I had the great pleasure of meeting the delightful Joanna Robertson today. She was training on her handcycle at Duthie Park.
Joanna is a local athlete who uses her handcycle to compete in sporting events like the London marathon. She’s currently training for the Edinburgh and Manchester 10k marathons. Normally she gets around by wheelchair because of a spinal injury but having a handcycle as a mobility aid has given her “A whole new sense of freedom”.
I asked Joanna what the biggest issues are for her cycling in Aberdeen? Without hesitation she replied with potholes. Potholes are especially problematic for people with disabilities as it’s not easy to stand up when going over the bump, making it even more jarring. Another issue is tree roots.
Joanna sticks mostly to off-road paths like Deeside Way and the beach because being so low to the ground, as is often the case for people using handcycles, she’s particularly vulnerable to much larger vehicles who are less likely to see her. This is another very good reason why Aberdeen needs a network of segregated cycle paths.
If you’d like to learn more about Joanna and follow her sporting journey then visit her Facebook page – Joanna Robertson T54 WC.
The debate over whether Union St should be pedestrianised or not has rumbled on for decades so it’s not surprising that it continues to be a bone of contention. The Covid-related ‘Spaces for People’ measures saw the central section, from Bridge St to Market St, closed to traffic and the Council seemed keen to keep that in place. We’d taken part in various discussions with designers working on behalf of the Council who were coming up with ‘streetscape’ designs for how it could look. We’d even got as far as discussing some of the finer details as to how, for example, cycle lanes could be routed around bus stops.
But then back in May we had a local government election resulting in a new Administration: out went the old Lab-Con alliance and in came a new SNP-LibDem one instead. Soon followed a decision to re-admit buses to the closed central section of Union St, and suddenly all the streetscape designs were back to square one, and astonishingly the new designs had no cycle lane infrastructure at all.
The Council ran a short consultation in October seeking public views on the new designs, and by far the greatest number of comments fed back were in relation to the lack of active travel provision. There were two worrying trends: firstly, a false narrative that because buses were back on Union St, there wasn’t room for a proper segregated cycle lane. Secondly, because they were designing-out a cycle lane for the central section, it seemed to follow that they thought they didn’t need one on the east and west sections of Union St either. Despite the consultation responses, the recommendations put before Councillors for a decision on 14 December were to approve these new designs which would effectively leave cyclists mixing with buses on the central section, and mixing with all traffic on the remainder.
Whatever had happened to the City Centre Masterplan, passed unanimously by Council in 2015, and which promised to deliver “a cycling city”. What about the Sustainable Travel Hierarchy, enshrined in national and local transport policy, which is very clear that designs should cater for pedestrians first, and then cyclists, before considering public transport and other vehicles?
In the run up to the Council meeting we’d run a campaign to bombard co-leader of the Council Ian Yuill with postcards highlighting the need for proper segregated cycle lanes on Union St. We’d also managed to meet with Cllrs Yuill and Miranda Radley, from the respective parties forming the administration, and also Cllr Kate Blake to make our point.
At the Council meeting itself, both Rachel Martin on behalf of ACF, and Jon Barron on behalf of Grampian Cycle Partnership had requested a ‘deputation’ in other words the opportunity to speak to the meeting. Both did an excellent job of putting the case for segregated cycle lanes and highlighting just how much at odds the recommendations before Councillors were with current policies and the desire to create an active travel network in the city.
In her presentation, Rachel described cycling amongst buses on Union St currently as being reminiscent of a scene from The Terminator. The press picked up on that and had great fun with the analogy in items which appeared in the P&J and Evening Express in the following days.
The decisions taken at the meeting now mean that central Union St will remain much as it is at the moment in terms of traffic access and so bikes will still have to mix with buses and service vehicles. However speed limits for buses (similar to Broad St) will be looked at again. And in a critical change from what had been recommended, officers have now been instructed that designs being developed for east and west Union St, and some other city centre streets being redeveloped, should include options for segregated cycle lane infrastructure. It will be several months before we see those designs, so this isn’t the end of the discussion and no doubt there will be more battles along the way to ensure that cycling is properly provided for. We’ve also taken the novel step of submitting a formal “participation request” under the Community Empowerment (Scotland) Act, to try and improve the process and ensure that cyclists’ voices are listened to.
