We sometimes hear claims that things have become more dangerous for pedestrians - especially children, elderly and disabled people - since the temporary Lanark Road 'Spaces for People' (now 'Travelling Safely') scheme was implemented, and that the scheme should be removed on that basis.
Does that argument hold up when scrutinised? Should we return Lanark Road to how it was pre-pandemic?
It might be instructive to have a look at the current 'crossing points'. These were never installed with the purpose of enabling people to cross safely. They are in fact 'traffic splitter' islands designed to separate traffic near junctions or bends in roads. In short, they help drivers not crash into each other.
Despite this, they are the only crossing options between Gillespie Crossroads and the Inglis Green Road junction, across (previously) four lanes of fast traffic. in comparison, there are eight separate signalised pedestrian crossings between Gillespie Crossroads and the Balerno, for crossing two lanes of traffic.
Of the seven small splitter islands only two have dropped kerbs. This is a very low bar in offering safe, accessible crossings - they are also very narrow and located in the middle of the road with two lanes of traffic either side of them. It's a pretty unpleasant prospect for anyone brave enough to cross in wheelchair, with a pram or buggies, young kids or you need a bit more time to cross.
The traffic splitter islands haven't changed in the Travelling Safely scheme but instead we'll examine how it has impacted upon them.
Common Themes
Many of these crossing points are used by bus passengers to access bus stops.
Vehicles can no longer block the crossing points - they were previously blocked with parked cars making them unusable.
As a result, pedestrian sight lines have improved.
The cycle lanes perhaps provide a quieter strip for pedestrians to begin a crossing and then only facing two fast lanes of traffic rather than four.
Floating parking bays act as traffic calming measures forcing drivers to slow - less width slows traffic in places.
Speed camera switch off and wide road encourages drivers to reach dangerous speeds despite road layout changes being designed to calm traffic.
Cyclists are no longer forced into fast moving traffic by parked cars at the crossing points making it safer for them.
Summary Of Findings
Pedestrians
Mixed: but it would be untrue to say the pedestrian experience at crossing points has been made significantly worse. At all of the crossing points, visibility and access to them has improved. Previously, parked cars could block them, quite legally rendering them useless or very dangerous for people to use.
But the crossings were already substandard and remain inadequate. There are no signalised crossing (with traffic lights or zebra crossings). Only two of the seven crossing points have dropped kerbs and none have any tactile paving - there are no crossings that are suitable for people with visual impairments or mobility needs.
Cycling:
Mixed: At some crossing points, safety has improved for cyclists as the new cycle lanes are where cars previously blocked the crossings. At some pinch points, where people on bikes and 40mph+ cars needed to mix, are now better. However, some pinch points are still advisory lanes, or are merged with bus lanes and do not offer vulnerable road users additional protection.
What would happen if the scheme is removed?
When solely considering the crossing points, reverting back to the old layout would mean a dangerous experience, for pedestrians, people with disabilities, and cyclists. Cars would block crossings again and the road would be wider and faster.
What if we improved, not removed, the scheme?
It's abundantly clear that much could still be improved with permanent designs. Improvements for better accessibility and user experience should be at the heart of these future designs. This is why SW20 consider signalised crossings essential, likely placed at the Kingsknowe Park and Hailes Gardens/Clovenstone path (bringing forward the West Edinburgh Link) crossing points where most people would use them. We'd like to see many more though, and if that's not possible, then these crossing points, at worst, need converted into proper 'refuge islands'. Could a reduction to 20mph be a solution?
SW20 are clear on this. Consolidate the gains from these changes and then improve, not remove the scheme by working with the local communities on a design that will serve our future needs. Safer streets help people walk, wheel and cycle more.
Kingsknowe Park crossing mock up next to Dovecot Park.
Crossing Points - Before and After Comparisons
Below we detail our findings about individual crossings.
Spylaw Bank Road Before
- Drivers accelerate hard on this section.
- No dropped kerbs.
- No tactile paving.
- Drivers can park anywhere legally.
- Cyclists vulnerable at pinch point.
Spylaw Bank Road After
- Drivers can still accelerate hard.
- No dropped kerbs.
- No tactile paving.
- Parking now prohibited.
- Some protection for cyclists at pinch point but could be better.
Hailes Grove Before
- Drivers braking hard for speed camera.
