 per cent. A year before that, they rose by 4.9 per cent. A year before that, by a massive 5.9 per cent. Year after year, these fares increases have been harming passengers and putting people off train travel, with a knock-on effect on the environment.

Frozen in Scotland... [picture of people getting on a train] ScotRail fares to be frozen for the next year Passengers queue up to board a ScotRail trainImage source, Getty Images Image caption, The fares freeze will apply to all ScotRail tickets, including season tickets and Flexipass Published 12 February 2026 310 Comments ScotRail fares will be frozen for the next year, the first minister has announced. John Swinney said the move was part of the government's "resolute focus on the cost of living". It follows the scrapping of peak rail fares, which had seen passengers pay higher prices for travelling on busy weekday trains.

Frozen in Scotland... [picture of people getting on a train] ScotRail fares to be frozen for the next year Passengers queue up to board a ScotRail trainImage source, Getty Images Image caption, The fares freeze will apply to all ScotRail tickets, including season tickets and Flexipass Published 12 February 2026 310 Comments ScotRail fares will be frozen for the next year, the first minister has announced. John Swinney said the move was part of the government's "resolute focus on the cost of living". It follows the scrapping of peak rail fares, which had seen passengers pay higher prices for travelling on busy weekday trains.

Frozen in Wales... Press release Freeze on TfW rail fares for the next year The cost of travelling on TfW trains will be frozen for the next year, from 1 March. First published: 27 February 2026 Last updated: 27 February 2026 As Wales’ celebrates St David’s Day, the First Minister for Wales, Eluned Morgan, has announced one of the most generous offers on rail fares since the start of devolution. This will keep more money in passengers’ pockets and encourage more people to take the train. All fares on TfW services will be frozen for a year, including advance single tickets, return tickets and TfW’s newest and most popular way of travelling, tap in, tap out pay as you go. TfW is the first operator outside London to introduce this system. It has already brought down the cost of travelling for many people in Southeast Wales and TfW is in the process of rolling it out to other parts of the network in the near future. First Minister for Wales, Eluned Morgan, said: I am delighted that all rail fares on TfW are going to stay at their current price for the next year. This gives certainty to passengers at a time when many are struggling with the cost of living. More people are choosing to travel by train in Wales, services are growing faster and they are more reliable. “This is as a result of us spending £1.1bn improving the Core Valleys Lines and developing the South Wales Metro. We have also spent £800m in new trains that can carry 80% more passengers.

Frozen in Wales... Press release Freeze on TfW rail fares for the next year The cost of travelling on TfW trains will be frozen for the next year, from 1 March. First published: 27 February 2026 Last updated: 27 February 2026 As Wales’ celebrates St David’s Day, the First Minister for Wales, Eluned Morgan, has announced one of the most generous offers on rail fares since the start of devolution. This will keep more money in passengers’ pockets and encourage more people to take the train. All fares on TfW services will be frozen for a year, including advance single tickets, return tickets and TfW’s newest and most popular way of travelling, tap in, tap out pay as you go. TfW is the first operator outside London to introduce this system. It has already brought down the cost of travelling for many people in Southeast Wales and TfW is in the process of rolling it out to other parts of the network in the near future. First Minister for Wales, Eluned Morgan, said: I am delighted that all rail fares on TfW are going to stay at their current price for the next year. This gives certainty to passengers at a time when many are struggling with the cost of living. More people are choosing to travel by train in Wales, services are growing faster and they are more reliable. “This is as a result of us spending £1.1bn improving the Core Valleys Lines and developing the South Wales Metro. We have also spent £800m in new trains that can carry 80% more passengers.

👍 After years of annual #RailFare rises (alongside frozen #PetrolDuty!) it's great to see 🚆 fares now frozen #UK-wide

@edi.bike @bettertransport.bsky.social @garethdennis.uk @drscottarthurmp.bsky.social @edinreporter.bsky.social @edfoc.bsky.social @helenrambler.bsky.social @furtherfrom.bsky.social

06.03.2026 12:52 👍 7 🔁 1 💬 0 📌 0

🚌🚲 Buses v bikes ?? - a correction!

☝️ above

@drscottarthurmp.bsky.social @kate-c.bsky.social @mthmttcoe.bsky.social @simitakumar.bsky.social @dastonsnp.bsky.social @alexstaniforth.bsky.social @katrinafaccenda.bsky.social @jackrmcaldwell.bsky.social @cllrcmiller.bsky.social @edthornley.bsky.social

06.03.2026 11:17 👍 2 🔁 0 💬 1 📌 0

🚌🚲 Buses v bikes ?? - a correction!

☝️ see above

@keithirving.bsky.social @lothianbuses.bsky.social @kevin-lang.bsky.social @ehyslop.bsky.social @sannedd.bsky.social @rosssmckenzie.bsky.social @cllrconorsavage.bsky.social @davidfkey.bsky.social @cllrjomo.bsky.social @chasbooth.bsky.social

06.03.2026 11:13 👍 1 🔁 0 💬 1 📌 0
Start of the LTT article... ‘Car traffic is the problem, not buses vs bikes’ says LCC's Munk In the last issue, LTT reported on London’s declining bus services, and what was needed to improve them. Simon Munk of the London Cycling Campaign offers his assessment. 05 March 2026 Simon Munk Simon Munk London’s bus speeds are dropping and ridership is directly tied to bus journey times. Transport for London (TfL) has said (and the last issue of LTT reiterated this) that “for every 10% reduction in speed, there is a 6% drop in demand” for buses in London. These are undisputed facts. What is disputed is why bus speeds keep dropping and what to do about that and falling ridership. Looking at Government data1 for bus ridership inside London versus the rest of England, you can see a remarkable pattern. London has been criticised for its extensive cycling infrastructure, nearly all arriving post 2013, but despite few other urban areas in the UK delivering anything like the changes London has seen, bus ridership in the capital very closely correlates to that across England.

Start of the LTT article... ‘Car traffic is the problem, not buses vs bikes’ says LCC's Munk In the last issue, LTT reported on London’s declining bus services, and what was needed to improve them. Simon Munk of the London Cycling Campaign offers his assessment. 05 March 2026 Simon Munk Simon Munk London’s bus speeds are dropping and ridership is directly tied to bus journey times. Transport for London (TfL) has said (and the last issue of LTT reiterated this) that “for every 10% reduction in speed, there is a 6% drop in demand” for buses in London. These are undisputed facts. What is disputed is why bus speeds keep dropping and what to do about that and falling ridership. Looking at Government data1 for bus ridership inside London versus the rest of England, you can see a remarkable pattern. London has been criticised for its extensive cycling infrastructure, nearly all arriving post 2013, but despite few other urban areas in the UK delivering anything like the changes London has seen, bus ridership in the capital very closely correlates to that across England.