Our thanks to Rachel and Jon who put their arguments so eloquently, and to those Councillors who listened and voted to amend the plans.
What is your name, where are you from and how long have you been in Aberdeen (if not local)?
Hello! I’m Laurie, and Aberdeen has been my home since 2016. I’m originally from a rural area outside of a small town in the US. To say it was a car dependent place would be an understatement. We didn’t even consider it possible to go out the front door for a jog. We didn’t have public buses. The private car was our interface necessary for living life.
How did you get into cycling?
Going to university was my first time cycling in a city, and I was immediately hooked. My university was covered in safe streets, effective traffic calming measures, pedestrian areas, bike paths, and green spaces.
Leaving campus, things got a bit less cycle-friendly. Actually, it’s still a running joke between my friends about the time we were once away from campus and I realised a bike lane ended and I screamed “WHERE’S THE BIKE LANE GONE?!”
American university campuses are a work of perfection. I once overheard a uni student telling her friend how happy she was walking and using the bus, but that she was away to buy a car because she would need it when she had a job. We get four years living in a beautiful place, being active, bumping into friends in our shared (walkable and accessible) outdoor spaces, then the rest of your life in a car.
What kind of cycling do you do?
Aberdeen is the perfect size for cycling. I can get to a lot of places in 5 minutes, and anywhere else in 15, so that’s most of the cycling I do. I find so much joy in the simple act of cycling somewhere I need to go. I’ve never found excitement in opening my car door and sitting down to drive. So I consider myself pretty lucky to get to live in a city where I can quickly get anywhere on a bike.
What type of cycle do you use?
I used a Halfords bike (shout out to all the Apollo Virtue users out there!) for over five years. It gave me loads of new opportunities, for both work and leisure. Taking jobs in different locations, seeing all of the parks, new communities, exploring the Deeside. That bike opened up my world.
Unfortunately, nothing lasts forever, and that’s particularly true of a cheap Halfords bike. After I got my permanent residency last year, I bought myself a present – a proper commuter bicycle. I used to walk, car share, and take the bus all the time, but since I’ve had a reliable bike, I just don’t have interest in those other things anymore. Not that they’re not great options!! I just can’t tear myself off of my bike.
Where do you cycle usually/any favourite routes? How often?
I dawdle up and down King Street several times a week. I love that it’s quite flat, super direct, and always filled with loads of people walking and cycling. And at least there’s a bike lane. #stopparkinginthebikelane
What would you like to see to improve your cycling experience?
Ok, hear me out. Bus/cycle lanes help keep traffic away from cyclists. Presumably, the highest volume of car traffic happens at peak hours, so in non-peak hours the need for cars to have two lanes of travel in one direction is not significant. It doesn’t seem to me like there are many advantages of giving drivers two lanes in off-peak hours. If we had a city-wide ban on cars in bus lanes 24/7, we could potentially make cyclists safer.
It’s a small, easy fix, but at a deeper level, it would be nice if we could question the default that cars get as much space as we can possibly afford to them.
Any top tips for someone considering cycling in the area?
Cycle with a friend! Find someone with a bike and cycle to the supermarket together. Cycle to Duthie park together and race each other down the slides. Cycle to the beach then jump in the water. (Ok, I might pass on that last one!)
That’s what I wish I could have had when I first started cycling in Aberdeen. There are lots of friendly cyclists here, but when you’re surrounded by cars, it can feel quite lonely out there.
By the way, if you don’t already have friends keen to cycle with you, you can come find some new ones at Aberdeen’s critical mass bike ride on the last Friday of the month!
What is your name, where are you from and how long have you been in Aberdeen (if not local)?
My name is Fiona, I grew up in Scarborough in North Yorkshire which was a great place to cycle. Small enough to get around easily on a bike and with lovely countryside. I’ve been in Aberdeen for nearly 17 years now.
How did you get into cycling?
