Cycling - why we need more than just white lines

BY CALLUM LEESE

Cycling isn’t a panacea to the world’s problems. But it is pretty close. It addresses many issues simultaneously: physical inactivity, global warming via decreasing carbon emissions, and traffic congestion. According to Transport Scotland, 2.8 per cent of adults usually cycle to work. There has been an upward trend in since 1999, but its slow going when the figure has only risen from 1.7 per cent.

After spending the summer working in Copenhagen I returned home to Scotland in August, just in time for the UCI Cycling World Championships. I’d developed into a bit of a cycling addict, with my bum frequently stuck to a saddle for long hours at weekends, and so the anticipation of coming back to cycle in some proper hills and watch some pros had whetted my appetite.

But this was short lived. I set out from Edinburgh down the canal path, and spent the first 40 minutes at a snail’s pace, dodging dogs, children, and the occasional other bike. It was a far cry from Denmark, where unidirectional three-bike-wide cycling lanes were separated from both the pavement and road by independent curbs. And this was on almost every road, including much of the countryside. With my fresh insight, the Scottish approach of slapping some paint down or in many cases just a small blue sign felt a bit feeble in comparison.

According to Fietsberaad, a Dutch cycling information platform, 36% of adult Danes choose to cycle to work at least once a week. This high rate of cycling to work is bolstered by Denmark.dk’s assertion that nine out of 10 Danes own a bicycle, compared to fewer than four out of 10 in Scotland (Cycling Scotland).

Safety is, not surprisingly, one of the main prohibitory factors about cycling on Scotland's roads. According to the 2024 Annual Cycling Monitoring Report, 30 per cent cite concerns about cycling in traffic. However, analysis from Cycling UK has shown that the number of people killed while cycling - per billion miles - on British roads fell by nearly a quarter in 2022 (24%) compared with pre-pandemic levels.

According to See Sense, the main difference between cycling in the UK and in Denmark really comes down to attitudes and culture - the fact that the Danish see it as a means of transport, a human-powered vehicle that can easily take you to work, the shops or the kids to school - almost all of their day to day journeys. And, of course, because it is so ingrained in their daily routines, their travel infrastructure reflects that - or vice versa.

Reflecting with a new appreciation of how cycling infrastructure can be done, it’s clear our system needs an overhaul. My cycling in Edinburgh was not overly pleasant, and I can’t imagine it was for those walking either. Active travel, by foot or by pedal, is a priority in policy worldwide owing to its combined impact on both human and climate health. And Sustrans has made a good start, with over 1,620 miles of cycling routes in Scotland, 695 miles of this being free from traffic. But more work must be done and funding made available to support the further development of cycle lanes and walkways that are independent to enable ongoing uptake.