2nd half of article... Indeed, the London bus ridership trajectory overtakes England’s in the post 2013 period and recovered quicker post-pandemic, despite London putting in hundreds of active travel schemes during it. So, if cycling’s not the issue, what is? Here’s some uncomfortable questions for those who blame cycling… 1. Why are private motor traffic volumes rising nationally and indeed in London? What can we do to stop that? Hint: road-user charging. The Clean Cities campaign2 points out that post-peak evening driving in central London is now higher than morning peak – people are choosing to drive more when congestion charging is suspended. 2. What can we do to get rid of more parking or loading on TfL’s red routes and make more bus lanes 24/7? Why is TfL behind on its ‘bus priority action plan’? And why is it so weak? And why have TfL Buses never championed major successful bus gate schemes such as on Bishopsgate, Bank Junction and Stoke Newington Church Street? These were largely promoted as active travel measures. 3. How should TfL deal better with bus delays at junctions? The plan currently appears to be to increase motor vehicle capacity through junctions, as buses are often mixed in with it, despite ‘induced demand’ and risks to safe active travel. Surely giving buses separate priority at junctions is key? 4. What other factors are even considered? Most changes clearly slowing down buses (roadworks, internet shopping, post-pandemic driving for leisure) appear to have nothing to do with cycling. And what about junction redesigns that (rightly) prioritise pedestrian safety? Without coherent answers, we’ll be stuck with an endless and unseemly scrap for capacity between cycling (and walking) and buses that still serves all those modes poorly. 1 https://tinyurl.com/4a5ksfsm 2 https://tinyurl.com/7u3n5ne8

2nd half of article... Indeed, the London bus ridership trajectory overtakes England’s in the post 2013 period and recovered quicker post-pandemic, despite London putting in hundreds of active travel schemes during it. So, if cycling’s not the issue, what is? Here’s some uncomfortable questions for those who blame cycling… 1. Why are private motor traffic volumes rising nationally and indeed in London? What can we do to stop that? Hint: road-user charging. The Clean Cities campaign2 points out that post-peak evening driving in central London is now higher than morning peak – people are choosing to drive more when congestion charging is suspended. 2. What can we do to get rid of more parking or loading on TfL’s red routes and make more bus lanes 24/7? Why is TfL behind on its ‘bus priority action plan’? And why is it so weak? And why have TfL Buses never championed major successful bus gate schemes such as on Bishopsgate, Bank Junction and Stoke Newington Church Street? These were largely promoted as active travel measures. 3. How should TfL deal better with bus delays at junctions? The plan currently appears to be to increase motor vehicle capacity through junctions, as buses are often mixed in with it, despite ‘induced demand’ and risks to safe active travel. Surely giving buses separate priority at junctions is key? 4. What other factors are even considered? Most changes clearly slowing down buses (roadworks, internet shopping, post-pandemic driving for leisure) appear to have nothing to do with cycling. And what about junction redesigns that (rightly) prioritise pedestrian safety? Without coherent answers, we’ll be stuck with an endless and unseemly scrap for capacity between cycling (and walking) and buses that still serves all those modes poorly. 1 https://tinyurl.com/4a5ksfsm 2 https://tinyurl.com/7u3n5ne8

photo showing bike and bus lanes in London, via London Cycling Campaign

photo showing bike and bus lanes in London, via London Cycling Campaign

🚌🚲 Buses v bikes ?? - a correction!

-> www.transportxtra.com/publications...

@edi.bike @edinburghbug.bsky.social @transform.scot @stephenjenkinson.bsky.social @edinpl.bsky.social @paulwhite-cpt.bsky.social @labourwalkscycles.bsky.social @libdemcycling.org.uk @staceyoflaherty.bsky.social @sw20.info

06.03.2026 11:08 👍 6 🔁 3 💬 3 📌 0
Post image

Congratulation to @thebikestation.bsky.social on winning the SSF Awards Transforming Lives Organisation of the Year!

Sponsored by the Commonwealth Sport Foundation:
For having used sport and physical activity innovatively and intentionally to change the lives of young people in the last year.

05.03.2026 18:30 👍 19 🔁 8 💬 0 📌 0
Poster for drop-in ARBORETUM PLACE Join us to view and discuss proposed changes to Arboretum Place. Public Realm & Streetscape Proposals The City of Edinburgh Council is aiming to reduce surface water flooding by capturing rainwater along Arboretum Place using raingardens. These interventions are an opportunity to help improve the public realm and parking provision available outside the Royal Botanic Garden Edinburgh and Inverleith Park. WHERE you think! : Ground Floor, John Hope Gateway Visitor Centre Royal Botanic Garden Edinburgh Arboretum Place, EH3 5NZ WHEN: Saturday 7th March 2026 10:30am - 2:00pm

Poster for drop-in ARBORETUM PLACE Join us to view and discuss proposed changes to Arboretum Place. Public Realm & Streetscape Proposals The City of Edinburgh Council is aiming to reduce surface water flooding by capturing rainwater along Arboretum Place using raingardens. These interventions are an opportunity to help improve the public realm and parking provision available outside the Royal Botanic Garden Edinburgh and Inverleith Park. WHERE you think! : Ground Floor, John Hope Gateway Visitor Centre Royal Botanic Garden Edinburgh Arboretum Place, EH3 5NZ WHEN: Saturday 7th March 2026 10:30am - 2:00pm

Part of a Spokes email to members living in the area. Also includes 2 pictures from London, showing bike lanes installed next to SUDS (sustainalbe drainage) features We have received the email below about a drop-in, this Saturday 7 March, 10.30-2pm at the Botanics Visitor Centre. It is about... "sustainable drainage measures along the length of Arboretum Place and around the entrances to Inverleith Park and the Royal Botanic Garden Edinburgh, including placemaking opportunities between the two." We are disappointed there is no mention of improving cycling conditions at the same time, and indeed without such consideration, conditions could worsen. The current road layout already encourages car dominance, with long wide stretches. The opportunity could be taken to incorporate bike lanes along the whole of Arboretum Place, separated from the main carriageway by the sustainable drainage measures, as has been done in several other towns, such as these two examples from Waltham Forest in London image.png image.png Secondly, protected bike lanes along Arboretum Place could usefully be extended north along Arboretum Road to link to the Ferry Road bike lanes. Although these are now in poor condition they are due (eventually) to be converted into proper segregated lanes.