My Dad was very enthusiastic about early mountain biking and took us on some adventurous family holidays exploring off-road routes across Scotland. I loved the fact that my bike gave me independence for getting about and I was already cycling regularly as a teenager although not to school as I lived so close it was easier to walk. When I left to go to Nottingham University I used my bike a lot and was introduced to busy city centre cycling by a good friend who had grown up in inner London and had absolutely no fear of the 3 lane traffic jams!
What kind of cycling do you do?
Most of my cycling is short trips, my work commute, going to local shops and accompanying my daughters to activities. I also occasionally enjoy mountain biking, longer road trips and family cycle trips.
What type of cycle do you use?
I have a hybrid bike which I use almost every day. I’ve also got a road bike and an old Stuntjumper full suspension mountain bike which I still treasure as I rode it when I competed in the Transalp multi-stage mountain bike race many years ago which was an amazing experience.
Where do you cycle usually/any favourite routes? How often?
My work commute to Aberdeen Royal Infirmary is my regular route – only about 20 minutes passing through some busier and quieter streets of the west end. We’re lucky to live close to the Deeside line which I’ve really appreciated for family cycle rides as my girls have grown up. In the summer of 2020 my girls and I cycled back from Ballater to our house over 2 days which was a great little adventure. I also enjoy cycling through Hazlehead and up to Countesswells Woods.
What would you like to see to improve your cycling experience?
I’ve been cycling for a long time so I’m quite happy navigating Aberdeen streets but it’s not so appealing for new cyclists or younger riders. I’d like to see safe cycle routes that everyone can use to connect the city centre to the suburbs so that many more people can leave their car at home for short journeys and enjoy cycling around the town. I’d like to feel that I can encourage my daughters to cycle into town but at present Union Street and surrounding streets are really not well designed for safe cycling.
Any top tips for someone considering cycling in the area?
Try out the Deeside line if you live in the west end. It can be busy at times and you need to be careful around dogs and children but you will soon reach the leafier suburbs and get some lovely views along Deeside. Look for quieter streets when you’re planning your route and ask friends who cycle for their tips on how best to get from A to B.
On Saturday 23 October a few ACF members gathered at the pre-COP26 rally in Aberdeen, where ACF Chair Gavin was amongst the speakers. His message on active travel and the lack of proper infrastructure in Aberdeen was heartfelt and is the same sort of thing ACF has been saying for most of its 18 year history. You can read what Gavin had to say below. It seemed to go down well with the hardy audience who braved a chilly couple of hours on Broad St.
But we never forget that we are often preaching to the converted: although an MP and MSP were included in the list of speakers, with their own climate change messages, any elected members from Aberdeen City Council were notable by their absence – either among the speakers or even in the crowd (apologies if any were there that I didn’t spot).
Most of the things that could be done quickly and relatively easily to improve active travel in Aberdeen are within the powers of the City Council. Are Councillors even listening? From where we are, it doesn’t feel like it.
ACF presentation at COP-26 rally, Broad St Aberdeen, 23 October 2021
Providing a means of low carbon mass transport is one of the big challenges facing us: private cars contribute about 15% of our emissions – that’s more than domestic heating and way more than aviation. Cars have their uses and many of us enjoy the convenience they offer. Yet cars are hopelessly inefficient in congested cities, and make no sense for many short journeys.
Unfortunately over the last 100 years we – as a nation – have been obsessed with cars. As a result we have a road system and even our city centre designed around the motor car with pedestrians and cyclists in second or third place.
What if someone invented a form of transport that was cheap, low impact, zero-emission, and helped to keep us fit at the same time? Well, they did, they invented it 200 years ago, and it’s called a bicycle…
The humble bicycle is a machine that can fight climate change …
But having to share the road with motorised traffic can make Aberdeen a pretty unpleasant place to ride a bike, and as a result cycling as an everyday form of transport has become a minority choice.
It doesn’t have to be like that. In continental Europe and increasingly in many British cities too, cycling is becoming a part of mainstream everyday transport. In Copenhagen roughly 50% of people get around by bike everyday. In Aberdeen, it’s one or 2%.