- No dropped kerbs.
- No tactile paving.
- Drivers can park anywhere legally.
- Extra bus stop lane to cross as well.
- Cyclists vulnerable at pinch point.
Hailes Grove After
- Speed camera switched off increases driver speeds.
- No dropped kerbs.
- No tactile paving.
- Parking now prohibited.
- Some protection for cyclists at pinch point from bollards.
Kingsknowe Park Before
- Drivers accelerating.
- Drivers can park anywhere legally.
- Kerb dropped approx 2019
- No tactile paving.
- Sight lines impinged.
- Cyclists vulnerable at pinch point due to parked cars forcing them into traffic.
Kingsknowe Park After
- Road narrowed to reduce driver speed
- Parking now prohibited.
- Kerbs dropped approx 2019
- Sight lines improved.
- Some protection for cyclists at pinch point although could be better.
The floating parking bays encourage drivers to reduce their speed on approach. There is no tactile paving (particularly an issue for visually impaired people) but at the kerbs are dropped here improving access for people with mobility issues. As cars no longer block the crossing pedestrians now stand a chance of using the crossing point. This crossing was especially dangerous for children due to the parked cars, when football is on at the park, with them having to cross between parked cars, unsighted by drivers travelling speeds in excess of 40mph.
Dovecot Grove Before
- Drivers accelerating.
- Drivers can park anywhere legally.
- No dropped kerbs
- No tactile paving.
- Sight lines impinged.
- Cyclists vulnerable at pinch point due to parked cars forcing them into traffic.
Dovecot Grove After
- Road narrowed to reduce driver speed
- Parking now prohibited.
- Sight lines improved.
- No dropped kerbs.
- Some protection for cyclists at pinch point although could be better.
Arnott Gardens Before
- Drivers accelerating.
- Drivers can park anywhere legally.
- No dropped kerbs
- No tactile paving.
- Sight lines impinged.
- Cyclists vulnerable at pinch point due to parked cars forcing them into traffic.
- Racetrack barrier protecting houses from speeding cars, reducing pavement width.
Arnott Gardens After
- Road narrowed to reduce driver speed
- Parking now prohibited.
- Sight lines improved.
- No dropped kerbs.
- Some protection for cyclists at pinch point from bollards.
- Racetrack barrier protecting houses from speeding cars, reducing pavement width.
Popular crossing point for bus passengers coming from Longstone to get a bus towards Balerno. There are no floating parking bays directly above or below the crossing point and as the road straightens, drivers are increasing their speeds.
Redhall Bank Road Before
- Drivers accelerating.
- Drivers can park anywhere legally.
- No dropped kerbs
- No tactile paving.
- Sight lines impinged.
- Cyclists vulnerable at pinch point due to parked cars forcing them into traffic.
Redhall Bank Road After
- Road narrowed to reduce driver speed
- Parking now prohibited.
- Sight lines improved.
- No dropped kerbs.
- Some protection for cyclists at pinch point but could be better.
Overall an improvement as drivers cannot park and block this busy crossing point or obscure vision by parking near it due to the double yellow lines and cycle lanes. There has been an improved access to Redhall Walled Garden, Redhall Allotments, the Water of Leith and for bus passengers crossing toward Longstone
The floating parking bay directly above the crossing point helps slow drivers coming despite the speed camera has being switched off. The uphill cycle lane is advisory, making the pinch point dangerous for cyclists. The downhill cycle lane merges with the bus lane.
Redhall Walled Garden Before
- Drivers accelerating.
- Drivers can park anywhere legally.
- No tactile paving.
- Sight lines impinged.
- Cyclists vulnerable at pinch point due to parked cars forcing them into traffic.
- Kerbs dropped approx 2014/15
Redhall Walled Garden After
- Road narrowed to reduce driver speed
- Parking now prohibited.
- Bus lane priority
- Sight lines improved.
- Kerbs dropped approx 2014/15
- Some protection for cyclists at pinch point going uphill but could be better on downhill.
Significant improvement to accessibility for route. now that parking cannot block this busy crossing point or obscure vision near it. Many Redhall Walled Garden users cross here to catch the bus. The uphill cycle lane has some bollard protection here making the pinch point less dangerous for cyclists. The downhill cycle lane shares the bus priority lane - challenging for kids or inexperienced cyclists.