Part of a Spokes email to members living in the area. Also includes 2 pictures from London, showing bike lanes installed next to SUDS (sustainalbe drainage) features We have received the email below about a drop-in, this Saturday 7 March, 10.30-2pm at the Botanics Visitor Centre. It is about... "sustainable drainage measures along the length of Arboretum Place and around the entrances to Inverleith Park and the Royal Botanic Garden Edinburgh, including placemaking opportunities between the two." We are disappointed there is no mention of improving cycling conditions at the same time, and indeed without such consideration, conditions could worsen. The current road layout already encourages car dominance, with long wide stretches. The opportunity could be taken to incorporate bike lanes along the whole of Arboretum Place, separated from the main carriageway by the sustainable drainage measures, as has been done in several other towns, such as these two examples from Waltham Forest in London image.png image.png Secondly, protected bike lanes along Arboretum Place could usefully be extended north along Arboretum Road to link to the Ferry Road bike lanes. Although these are now in poor condition they are due (eventually) to be converted into proper segregated lanes.

🙋 DROP-IN, Sat 7 March, 10.30-2pm, Botanics

#ArboretumPlace sustainable drainage #SUDS
- will this include 🚲 lane?

@edi.bike @julebandel.bsky.social @vicnicsnp.bsky.social @stephenjenkinson.bsky.social @sw20.info @harryjwilliams.bsky.social @marklazarowicz.bsky.social @robbieainsworth.bsky.social

05.03.2026 00:27 👍 3 🔁 4 💬 1 📌 1

#AlcoholInterlock

👍 Great to see this also now promised for convicted offenders in UK under new #RoadSafetyStrategy

--> etsc.eu/italys-alcoh...

@edi.bike @magnatom.bsky.social @alcoholfocus.bsky.social @shaapalcohol.bsky.social @trishaelliott.bsky.social @aha-uk.bsky.social @bjpaddy.bsky.social

05.03.2026 11:06 👍 4 🔁 3 💬 1 📌 0

#AlcoholInterlock

👍 Great to see this also now promised for convicted offenders in UK under new #RoadSafetyStrategy

--> etsc.eu/italys-alcoh...

@edi.bike @magnatom.bsky.social @alcoholfocus.bsky.social @shaapalcohol.bsky.social @trishaelliott.bsky.social @aha-uk.bsky.social @bjpaddy.bsky.social

05.03.2026 11:06 👍 4 🔁 3 💬 1 📌 0

Beat the coming fuel crisis, buy a cargo bike! If you are in Edinburgh and looking for a second hand one, @edfoc.bsky.social has a very nice on for sale 😉
https://edfoc.org.uk/2026/03/04/urban-arrow-family-cargo-bike-for-sale/

04.03.2026 16:43 👍 5 🔁 8 💬 1 📌 1
Poster for drop-in ARBORETUM PLACE Join us to view and discuss proposed changes to Arboretum Place. Public Realm & Streetscape Proposals The City of Edinburgh Council is aiming to reduce surface water flooding by capturing rainwater along Arboretum Place using raingardens. These interventions are an opportunity to help improve the public realm and parking provision available outside the Royal Botanic Garden Edinburgh and Inverleith Park. WHERE you think! : Ground Floor, John Hope Gateway Visitor Centre Royal Botanic Garden Edinburgh Arboretum Place, EH3 5NZ WHEN: Saturday 7th March 2026 10:30am - 2:00pm

Poster for drop-in ARBORETUM PLACE Join us to view and discuss proposed changes to Arboretum Place. Public Realm & Streetscape Proposals The City of Edinburgh Council is aiming to reduce surface water flooding by capturing rainwater along Arboretum Place using raingardens. These interventions are an opportunity to help improve the public realm and parking provision available outside the Royal Botanic Garden Edinburgh and Inverleith Park. WHERE you think! : Ground Floor, John Hope Gateway Visitor Centre Royal Botanic Garden Edinburgh Arboretum Place, EH3 5NZ WHEN: Saturday 7th March 2026 10:30am - 2:00pm

Part of a Spokes email to members living in the area. Also includes 2 pictures from London, showing bike lanes installed next to SUDS (sustainalbe drainage) features We have received the email below about a drop-in, this Saturday 7 March, 10.30-2pm at the Botanics Visitor Centre. It is about... "sustainable drainage measures along the length of Arboretum Place and around the entrances to Inverleith Park and the Royal Botanic Garden Edinburgh, including placemaking opportunities between the two." We are disappointed there is no mention of improving cycling conditions at the same time, and indeed without such consideration, conditions could worsen. The current road layout already encourages car dominance, with long wide stretches. The opportunity could be taken to incorporate bike lanes along the whole of Arboretum Place, separated from the main carriageway by the sustainable drainage measures, as has been done in several other towns, such as these two examples from Waltham Forest in London image.png image.png Secondly, protected bike lanes along Arboretum Place could usefully be extended north along Arboretum Road to link to the Ferry Road bike lanes. Although these are now in poor condition they are due (eventually) to be converted into proper segregated lanes.

Part of a Spokes email to members living in the area. Also includes 2 pictures from London, showing bike lanes installed next to SUDS (sustainalbe drainage) features We have received the email below about a drop-in, this Saturday 7 March, 10.30-2pm at the Botanics Visitor Centre. It is about... "sustainable drainage measures along the length of Arboretum Place and around the entrances to Inverleith Park and the Royal Botanic Garden Edinburgh, including placemaking opportunities between the two." We are disappointed there is no mention of improving cycling conditions at the same time, and indeed without such consideration, conditions could worsen. The current road layout already encourages car dominance, with long wide stretches. The opportunity could be taken to incorporate bike lanes along the whole of Arboretum Place, separated from the main carriageway by the sustainable drainage measures, as has been done in several other towns, such as these two examples from Waltham Forest in London image.png image.png Secondly, protected bike lanes along Arboretum Place could usefully be extended north along Arboretum Road to link to the Ferry Road bike lanes. Although these are now in poor condition they are due (eventually) to be converted into proper segregated lanes.

🙋 DROP-IN, Sat 7 March, 10.30-2pm, Botanics

#ArboretumPlace sustainable drainage #SUDS
- will this include 🚲 lane?

