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Cycle parking, things are finally moving on…

Cycle parking, things are finally moving on…

Just over five years ago (in September 2009) I wrote a blog post “Cycle parking, please can we have more…” in which I talked about the problems with lack of secure bicycle parking in Edinburgh. I flagged up issues the particular problems for tenement dwellers in Edinburgh, where storage is often a very real problem (as it is across most Scottish cities), added to which people living in tenement areas are less likely to own a car.

Three years ago things were looking positive as there where the first glimmerings of hope that something might actually be happening. There had been an announcement that City of Edinburgh Council (CEC) has proposed a Pilot of on-street residential cycle parking. I was one of the first to put in an application and waited with bated breath, well almost. As the closing date for application was December 2011, it seemed reasonable to expect that here might be something on the ground by the summer of 2012. In early May a letter arrived inviting all those who had applied to be a part of the trial parking project to a site meeting to consult on how it might work in practice. So it was that my self and one of my neighbours met with a number of officials, including the CEC’s cycling officer (Chris Brace), a CEC Project Engineer (Scott Mannion), one of the environmental manager (David Doig) and LBP Crime Prevention Officer (Carol Menzies). We had a wide ranging discussion, as we stood in the spring sun shine, covering all aspects of how that cycle parking (and its location) could affect the street, from accessibility to security, from refuse collection to turning space, and more. The meeting ended with a general consensus that the best location for the cycle storage was at the southern end of the street on the west side, on an area of concrete pavement which is currently just dead ground. It felt like something was really about to happen after two years of campaigning and lobbying, finally we were getting what was needed.

For a couple of months nothing happened, no information, nothing. In late July 2012 a letter arrived saying that the council was going to hold a written consultation for all residents in the street. A number of my neighbours came to ask me about this as they wanted to know more about the proposal, everyone I knew who lived in the street was in favour of the idea of having a secure cycle parking facility (even those who owned cars and those who didn’t own a bicycle). The written consultation was than followed with a series door to door interviews, and it was beginning to feel like someone at the Council was doing all they could to find an objector, so that they could stop the scheme (maybe I am being too cynical here).

Following all this consultation things went quite again until late June 2013 when another written consultation arrived, this time with plans showing the proposed location of the cycle storage on the opposite side of the street from that which residents said they wanted in the earlier consultation. I am told that there eleven responses to this consultation, all in favour of having the cycle storage on street and three saying explicitly that it should be on the far side of the street (the other made no comment on the location). One wonders why it is felt necessary to have quite to much “consultation” when they don’t bother to take notice of what the people who are going to live with the infrastructure actually have to say. It strikes me that a large amount of public money is wasted in this way.

Move forward to June 2014 and the City Council break their radio silence again with a letter to say that three different types of secure on street cycle storage across five locations across the city. The three types of storage chosen were the Cyclehoop Fietshangar, Cycle-Works Velo-Box lockers and Cycle-Works Streetstores (the latter a somewhat experimental design to judge by their website where there are several different prototype designs shown). The letter went on to say that the installation would be completed by the end of July 2014.

By this time I was starting to feel I would only believe when I saw it, so you can imagine my surprise and delight when I was told of shiny new Cyclehoop Fietshangars had been sighted in the city!

On street cycle storage in Edinburgh ©EdinburghCycleChic

Then came the news that Cycle-Works Velo-Safe lockers had also been sighted.

On street cycle storage in Edinburgh ©EdinburghCycleChic

On street cycle storage in Edinburgh ©EdinburghCycleChic

This was real progress at last! But wait where were the Cycle-Works Streetstores? There was no sign of them anywhere and again silence from the City Council, after some prompting there was a few vague comments that they were coming soon. July turned to August, the Festival came and went, September, still nothing, then finally in October Streetstores were sighted for the first time!

On street cycle storage in Edinburgh ©EdinburghCycleChic

How does the scheme actually work? Now there’s a question I keep getting asked, well, places in the cycle storage is offered to first to residents living within 100m of the stores. Only two places per flat are allowed per flat (which is rather unfair on students living in Houses in Multiple Occupation or HMOs) and place are allocated on a first come first serve basis. Each person gets a gets an individual contract and must give the details of the bicycle they are intending to store. The contract also states that the storage can only be used to store “a security-tagged bicycle belonging to or in the care of the member”, later in the contract it talks of bicycles with a permit and displaying a permit sticker.