It isn’t rocket science, but it does need investment in a network of safe, segregated cycle paths where anyone and everyone can travel around safely. But we haven’t even got to the question of how to pay for it, because it seems in Aberdeen we don’t have politicians with enough imagination to even conceive what a city centre with a network of safe active travel routes would even look like. We had a segregated cycle path installed along the beach esplanade last year and it lasted barely two months before Councillors decided to rip it out again. A decision not informed by facts; no consultation, no statistics.
We had a small network of cycle paths proposed in the City Centre Masterplan which Councillors unanimously voted for in 2015. Six years later how much of that has been built? Unless you count this street we’re standing on, the answer is pretty much none of it.
Arguably the real reason we don’t have proper segregated cycle paths isn’t the lack of funding, it’s because our cities are tight for space so something’s got to give: what needs to be done is to reallocate road space away from cars, and that where it gets difficult because – guess what – nobody with a car wants to give up the convenience they currently have, and they’ll get really upset if you try to take away their on-street parking to make space for a proper bike lane.
It can be done with the political will. Glasgow has just announced a plan to build a network of 270km of cycle paths by the end of the decade. Imagine – almost all of that city reachable by bike within 30 minutes, no school more than 400m from a proper segregated bike path, and no house more than 800m. Edinburgh will build 85km within the next 5 years.
Aberdeen is of course a much smaller city – we don’t need anything like 270km – but we are starting from a low base. How many proper segregated bike paths do we have at the moment, well none really. And yet Aberdeen City Council is instead still working on plans to build new dual carriageway capacity to bring yet more traffic into the city. It’s hard to comprehend, and it certainly doesn’t reflect the climate emergency. Of course we get the usual excuses and wishful thinking: everything will be fine once all our cars are electric. Well, no it won’t. Just like we were told all Aberdeen’s transport problems were going to be solved by the AWPR. How did that go? If you build more roads, you get more cars. It’s called induced demand. Of course the same applies to cycling: if you build proper bike lanes, many more people will use them.
Our transport system would be so much better if people were given the realistic choice of cycling. Imagine how much better our city centre would be if we could emulate Copenhagen and take half of motorised traffic off the streets. And not just better for cyclists – better for everyone: less noise, less time-wasting congestion, less air pollution, better health for us and our children. Higher levels of walking and cycling could save the NHS £17 billion over 20 years.
Our Council’s best effort so far on encouraging cycling is to bring us a universal bike hire scheme, maybe sometime next year. What they don’t seem to recognise is that the single biggest reason more people don’t ride a bike isn’t lack of access to a bike, it’s because they don’t feel safe on the roads. By all means give us a fancy London-style bike hire scheme, but first please give us places to ride them safely.
Aberdeen Cycle Forum has been campaigning for better cycle facilities for almost 20 years, and you’d have to say we have so far failed to bring about meaningful change. The levers of power still lie with our elected representatives, and it feels like they aren’t listening. We need them to wake up to climate change, wake up to air pollution and wake up to the fact that there are alternatives to a car-dominated transport system.
The Tour of Britain will be coming to Aberdeen this Sunday. We are glad to see bigger events being allowed to happen again, and for the Tour to highlight the beauty of the North East of Scotland. We are sure the general public will share this feeling and a lot of our members will also be out and about to have a peek at the race.
In fact, there is no denying that plenty of Aberdeen Cycle Forum members see and enjoy cycling as a sport only; but many others see, or would like to see, cycling promoted as an everyday activity and a valid mode of transport. We believe that cycling should be accessible to everyone and not just to elite athletes.
The beach esplanade recently got a new layer of tarmac as part of the preparations for the Tour and the lack of potholes will benefit all road users. However, much more work is required elsewhere in the city for Aberdeen to become a place where cycling is for everyone; the focus should be on high-quality, permanent cycling-specific infrastructure.
The little infrastructure we currently have would also be much better utilised if it were designed properly. To address this latter point and identify existing infrastructure barriers to cycling, earlier this summer we launched the ‘Make Aberdeen Accessible’ campaign. We’ve had lots of submissions (see the map below), which we are going to report to the relevant parties while suggesting how they could be addressed. There are still a few days left to submit more entries, with the deadline for the campaign set for Monday 13 September.
Both the lack of robust cycling infrastructure and the poor design of existing cycling infrastructure could be addressed thanks to the recently announced Scottish Government plans to dedicate 10% of the total transport budget to active travel (walking, wheeling and cycling) by 2024-25, up from the current 3.5% share.