@edi.bike @julebandel.bsky.social @vicnicsnp.bsky.social @stephenjenkinson.bsky.social @sw20.info @harryjwilliams.bsky.social @marklazarowicz.bsky.social @robbieainsworth.bsky.social

05.03.2026 00:27 👍 3 🔁 4 💬 1 📌 1

#ChancelotPath

This is very worrying

🤔 Could local councillors organise a meeting with local community groups, police, etc

[Like former Cllr @lesleyhinds.bsky.social did years ago for similar problem near Red Bridge]

@jackrmcaldwell.bsky.social @stephenjenkinson.bsky.social @spurtle.bsky.social

04.03.2026 12:39 👍 7 🔁 4 💬 0 📌 0

#ChancelotPath

This is very worrying

🤔 Could local councillors organise a meeting with local community groups, police, etc

[Like former Cllr @lesleyhinds.bsky.social did years ago for similar problem near Red Bridge]

@jackrmcaldwell.bsky.social @stephenjenkinson.bsky.social @spurtle.bsky.social

04.03.2026 12:39 👍 7 🔁 4 💬 0 📌 0
Post image

⏰️ There’s still time to sign your school up for the #BigWalkAndWheel 2026! 🚴‍♂️🚶‍♀️
Join us from 16 - 27 March for the UK’s largest inter-school active travel challenge. 🌍 Because changing how we travel changes everything.
📢 Register now: buff.ly/bkZ2Va7 #schwalbeuk

04.03.2026 09:52 👍 6 🔁 4 💬 0 📌 0

Kids have been smashing glass on the path to halt cyclists, then throwing bottles down on them when they dismount - https://www.reddit.com/r/Edinburgh/s/aY4Od652e2

#EdTravCyc

04.03.2026 09:52 👍 7 🔁 3 💬 2 📌 2
Preview
The impact 20mph has had on crashes, injuries and deaths in North Wales The default limit has been one of the most controversial pieces of legislation ever brought in at the Senedd

It's good to see that the Welsh media are recognising that all the evidence shows that 20mph limits have significantly reduced death and injury on urban/village roads.

01.03.2026 10:03 👍 23 🔁 5 💬 0 📌 1
Yellow background with a pink Clean Air Crowd logo. The text says "Day 4 - have a conversation with a friend or someone you wouldn't normally talk to about air pollution".

Yellow background with a pink Clean Air Crowd logo. The text says "Day 4 - have a conversation with a friend or someone you wouldn't normally talk to about air pollution".

Day 4, and we’re over halfway!

Today’s challenge: we're asking our #CleanAirCrowd to start a conversation about #AirPollution. It could be with a friend, neighbour, colleague, boss, parent at the school gate…

A simple chat today could build support for clean air tomorrow.

Who will you talk to?

03.03.2026 09:00 👍 5 🔁 6 💬 0 📌 0

@edcriticalmass.bsky.social After many years of meaning to do a critical mass ride, made it along on Sat. Having seen +ive & -ive views on social media about the route, I was interested to see how it was received. My sense was v. +ive overall; lots of waves/thumbs-up/etc. Riders/marshals great.

02.03.2026 10:58 👍 7 🔁 3 💬 1 📌 0
A foreground asphalt two-way cycleway set in a paved area gives way to a wide square with trees, flanked by high buildings with a clear view to the jagged and sculptural forms of the towering Scott Monument, against a pale blue sky.

A foreground asphalt two-way cycleway set in a paved area gives way to a wide square with trees, flanked by high buildings with a clear view to the jagged and sculptural forms of the towering Scott Monument, against a pale blue sky.

🚲 edi.bike | issue 134 | 2nd Mar '26

Wellbeing, Health, and Road Safety in On-Demand Delivery Work; Princes Street & George Street - Spokes Write to Transport Convener; plus events, infrastructure, route closures & more:

buttondown.com/edi.bike/arc...

#bikeSky #edinburgh

02.03.2026 14:24 👍 13 🔁 6 💬 1 📌 0
email about the drop-ins --------- Forwarded message --------- From: Garvin, Sarah <Sarah.Garvin@jacobs.com> Date: Thu, 26 Feb 2026 at 14:54 Subject: Dalkeith Connections - Upcoming Engagement Events To: Garvin, Sarah <Sarah.Garvin@jacobs.com> Hello, Jacobs is supporting Midlothian Council to develop the Dalkeith Connections project, which aims to improve walking, wheeling, and cycling connections in and around Dalkeith. The project is currently at the concept design stage. The purpose of contacting you today is to make you aware of the project, and to inform you of the opportunities to view the draft proposals and provide feedback at the following public drop‑in events: Woodburn Community Hub – Monday 2nd March, 12:00-16:00 One Dalkeith – Thursday 5th March, 13:00-18:00 Dalkeith Library – Saturday 7th March, 10:15-13:00 We hope that members of your organisation will be able to attend and engage with the project. We would also be grateful for any support in promoting the event details above through your networks.

email about the drop-ins --------- Forwarded message --------- From: Garvin, Sarah <Sarah.Garvin@jacobs.com> Date: Thu, 26 Feb 2026 at 14:54 Subject: Dalkeith Connections - Upcoming Engagement Events To: Garvin, Sarah <Sarah.Garvin@jacobs.com> Hello, Jacobs is supporting Midlothian Council to develop the Dalkeith Connections project, which aims to improve walking, wheeling, and cycling connections in and around Dalkeith. The project is currently at the concept design stage. The purpose of contacting you today is to make you aware of the project, and to inform you of the opportunities to view the draft proposals and provide feedback at the following public drop‑in events: Woodburn Community Hub – Monday 2nd March, 12:00-16:00 One Dalkeith – Thursday 5th March, 13:00-18:00 Dalkeith Library – Saturday 7th March, 10:15-13:00 We hope that members of your organisation will be able to attend and engage with the project. We would also be grateful for any support in promoting the event details above through your networks.

Midlothian facebook picture with cyclist advertising the drop-ins

Midlothian facebook picture with cyclist advertising the drop-ins

#Dalkeith Connections 🚲🚶👩‍🦼

🙋 DROP-INS Mar 2, 5, 7

NB: We've not seen the plans

@edi.bike @edfoc.bsky.social @sw20.info @midlothiancan.bsky.social @debbimccall.bsky.social @kirstymcneill.bsky.social @cgrahamemsp.bsky.social @whatjoewrote.bsky.social @da-anderson.bsky.social @lesley-king.bsky.social