As to costs and pricing, the contract states that “during the period of the Scheme the Council will not make a charge for participation in the Scheme. The Council may bring the pilot Scheme to an end on giving 14 days’ notice to the Members, and thereafter charge the Member for continued participation in a new scheme and take a deposit for the access key”. Nowhere, in the contract does it give any indication of how long the pilot Scheme will run for, nor is there any mention of how much the charge might be in the future. Elsewhere, it has been stated that the “cycle parking would be … trialled for around 2 years“. Also “It is expected that there would be a charge of around £5 per month per user for the use of the covered storage options to help cover running costs”. This would mean that it would cost £60 a year to park a bicycle compared with £31.50 to park low emission car in the same permit zone. When you bear in mind that ten bicycles can be accommodated in the space required for one car, this seems rather excessive, no doubt the Council will say that this reflects cost of maintaining the cycle storage, whilst blithe ignoring the costs involved in controlling car parking in the city. If the council are to introduce such a high charge for cycle parking, then it would only be reasonable that all subsidies for car parking be dropped and that the cost of car parking be brought up to a matching level.

 

It is time to stop the killing on our roads

It is time to stop the killing on our roads

This year has seen an upsurge in the number of people dying on our roads, sadly those with the power to change things don’t seem to be interested, so we need to send them the message: It is time to stop the killing on our roads!

Our roads are not a war zone, this is not the fog of war, people dying on our roads are not some poor buggers who have wandered into their covering fire, they are not collateral damage. They were just ordinary people going about their business who died needlessly before their time. Now is the time to make it stop, we can do something about it, but it needs political will. Throwing money at dualing roads won’t save lives. Lowering speed limits, better infrastructure to protect vulnerable road users, strengthening the law and enforcing it, these are things which save lives. It is not rocket science, there is much we can learn from just across the North Sea. We can make our country a better place to live for all, Active Travel IS a matter of social justice. Here are some Manifesto suggestions for Active Travel, let’s push our political representatives to take them seriously. After all, they are there to serve the people.

The QBC to Leith Walk, where did it all go wrong?

The QBC to Leith Walk, where did it all go wrong?

There has been a real sense of hope in the air, cycling was/is on the up following the Olympics. There was talk of a Golden Legacy, which seemed to have some support from the City of Edinburgh Council. It seemed there was a chance that Edinburgh could really become the cycle friendly city that has so long been promised, it is after all the only city in the UK to have signed the Charter of Brussels. It has also committed 5% of its Transport budget to cycling and drawn up an Active Travel Action Plan.

All in all, you might expect that Edinburgh is in a good position to become Scotland’s top cycling city. However, things are not as good as they should be, the money may be there, but what is it being spent on? Well, recently we have seen the opening of the so called Quality Bike Corridor (QBC), built at a cost of £650,000. Now, with a name like that ,you’d expect something really special. You’d expect the local cycling community to be jumping up and down with excitement, but I am not, and I am not alone in my disappointment. I have recently discovered that this route has been 27 years in planning, and that the original 1985 plan was considerably more ambitious that the current miserable effort. Something has obviously gone badly wrong!

As if this wasn’t enough, there is the case of Leith Walk. Following the decision not to take the new Edinburgh tram “network” down Leith Walk, this road now has to be re-developed. This should be an ideal opportunity for the Council to show some commitment and add in some good quality cycling infrastructure. This is something which the local residents named as their top priority in the consultation on the re-development of the area. However, the council planners seem to have decided to totally ignore the local desire for good quality cycle infrastructure alone the entire length of the road, and instead have planned for just a short bike lane between the two roundabouts at the top. This is according to a leaked document, I don’t have any further details at present.

leaked doc

At this point it needs to be made clear that the Council’s Active Travel Action Plan is now aimed at 15% of commuter journeys to be by bike by 2020, rather than 15% of all journeys (in other words, a 15% modal share for cycling). This means the Council is not interested in achieving a modal shift by making the roads safe for family cycling, as has been done in every place where cycling levels are high. The question is: who are facilities like the QBC for? “Experienced, confident cyclists”, according to the plan – who are they? The road warriors, the club cyclists, the MAMILs who are cycling already? But these groups (tribes?) will cycle without £650,000 being spent on some coloured tarmac, and a poorly designed junction at KB. Also, it is very unlikely that this group will expand to 15% of commuter journeys in a few years’ time, let alone 15% of all journeys. It is currently not safe for family cycling. We have seen increased interest in cycling in the past, similar to the current post-Olympic boom, which failed to result in large increases in modal share (whereas commuting modal share has increased slightly over the last decades). The modal share in Edinburgh remains stubbornly around 2%, as the majority of the population don’t feel it is safe to cycle on the roads. If we want to change this, we have to make riding a bicycle as a means of transport safe, convenient and easy for everyone, not just “experienced, confident cyclists”.

According to Prof John Whitelegg, speaking at a recent conference, politicians think that 60% of citizens prefer motorised travel, whereas only 15% of citizens actually do. He is also on record for saying there is no reason why we can’t have 20% of trips by bike by 2020, we just need the political will to do so. Of course, things are not helped by the Dutch saying that it takes 20 years to get to where they are in terms of infrastructure. This maybe so when you look at changing transport infrastructure over the entire country. But at a local level, changes can happen much faster by using temporary measures, such as white paint and plastic bollards to create safe space, as has been done to great effect in New York. The effect of these simple measures had a dramatic effect on the local economy, with retail sales increasing by up to 49%. So you would think this is something that the City of Edinburgh Council would be grabbing with both hands. Instead, Edinburgh is spending £55,000 a week on “free parking” as a part of the “Alive after 5” campaign. Newcastle has experimented with the same campaign, but couldn’t split how many people came by bus, bike, on foot, etc. Basically this is money just thrown down the drain.

Edinburgh is recognised as being the best place in the UK to live, so why is the Council looking to places which are not as good? To make Edinburgh a better place to live, we should be looking outward and copying ideas from cities which are recognised as being among the best places in the world. Places like Copenhagen, a city that owes its success to the ideas of Jan Gehl. A man who told the Sir Patrick Geddes Commemorative Lecture 2012: “Edinburgh looks fantastic from the air, but if you go to eye level it looks neglected and treats people as sheep”. He has “been coming to Edinburgh for 47 years, this is a city that needs to take power from traffic engineers”. He says that “lists of most liveable cities in the world don’t include Edinburgh or other Scottish or UK cities.” In order to change this, “there is a need for political commitment to working towards becoming the most liveable city in the world”. So there we have it, until the Council starts looking for ideas from places that have a proven track record of being the best places in the world to live and stop treating people like sheep, they will continue throw council tax payers’ money down the drain!

A proposed eight point manifesto for safer cycling

A proposed eight point manifesto for safer cycling

The Times has launched a public campaign and 8-point manifesto calling for cities to be made fit for cyclists:

  1. Lorries entering a city centre should be required by law to fit sensors, audible turning alarms, extra mirrors and safety bars to stop cyclists being thrown under the wheels.
  2. The 500 most dangerous road junctions must be identified, redesigned or fitted with priority traffic lights for cyclists and Trixi mirrors that allow lorry drivers to see cyclists on their near-side.
  3. A national audit of cycling to find out how many people cycle in Britain and how cyclists are killed or injured should be held to underpin effective cycle safety.
  4. Two per cent of the Highways Agency budget should be earmarked for next generation cycle routes, providing £100 million a year towards world-class cycling infrastructure. Each year cities should be graded on the quality of cycling provision.
  5. The training of cyclists and drivers must improve and cycle safety should become a core part of the driving test.
  6. 20mph should become the default speed limit in residential areas where there are no cycle lanes.
  7. Businesses should be invited to sponsor cycleways and cycling super-highways, mirroring the Barclays-backed bicycle hire scheme in London.
  8. Every city, even those without an elected mayor, should appoint a cycling commissioner to push home reforms.

Personally I find this a disappointing mishmash of ideas and lacking in ambition. I think that we can do better, so here is my version:

Active travel is a great idea as it achieves so many policy objectives: it is clean, it is green, it reduces congestion in towns and cities, and it is healthy (active people, such as regular cyclists, live longer). In addition, people who use active ways of travel to get to work are more productive, and it is relatively cheap and therefore has great potential to save money (the future savings in health cost alone make worthwhile).