01.03.2026 13:04 👍 3 🔁 5 💬 0 📌 0
email about the drop-ins --------- Forwarded message --------- From: Garvin, Sarah <Sarah.Garvin@jacobs.com> Date: Thu, 26 Feb 2026 at 14:54 Subject: Dalkeith Connections - Upcoming Engagement Events To: Garvin, Sarah <Sarah.Garvin@jacobs.com> Hello, Jacobs is supporting Midlothian Council to develop the Dalkeith Connections project, which aims to improve walking, wheeling, and cycling connections in and around Dalkeith. The project is currently at the concept design stage. The purpose of contacting you today is to make you aware of the project, and to inform you of the opportunities to view the draft proposals and provide feedback at the following public drop‑in events: Woodburn Community Hub – Monday 2nd March, 12:00-16:00 One Dalkeith – Thursday 5th March, 13:00-18:00 Dalkeith Library – Saturday 7th March, 10:15-13:00 We hope that members of your organisation will be able to attend and engage with the project. We would also be grateful for any support in promoting the event details above through your networks.

email about the drop-ins --------- Forwarded message --------- From: Garvin, Sarah <Sarah.Garvin@jacobs.com> Date: Thu, 26 Feb 2026 at 14:54 Subject: Dalkeith Connections - Upcoming Engagement Events To: Garvin, Sarah <Sarah.Garvin@jacobs.com> Hello, Jacobs is supporting Midlothian Council to develop the Dalkeith Connections project, which aims to improve walking, wheeling, and cycling connections in and around Dalkeith. The project is currently at the concept design stage. The purpose of contacting you today is to make you aware of the project, and to inform you of the opportunities to view the draft proposals and provide feedback at the following public drop‑in events: Woodburn Community Hub – Monday 2nd March, 12:00-16:00 One Dalkeith – Thursday 5th March, 13:00-18:00 Dalkeith Library – Saturday 7th March, 10:15-13:00 We hope that members of your organisation will be able to attend and engage with the project. We would also be grateful for any support in promoting the event details above through your networks.

Midlothian facebook picture with cyclist advertising the drop-ins

Midlothian facebook picture with cyclist advertising the drop-ins

#Dalkeith Connections 🚲🚶👩‍🦼

🙋 DROP-INS Mar 2, 5, 7

NB: We've not seen the plans

@edi.bike @edfoc.bsky.social @sw20.info @midlothiancan.bsky.social @debbimccall.bsky.social @kirstymcneill.bsky.social @cgrahamemsp.bsky.social @whatjoewrote.bsky.social @da-anderson.bsky.social @lesley-king.bsky.social

01.03.2026 13:04 👍 3 🔁 5 💬 0 📌 0
Post image

Great morning cycling mostly traffic-free to the Haddington Farmer’s Market. A PB in distance terms for child 2! (The last section down Station Road road into Haddington could do with some improvement though)

28.02.2026 14:29 👍 53 🔁 1 💬 2 📌 0
Video thumbnail

Good turn out again today for the February #CriticalMass ride in #Edinburgh, despite the iffy weather... #EdCriticalMass #CyclingInEdinburgh

28.02.2026 19:45 👍 14 🔁 3 💬 1 📌 0

Stationary phone distraction isn’t harmless — the evidence is clear. It impairs hazard detection and reaction time, with effects lasting well beyond the interaction. This is road danger and it can (and does) have fatal consequences. Academic research strongly backs it (see pic). Enforcement matters.

28.02.2026 14:29 👍 66 🔁 35 💬 1 📌 2
Start of Transform response... 1. Inadequate plans for road traffic reduction The failure of the government to bring forward a robust implementation plan for its previous 20% reduction in car kilometres by 2030 target, let alone deliver on it, demonstrated a wider failure of political leadership. This commitment was for an absolute cut on 2019 levels. The revised target, by contrast, is to reduce car use by at least 4% relative to a 2030 “business-as-usual” projection, making it a much weaker goal: a smaller percentage reduction measured against a higher baseline, so absolute car kilometres could still increase. This inaction on traffic leaves the government open to accusations of willing the ends, without providing the means; wanting the PR hit of announcing ambitious policies to help deliver more sustainable living, and then largely continuing with business-as-usual amongst a distracting fog of consultation and delay. It is intellectually incoherent to believe you can drive forward a multi-billion pound road-building and widening programme while also claiming you want to reduce annual car mileage. The government would never announce a multi-billion pound house-building programme if it had a commitment to, for argument’s sake, provide homes to fewer people. Scotland annual car kilometres continue to rise post-pandemic. Source: Scotland’s annual car kilometres, 1995 to 2023, Audit Scotland (2025) Given the huge constraints on public spending it is astonishing that there is no mention of road-user charging as means of getting much better value out of our existing road network.It is also increasingly pertinent that we have sensible conversations about how we plug budgetary gaps as revenues from fuel duties decline. Transform Scotland is a registered

Start of Transform response... 1. Inadequate plans for road traffic reduction The failure of the government to bring forward a robust implementation plan for its previous 20% reduction in car kilometres by 2030 target, let alone deliver on it, demonstrated a wider failure of political leadership. This commitment was for an absolute cut on 2019 levels. The revised target, by contrast, is to reduce car use by at least 4% relative to a 2030 “business-as-usual” projection, making it a much weaker goal: a smaller percentage reduction measured against a higher baseline, so absolute car kilometres could still increase. This inaction on traffic leaves the government open to accusations of willing the ends, without providing the means; wanting the PR hit of announcing ambitious policies to help deliver more sustainable living, and then largely continuing with business-as-usual amongst a distracting fog of consultation and delay. It is intellectually incoherent to believe you can drive forward a multi-billion pound road-building and widening programme while also claiming you want to reduce annual car mileage. The government would never announce a multi-billion pound house-building programme if it had a commitment to, for argument’s sake, provide homes to fewer people. Scotland annual car kilometres continue to rise post-pandemic. Source: Scotland’s annual car kilometres, 1995 to 2023, Audit Scotland (2025) Given the huge constraints on public spending it is astonishing that there is no mention of road-user charging as means of getting much better value out of our existing road network.It is also increasingly pertinent that we have sensible conversations about how we plug budgetary gaps as revenues from fuel duties decline. Transform Scotland is a registered