  1. Commitment to cycling: Cycling is booming in Britain and said to be worth £3 billion to the economy. But while in the Netherlands some £10-£20 per head is invested in cycling. In Scotland it is nearer £2-£3. In England the best achieved was the 2005-2011 Cycling City and Towns project, which invested around £10 per head and achieved significant growth in everyday cycle use. The Scottish government should invest 5% of its £2bn annual transport budget in active travel (cycling and walking). This is exactly in line with its own ‘Low Carbon Scotland’ proposal for £1.32bn over 11 years, and with the per-head figure which The Netherlands spends on cycling alone. Scottish local authorities should invest, from their own internal transport budgets, a proportion at least equal to their existing commuter cycling modal share, as the City of Edinburgh Council has done. Bearing in mind that the Cycling Action Plan for Scotland aim is “By 2020, 10% of all journeys taken in Scotland will be by bike.
     
  2. Improved provision for cycling: this must include a commitment to reviewing major roads and junctions, prioritising dedicated space for cyclists where speed limits are not already 20mph and ensuring quality infrastructure which ensures safe reintroduction of cyclists to the highway where relevant. This should be done following best practice from places which have a cycling modal share of 20% or greater. Local Transport Note (LTN) 2/08 and Cycling by Design 2010 should be scrapped as neither is truly fit for purpose (although the latter is better than the former). The important thing is to get rid of the concept of “dual networks” cycling should be safe for everyone, not just the quick and the bold. The Dutch and the Danes have developed their best practice over 30 years of trial and error, we have the opportunity to learn what works and avoid repeating the mistakes.
     
  3. Slower speeds: in residential and built up areas. There are significant road safety benefits with a 20 mph speed limit. National government must commit to supporting, encouraging and funding local authorities to follow many of their peers and make the change to 20mph.
     
  4. Encouragement of cycling – Smarter Travel Choices. National Government and local authorities must commit to supporting safe and active travel within a wider programme of ‘smarter choices’ investment. By committing to this policy direction, we are more likely to see a joined-up package of measures. A good example of this is the “Better way to work” campaign which was run in Edinburgh last year.
     
  5. Improved road traffic law and enforcement: Traffic law must do more to protect the most vulnerable road users such as cyclists, pedestrians, children and older people. In addition, traffic policing teams much be given more resource to ensure that existing laws can be enforced more effectively. Sentencing must be appropriate when drivers cause harm, and fines should be related to income as following the Swiss model.
     
  6. A focus on Heavy Goods Vehicles (HGVs): heavy lorries are associated with a disproportionately high risk of death or very serious injury to cyclists and pedestrians. Despite being just 6% of road traffic, lorries are involved in around 20% of all cyclists’ fatalities. Government policies must ensure a commitment to the roll-out of a comprehensive package of measures to reduce the risk of HGVs to cyclists and pedestrians.
     
  7. A strategic and joined-up programme of road user training: to include better information, provision and training for all road user types including cyclists from an early age.
     
  8. Improved data: the information that records how many people are cycling is very poor at the national level and inconsistent at the local level. This makes it difficult to monitor what is happening and which interventions have greatest impact. At a minimum, counts should be carried out twice a year using standardised protocols for data collection and handling. Where possible, electronic counters with displays should be used to count the number of cyclists passing certain routes. This both raises awareness and creates a community feeling among cyclists, as well as being a good evaluation instrument to monitor the success of the project.

If these eight points were to be taken on board and fully implemented, we could make this a happier and healthier country.

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Cycle parking, a new opportunity in Edinburgh?

Cycle parking, a new opportunity in Edinburgh?

Some time ago I wrote a post called Cycle parking, please can we have more… in which I flagged up issue surrounding cycle parking in Edinburgh and the particular problems for tenement dwellers. Finally things are starting to change, as a result of lobbying by Spokes the City of Edinburgh Council has proposed a Pilot of on-street residential cycle parking. They say:

“The City of Edinburgh Council is committed to increasing the percentage of all journeys in the city by bike to 10% by 2020. One of the biggest barriers to cycling in the city is a lack of suitable cycle parking for residents in tenement areas. In recognition of this, the Council is considering providing on-street cycle parking in areas with tenement residences. This will initially be done on a trial basis at a small number of locations. We are planning to trial:

  • covered cycle racks;
  • individual lockers; and
  • uncovered cycle racks.

So if you are interested for your tenement/flat area, please talk to your neighbours and apply by 9th December 2011. Application form [pdf 4.4MB] application form [doc 764k].

However, it should be noted: “Applications are subject to being selected on the basis of suitability and feasibility. We cannot guarantee that locations that are selected will be installed. Should you require any further information please contact cycling@edinburgh.gov.uk”

I hope to see this project going ahead, but the “suitability and feasibility” clause does worry me that the Council is not fully committed to “increasing the percentage of all journeys in the city by bike to 10% by 2020”. As I have seen existing cycle infrastructure around the city quietly disappearing, such as well used Sheffield stands being removed and not replaced when pavements are relaid, and cycle lanes being converted into on street car parking. Still this initiative does give me hope for the future!

Introducing the Dutch Cycling Embassy

Introducing the Dutch Cycling Embassy

Ever wonder how the Dutch came to have Cycling For Everyone? Well this wee video from the Dutch Cycling Embassy how they got to where they are now and why they feel they have something worth exporting to the rest of the world.

We will pass over the fact that the Dutch copied the idea of a “Cycling Embassy” from the Danes. Also, it is important not to confuse it with the Cycling Embassy of Great Britain which has been founded to introduce the concept cycling for everyone to British cycle campaign groups people. Unlike the other two, this “Cycling Embassy” is importing the idea of cycling for everyone from more advanced countries…

Life is more beautiful by bicycle

Life is more beautiful by bicycle

I recently spotted this Ad by Decathlon and was so charmed by it I had to put it up here:

The strap line reads “Life is more beautiful by bicycle” and who could argue with that?

 

Thanks to Cycling in Auckland for putting me on to it.

NB, the original You Tube video had been pulled, so I found another copy on Vimeo.

Manifesto suggestions for active travel revisited

Manifesto suggestions for active travel revisited

With the Scottish elections coming up in May, I thought I would revamp my manifesto suggestions for active travel.

Active travel is a great idea as it achieves so many policy objectives: it is clean, it is green, it reduces congestion in towns and cities, it can boost local economic activity, and it is healthy (active people, such as regular cyclists, live longer). In addition, people who use active ways of travel to get to work are more productive, and it is relatively cheap and therefore has great potential to save money (the future savings in health cost alone make worthwhile). So, with a general election looming, I thought I would make a few suggestions, which the political parties might like to adopt for their Manifestos for the coming Holyrood elections with regard to active travel.

First off, what is active travel? Well, at its simplest it is making short journeys by active means, such as walking or cycling. So how do we encourage active travel, here is a proposal from an unexpected source:

 

  • Treat walking and bicycling as equals with other transportation modes
  • Ensure convenient access for people of all ages and abilities
  • Go beyond minimum design standards
  • Collect data on walking and biking trips
  • Set a mode share target for walking and bicycling
  • Protect sidewalks and shared-use paths the same way roadways are protected (for example, snow removal)
  • Improve non-motorized facilities during maintenance projects

Now these might sound like the sort of policies you would get from a liberal neo-socialist European country (or Enrique Peñalosa in Bogotá), but just look at the spellings, this was cut and pasted from the official blog of the US Secretary of Transportation. If the Americans can do it, why can’t we?

So here are a few other suggestions:

Strict liability. As I have pointed out elsewhere on this blog, this is an issue which the Scottish Parliament can and should legislate on.

Reduce speed limits in built up areas from 30 mph to 20 mph, throughout all built up areas. People living in built up areas want to feel safe on the streets. One of the major reasons for people not feeling safe when walking or cycling is the speed of traffic in areas with busy roads. The thing with 20 mph zones is that not only do people feel safer, they are safer. There is a wealth of data on the effects of these lower speed limits, studies have shown that introductions of 20 mph zones are associated with a reduction in road casualties of up to 42%.

Enforce the speed limits. Drivers who speed are more likely to be involved in collisions, and they are also more likely to commit other driving violations, such as red-light running and driving too close to the vehicle in front. A DfT 2007 Speed Survey showed that on 30 mph roads, 49% of car drivers exceed 30 mph and 19% exceed 35 mph. Tougher enforcement of the existing traffic laws would also help, currently the police are reluctant to prosecute drivers exceeding the 30 mph speed limit, unless they are travelling in excess of 40 mph. This is a major reason for people not feeling safe when walking or cycling in areas with busy roads. This is creeping on to the political agenda in Scotland, but all too slowly.