parts 3 & 4 3. Aviation let off scot-free The plan starkly sets out the contribution that domestic and international aviation makes to the transport sector’s carbon emissions - 15% in 2023, and under the plans in the CCP, rising to 29% in 2035 and 44% in 2040. This belies the belief that aviation only contributes a small percentage of the country’s carbon emissions, not now, and certainly not in the future. The plan also shows that aviation’s absolute emissions will show hardly any decline at all by the end of 2040, even assuming the highly questionable availability and effectiveness of the so-called sustainable aviation fuel. So once again, aviation is being allowed to continue to merrily pollute while every other sector in society, both within transport and outwith, is expected to devise and implement stretching, sometimes expensive, and complicated plans to rapidly reduce their own emissions. Of course aviation is singled out as deserving of special treatment as it’s such a ‘hard to abate’ sector, with so much dependant on actions at the UK and international level, and on technological break-throughs. But of course the Scottish Government, should it so wish, has all sorts of mitigation levers it could pull in terms of airport planning constraints, being ambitious with the endlessly delayed implementation of the Airport Departure Tax regime, and running communication campaigns that highlight the hugely disproportionate impact that frequent fliers have in contributing to climate breakdown. The consultation documents talk of the government’s desire to “support modal shift through more sustainable forms of travel” and yet not a single aspect of the policy platform outlined in the plan is directed at a societal modal shift away from flying, the single most damaging mode of transport anyone can take. 4. Public transport & active travel in theory, cars in practice The draft CCP talks a good game on public transport and active travel, but again fails to provide the fun…

parts 3 & 4 3. Aviation let off scot-free The plan starkly sets out the contribution that domestic and international aviation makes to the transport sector’s carbon emissions - 15% in 2023, and under the plans in the CCP, rising to 29% in 2035 and 44% in 2040. This belies the belief that aviation only contributes a small percentage of the country’s carbon emissions, not now, and certainly not in the future. The plan also shows that aviation’s absolute emissions will show hardly any decline at all by the end of 2040, even assuming the highly questionable availability and effectiveness of the so-called sustainable aviation fuel. So once again, aviation is being allowed to continue to merrily pollute while every other sector in society, both within transport and outwith, is expected to devise and implement stretching, sometimes expensive, and complicated plans to rapidly reduce their own emissions. Of course aviation is singled out as deserving of special treatment as it’s such a ‘hard to abate’ sector, with so much dependant on actions at the UK and international level, and on technological break-throughs. But of course the Scottish Government, should it so wish, has all sorts of mitigation levers it could pull in terms of airport planning constraints, being ambitious with the endlessly delayed implementation of the Airport Departure Tax regime, and running communication campaigns that highlight the hugely disproportionate impact that frequent fliers have in contributing to climate breakdown. The consultation documents talk of the government’s desire to “support modal shift through more sustainable forms of travel” and yet not a single aspect of the policy platform outlined in the plan is directed at a societal modal shift away from flying, the single most damaging mode of transport anyone can take. 4. Public transport & active travel in theory, cars in practice The draft CCP talks a good game on public transport and active travel, but again fails to provide the fun…

Start of spokes submission, with top takeway issues... Scotland’s Draft Climate Change Plan (CCP) 2026-2040 – consultation Response from Spokes, the Lothian Cycle Campaign January 2026 Please note: a. Our response concentrates on transport issues, primarily traffic reduction and active travel b. The consultation’s three transport questions don’t adequately cover our concerns, hence this submission. However, we do respond to the questions, in section 9 below, largely by reference to this main submission c. Spokes is a member of SCCS coalition and we endorse their submission, particularly the transport section 0. Top Takeaways [references are to sections below] [3] Demand management (notably road-user charging) is essential to car-km reduction. The Scottish Government should act urgently on its own commissioned research recommendations [2] The draft new ‘traffic reduction’ target is incredibly weak. It should be toughened and, if not, the government should be honest that its new target is to limit traffic growth, not to reduce traffic [4.1] The promise of multi-year funding for active travel projects should be implemented rapidly [4.2] Disguising of active travel funding by combining it with bus infrastructure money should end [4.3] 10% of the transport budget should be invested in active travel infrastructure and promotion [6] The move to zero-emission vehicles should include strong support for cargo bikes, particularly for last-mile urban deliveries and reducing motor van transport, but also for family transport

Start of spokes submission, with top takeway issues... Scotland’s Draft Climate Change Plan (CCP) 2026-2040 – consultation Response from Spokes, the Lothian Cycle Campaign January 2026 Please note: a. Our response concentrates on transport issues, primarily traffic reduction and active travel b. The consultation’s three transport questions don’t adequately cover our concerns, hence this submission. However, we do respond to the questions, in section 9 below, largely by reference to this main submission c. Spokes is a member of SCCS coalition and we endorse their submission, particularly the transport section 0. Top Takeaways [references are to sections below] [3] Demand management (notably road-user charging) is essential to car-km reduction. The Scottish Government should act urgently on its own commissioned research recommendations [2] The draft new ‘traffic reduction’ target is incredibly weak. It should be toughened and, if not, the government should be honest that its new target is to limit traffic growth, not to reduce traffic [4.1] The promise of multi-year funding for active travel projects should be implemented rapidly [4.2] Disguising of active travel funding by combining it with bus infrastructure money should end [4.3] 10% of the transport budget should be invested in active travel infrastructure and promotion [6] The move to zero-emission vehicles should include strong support for cargo bikes, particularly for last-mile urban deliveries and reducing motor van transport, but also for family transport

Scot Govt #ClimateChange Plan 🚘🚚🚲👩‍🦼🚶🚌🚆

Great to see strong response (like ours!) from @transform.scot

-> transform.scot/2026/01/29/h...

@edi.bike @edfoc.bsky.social @nigelbagshaw.bsky.social @sccscot.bsky.social @2050climategroup.bsky.social @oxfamscotland.bsky.social @drandrewboswell.bsky.social

27.02.2026 19:10 👍 4 🔁 2 💬 0 📌 0
Start of Transform response... 1. Inadequate plans for road traffic reduction The failure of the government to bring forward a robust implementation plan for its previous 20% reduction in car kilometres by 2030 target, let alone deliver on it, demonstrated a wider failure of political leadership. This commitment was for an absolute cut on 2019 levels. The revised target, by contrast, is to reduce car use by at least 4% relative to a 2030 “business-as-usual” projection, making it a much weaker goal: a smaller percentage reduction measured against a higher baseline, so absolute car kilometres could still increase. This inaction on traffic leaves the government open to accusations of willing the ends, without providing the means; wanting the PR hit of announcing ambitious policies to help deliver more sustainable living, and then largely continuing with business-as-usual amongst a distracting fog of consultation and delay. It is intellectually incoherent to believe you can drive forward a multi-billion pound road-building and widening programme while also claiming you want to reduce annual car mileage. The government would never announce a multi-billion pound house-building programme if it had a commitment to, for argument’s sake, provide homes to fewer people. Scotland annual car kilometres continue to rise post-pandemic. Source: Scotland’s annual car kilometres, 1995 to 2023, Audit Scotland (2025) Given the huge constraints on public spending it is astonishing that there is no mention of road-user charging as means of getting much better value out of our existing road network.It is also increasingly pertinent that we have sensible conversations about how we plug budgetary gaps as revenues from fuel duties decline. Transform Scotland is a registered

Start of Transform response... 1. Inadequate plans for road traffic reduction The failure of the government to bring forward a robust implementation plan for its previous 20% reduction in car kilometres by 2030 target, let alone deliver on it, demonstrated a wider failure of political leadership. This commitment was for an absolute cut on 2019 levels. The revised target, by contrast, is to reduce car use by at least 4% relative to a 2030 “business-as-usual” projection, making it a much weaker goal: a smaller percentage reduction measured against a higher baseline, so absolute car kilometres could still increase. This inaction on traffic leaves the government open to accusations of willing the ends, without providing the means; wanting the PR hit of announcing ambitious policies to help deliver more sustainable living, and then largely continuing with business-as-usual amongst a distracting fog of consultation and delay. It is intellectually incoherent to believe you can drive forward a multi-billion pound road-building and widening programme while also claiming you want to reduce annual car mileage. The government would never announce a multi-billion pound house-building programme if it had a commitment to, for argument’s sake, provide homes to fewer people. Scotland annual car kilometres continue to rise post-pandemic. Source: Scotland’s annual car kilometres, 1995 to 2023, Audit Scotland (2025) Given the huge constraints on public spending it is astonishing that there is no mention of road-user charging as means of getting much better value out of our existing road network.It is also increasingly pertinent that we have sensible conversations about how we plug budgetary gaps as revenues from fuel duties decline. Transform Scotland is a registered

parts 3 & 4 3. Aviation let off scot-free The plan starkly sets out the contribution that domestic and international aviation makes to the transport sector’s carbon emissions - 15% in 2023, and under the plans in the CCP, rising to 29% in 2035 and 44% in 2040. This belies the belief that aviation only contributes a small percentage of the country’s carbon emissions, not now, and certainly not in the future. The plan also shows that aviation’s absolute emissions will show hardly any decline at all by the end of 2040, even assuming the highly questionable availability and effectiveness of the so-called sustainable aviation fuel. So once again, aviation is being allowed to continue to merrily pollute while every other sector in society, both within transport and outwith, is expected to devise and implement stretching, sometimes expensive, and complicated plans to rapidly reduce their own emissions. Of course aviation is singled out as deserving of special treatment as it’s such a ‘hard to abate’ sector, with so much dependant on actions at the UK and international level, and on technological break-throughs. But of course the Scottish Government, should it so wish, has all sorts of mitigation levers it could pull in terms of airport planning constraints, being ambitious with the endlessly delayed implementation of the Airport Departure Tax regime, and running communication campaigns that highlight the hugely disproportionate impact that frequent fliers have in contributing to climate breakdown. The consultation documents talk of the government’s desire to “support modal shift through more sustainable forms of travel” and yet not a single aspect of the policy platform outlined in the plan is directed at a societal modal shift away from flying, the single most damaging mode of transport anyone can take. 4. Public transport & active travel in theory, cars in practice The draft CCP talks a good game on public transport and active travel, but again fails to provide the fun…

parts 3 & 4 3. Aviation let off scot-free The plan starkly sets out the contribution that domestic and international aviation makes to the transport sector’s carbon emissions - 15% in 2023, and under the plans in the CCP, rising to 29% in 2035 and 44% in 2040. This belies the belief that aviation only contributes a small percentage of the country’s carbon emissions, not now, and certainly not in the future. The plan also shows that aviation’s absolute emissions will show hardly any decline at all by the end of 2040, even assuming the highly questionable availability and effectiveness of the so-called sustainable aviation fuel. So once again, aviation is being allowed to continue to merrily pollute while every other sector in society, both within transport and outwith, is expected to devise and implement stretching, sometimes expensive, and complicated plans to rapidly reduce their own emissions. Of course aviation is singled out as deserving of special treatment as it’s such a ‘hard to abate’ sector, with so much dependant on actions at the UK and international level, and on technological break-throughs. But of course the Scottish Government, should it so wish, has all sorts of mitigation levers it could pull in terms of airport planning constraints, being ambitious with the endlessly delayed implementation of the Airport Departure Tax regime, and running communication campaigns that highlight the hugely disproportionate impact that frequent fliers have in contributing to climate breakdown. The consultation documents talk of the government’s desire to “support modal shift through more sustainable forms of travel” and yet not a single aspect of the policy platform outlined in the plan is directed at a societal modal shift away from flying, the single most damaging mode of transport anyone can take. 4. Public transport & active travel in theory, cars in practice The draft CCP talks a good game on public transport and active travel, but again fails to provide the fun…

Start of spokes submission, with top takeway issues... Scotland’s Draft Climate Change Plan (CCP) 2026-2040 – consultation Response from Spokes, the Lothian Cycle Campaign January 2026 Please note: a. Our response concentrates on transport issues, primarily traffic reduction and active travel b. The consultation’s three transport questions don’t adequately cover our concerns, hence this submission. However, we do respond to the questions, in section 9 below, largely by reference to this main submission c. Spokes is a member of SCCS coalition and we endorse their submission, particularly the transport section 0. Top Takeaways [references are to sections below] [3] Demand management (notably road-user charging) is essential to car-km reduction. The Scottish Government should act urgently on its own commissioned research recommendations [2] The draft new ‘traffic reduction’ target is incredibly weak. It should be toughened and, if not, the government should be honest that its new target is to limit traffic growth, not to reduce traffic [4.1] The promise of multi-year funding for active travel projects should be implemented rapidly [4.2] Disguising of active travel funding by combining it with bus infrastructure money should end [4.3] 10% of the transport budget should be invested in active travel infrastructure and promotion [6] The move to zero-emission vehicles should include strong support for cargo bikes, particularly for last-mile urban deliveries and reducing motor van transport, but also for family transport

Start of spokes submission, with top takeway issues... Scotland’s Draft Climate Change Plan (CCP) 2026-2040 – consultation Response from Spokes, the Lothian Cycle Campaign January 2026 Please note: a. Our response concentrates on transport issues, primarily traffic reduction and active travel b. The consultation’s three transport questions don’t adequately cover our concerns, hence this submission. However, we do respond to the questions, in section 9 below, largely by reference to this main submission c. Spokes is a member of SCCS coalition and we endorse their submission, particularly the transport section 0. Top Takeaways [references are to sections below] [3] Demand management (notably road-user charging) is essential to car-km reduction. The Scottish Government should act urgently on its own commissioned research recommendations [2] The draft new ‘traffic reduction’ target is incredibly weak. It should be toughened and, if not, the government should be honest that its new target is to limit traffic growth, not to reduce traffic [4.1] The promise of multi-year funding for active travel projects should be implemented rapidly [4.2] Disguising of active travel funding by combining it with bus infrastructure money should end [4.3] 10% of the transport budget should be invested in active travel infrastructure and promotion [6] The move to zero-emission vehicles should include strong support for cargo bikes, particularly for last-mile urban deliveries and reducing motor van transport, but also for family transport

Scot Govt #ClimateChange Plan 🚘🚚🚲👩‍🦼🚶🚌🚆

Great to see strong response (like ours!) from @transform.scot

-> transform.scot/2026/01/29/h...