Cycle training. There is an excellent training programme available for all school children in Scotland, but less than half of Scotland’s school children get the training. Cycle training to at least National Standard Level 2 (Basic on road skills) and preferably to Level 3 (Advanced roads skills) should be part of the school curriculum, this is an import life skill, not just a leisure activity like golf.

A tax car on parking spaces. Over the last twenty years is there has been significant growth of retail parks and shopping malls, these use large car parks and have greatly increased levels of traffic congestion, while at the same time strangling the life out of small High Street retailers. One way to redress the balance would be to tax car parking spaces. This could also be applied to workplace car parking to discourage commuting by car and again reduce congestion.

Encourage the provision of cycle parking. This could provide real economic benefit, an Australian study has shown each square metre of space allocated to cars contributed A$6 per hour in expenditure, whereas each square metre of space allocated to bicycles brought in five times as much (A$31 per hour). A significant element is that a bicycle take up 12% of the space used by a car, therefore, one car parking space can be used by 8 bikes. So it can be seen that replacing car parking with bicycle parking makes economic sense as part of a parking management plan.

Even the Westminster government has recognised that pedestrians, cyclists and public transport users provide as much if not more spending power than car users in town centres. However, there is a consistent misinterpretation by traders that the majority of their customers arrive by car, and this is not just a UK phenomenon. In Graz, Austria, traders reported that 58% of customers arrived by car when objective data showed that this was 32%, while 68% arrived by sustainable travel modes and yet traders believed just 42% did so. Surveys in Edinburgh, Bristol, and Leicester have shown similar results.

To encourage the provision of cycle parking, rebates and grants could be given for providing secure covered cycle parking within 50m of the front entrance to buildings. Also, to introduce a planning requirement that all new developments should have to provide secure covered cycle parking within 50m of the main entrance to the building, at a minimum rate of one bicycle space per 500 m2 of floor area for commercial offices, and one bicycle space per 900 m2 of floor area for retail and most other commercial uses. Of course people also need secure bicycle storage at home, and this should be encouraged.

Require planners to count pedestrians and cyclists when they carry out traffic surveys, by law. Every traffic planner in the country can tell you how many motor vehicles there are on the roads in their area, but few (if any) can tell you how many cyclists and pedestrians use the same routes. How can you plan for non-motorised traffic if you don’t know how many people are travelling by these means?

Commit a minimum of 5% of the transport budget to be spent on active travel. Let’s face it, 5% isn’t a big ask, the return on investment from active travel infrastructure is far higher than for other forms of transport, by as much as 20:1! This is far greater than the return on investment from providing infrastructure for electric cars. However, currently less than 2% of the total transport budget is spent on active travel, and yet we are all pedestrians at some time in the day. No one can drive absolutely everywhere, no matter how much some people might want to…!

Introduce a lifetime driving ban for drivers who kill, without exception. Currently drivers who cause death by dangerous driving are given a five year ban, starting from the date of sentence (this runs concurrently with any prison term). Drivers who kill, but are convicted of lesser offences, often leave court with little more than a fine and six penalty points on their licence. Anyone causing the death of another by means other than driving can normally expect a substantial prison term, so why are we so lenient with drivers?

Give people back their travel choices, help them to choose active travel, for a longer, healthier, and happier life!

Cycling Sucks

Cycling Sucks

Not everybody thinks that cycling is wonderful, some people think that Cycling Sucks and maybe they have a point, as this Dutch student video clearly shows…

It was made as the first of two commercials they created for a school project, in order to promote cycling, unfortunately the second film isn’t available. Just in case your Dutch is a wee bit rusty, right at the start the ‘cop’ says, “Well sir, how fast have we been driving?”. The sentence at the end goes something like “Cycling is? annoying, isn’t it?”.

More on cycle parking…

More on cycle parking…

Just over a year ago I wrote a post on cycle parking (Cycle parking, please can we have more…), since then I have been thinking about it a lot, basically every time I have to lug one of my bikes up the stairs to my flat, I wish we had the cycle storage at ground level. I keep looking round trying find a solution and I think I may just have found one: the Cycledock. This is just the sort of thing I had in mind a year ago when I wrote the first post, all I need to do now is find a way of getting City of Edinburgh Council to put one in my street! So Councillor Mackenzie, cycle parking, please can we have some in your ward?

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