@edi.bike @edfoc.bsky.social @nigelbagshaw.bsky.social @sccscot.bsky.social @2050climategroup.bsky.social @oxfamscotland.bsky.social @drandrewboswell.bsky.social

27.02.2026 19:10 👍 4 🔁 2 💬 0 📌 0

Don't miss our free training sessions:

✏️Local Place Plans...4 March
💬How to engage your community...11 March
🚲Making active travel happen through LPPs...12 March
📋Creative approaches to community engagement..19 March

🔗Register now: bit.ly/pas-training

26.02.2026 14:04 👍 0 🔁 1 💬 0 📌 0
Start of Spokes article... Princes Street & George Street – the future Following the Council decision of 12 February 2026 on how to use revenue from the Visitor Levy, there is considerable uncertainty around projects to improve Princes Street and George Street, in terms of funding, timescales and project scope. Spokes has therefore written to Transport and Environment convener Cllr Stephen Jenkinson suggesting various options which would provide wider footways and safe and attractive cycling conditions in both these world-renowned streets. For George Street, low cost interim options are suggested if funding for the full scheme is not likely for the forseeable future.

Start of Spokes article... Princes Street & George Street – the future Following the Council decision of 12 February 2026 on how to use revenue from the Visitor Levy, there is considerable uncertainty around projects to improve Princes Street and George Street, in terms of funding, timescales and project scope. Spokes has therefore written to Transport and Environment convener Cllr Stephen Jenkinson suggesting various options which would provide wider footways and safe and attractive cycling conditions in both these world-renowned streets. For George Street, low cost interim options are suggested if funding for the full scheme is not likely for the forseeable future.

Drawing of CCWEL cycleroute showing the missing link in George Street. In the case of George Street, this has been chosen as the route for the central core of CCWEL, the City Centre east/west link, the west and east sections of which are now complete and already continue east down the whole of Leith Walk and onwards, nearly to Ocean Terminal. George Street is an essential missing link – see Fig 2. Fig 2: The George Street CCWEL missing link. The drawing is from a Cycling Scotland report on automatic counter data which shows cyclists already making up nearly 10% of trips (including pedestrian trips) at the east on Leith Walk cycle lanes and at the west on Roseburn CCWEL section.

Drawing of CCWEL cycleroute showing the missing link in George Street. In the case of George Street, this has been chosen as the route for the central core of CCWEL, the City Centre east/west link, the west and east sections of which are now complete and already continue east down the whole of Leith Walk and onwards, nearly to Ocean Terminal. George Street is an essential missing link – see Fig 2. Fig 2: The George Street CCWEL missing link. The drawing is from a Cycling Scotland report on automatic counter data which shows cyclists already making up nearly 10% of trips (including pedestrian trips) at the east on Leith Walk cycle lanes and at the west on Roseburn CCWEL section.

Picture of central area 'Strava heatmap' which uses colour to illustrate roughly similar cycle usage in Princes St and in George St

Picture of central area 'Strava heatmap' which uses colour to illustrate roughly similar cycle usage in Princes St and in George St

A suggested low cost scheme for George Street, possibly as an interim solution for several years until funding becomes available for a full scheme. Following the visitor levy decision we are unclear if the existing proposals can still be funded. However, if they are not going ahead – or not in the relatively near future – then we urge that low cost changes are made as rapidly as possible to complete CCWEL, including connections at Charlotte and St Andrew Squares, and to improve pedestrian conditions. We suggest two alternatives, even if they are only interim solutions for a number of years. 3a [our strong preference] Remove central parking, and reduce traffic lanes from 4 to 2, with wider footways and unidirectional kerb-protected cycle lanes on both sides This type of approach was in fact accepted to be a feasible low-cost option by transport officers in a TEC debate a few years ago, when concern was growing about escalating project costs, but was rejected in favour of developing the more comprehensive, but costly, current scheme. It also has the advantage of preserving symmetry, a major concern for heritage groups. Under an initial or temporary low cost, scheme, the central setts etc could be retained and the space repurposed, for example seating and planters with trees. The proposal would ideally also be accompanied by restrictions on moving traffic, for example allowing only taxis, buses and necessary deliveries, although this could be a later stage so as to aid early implementation. The removal of central area parking would in any case substantially reduce private motor traffic.

A suggested low cost scheme for George Street, possibly as an interim solution for several years until funding becomes available for a full scheme. Following the visitor levy decision we are unclear if the existing proposals can still be funded. However, if they are not going ahead – or not in the relatively near future – then we urge that low cost changes are made as rapidly as possible to complete CCWEL, including connections at Charlotte and St Andrew Squares, and to improve pedestrian conditions. We suggest two alternatives, even if they are only interim solutions for a number of years. 3a [our strong preference] Remove central parking, and reduce traffic lanes from 4 to 2, with wider footways and unidirectional kerb-protected cycle lanes on both sides This type of approach was in fact accepted to be a feasible low-cost option by transport officers in a TEC debate a few years ago, when concern was growing about escalating project costs, but was rejected in favour of developing the more comprehensive, but costly, current scheme. It also has the advantage of preserving symmetry, a major concern for heritage groups. Under an initial or temporary low cost, scheme, the central setts etc could be retained and the space repurposed, for example seating and planters with trees. The proposal would ideally also be accompanied by restrictions on moving traffic, for example allowing only taxis, buses and necessary deliveries, although this could be a later stage so as to aid early implementation. The removal of central area parking would in any case substantially reduce private motor traffic.

🙋 #PrincesStreet #GeorgeStreet future

🙋 We email Transport Convener @stephenjenkinson.bsky.social

-> www.spokes.org.uk/2026/02/prin...

@edi.bike @edinreporter.bsky.social @edinburghminute.com @secretedinburgh.bsky.social @thecockburn.bsky.social @alyall.bsky.social @spurtle.bsky.social @sw20.info

25.02.2026 21:53 👍 15 🔁 7 💬 3 📌 0