If you have experienced issues with barriers to active travel such as locked gates, chicanes, bollards and missing dropped kerbs, please let us know by submitting entries at this link. Or if you’d prefer to email us then you can get in touch at info@aberdeencycleforum.org.uk.
We’ve received lots of photos of unaccessible infrastructure in Aberdeen and Aberdeenshire to our Make Aberdeen Accessible campaign. Here are a couple of examples.
Barriers like these make active travel difficult and in many cases completely exclude wheelchair users and people with non-standard bicycles like trikes and cargo bikes. Thanks for all the submissions so far and please keep it up! The more examples we get the more we can take to the local authority to demand action.
In a recent survey by Aberdeen City Council, related to their draft Active Travel Plan, 83% of respondents answering the question as to whether it was a ‘cycle friendly’ city, gave the answer that it was either ‘unfriendly’ or ‘very unfriendly’.
No one is less surprised than us.
Despite years (actually decades!) of campaigning for active travel, we still see very few positive changes, and at the same time the Council continues to bring forward new road-building schemes which will increase traffic capacity on key routes coming into the city centre.
When we respond and question the logic of this, it feels like we are dismissed because we are ‘only’ cycle campaigners and not transport or planning experts. So what can we do about that?
Last week we held an on-line seminar to try and raise the level of debate. The speaker was Professor Phil Goodwin, an eminent academic in topics such as traffic modelling , road space allocation and active travel. Professor Goodwin doesn’t know Aberdeen so wasn’t directly speaking about new Aberdeen road schemes like the Berryden corridor or South College Street, but he has lots of examples of what has and hasn’t worked elsewhere. The one-hour seminar was recorded and you can watch it below or read a short note of some of the main points (scroll down this page to see the notes).
As to the main question of whether these new road schemes will do what the Council say they will, and actually reduce traffic in the city centre? Well, Professor Goodwin couldn’t answer that because he freely admits he doesn’t know Aberdeen nor has he seen the Council’s modelling data. But if you watch the seminar, it’s pretty clear what he thinks based on his experience elsewhere.
Notes from Urban Traffic Problems webinar by Professor Phil Goodwin (28/1/21)
Hosted by Aberdeen Cycle Forum.
History:
– 1989: Road for prosperity, the ‘biggest road programme since the Romans’, was abandoned within five years as even twice the number of roads would not keep up with traffic forecasts, as demand management was required (rather than increased offer AKA more roads).
– Recurrent traffic forecasts problem: over-estimation of long-term traffic growth, under-estimation of induced traffic derived from new road projects. Road projects are often fine at first but are back to the same problem soon after, as traffic grows to fill the available space, so-called “induced demand”.
– 1990s: UK looks at German and Dutch realities/examples for town centre pedestrianisation and traffic calming in residential areas, respectively.
(Minute 7:00) Both realities aimed at better distributed road space allocation. Research and case studies (200 urban areas around the world) show that reducing road capacity leads to traffic reduction too (particularly effective in pedestrianisation schemes). But the results are not consistent. Instead, in some places there has been an increase in traffic in towns where pedestrianisation schemes and by-passes were implemented. Induced traffic from bypasses was greater than reduced traffic in city centre. This happens particularly when pedestrianisation isn’t ambitious enough and is limited to a few key shopping streets.
(Minute 11:20) Changing dynamics – The total amount of traffic is increasing, but this growth is led by Age 60+ group, while younger groups recorded car use reductions. Reduction is greater in urban areas (including small towns).
Low confidence on how trends evolve even before Covid and Brexit; even harder to understand now.
(Minute 13:40) UK Treasury recently released a review of the “Green Book” (finance manual), which assesses value for money of projects. The Review criticises how at present BCR (benefit-cost ratio) are boosted to promote new projects, whereas money would be better spent on strategic coherence and risk management (i.e. to improve what’s there). Even with this critique, ongoing projects have not been reviewed to re-calculate their actual value. Pandemic and Brexit is a good time to pause/reset and re-appraise.
(Minute 16:40) Questions for Aberdeen based on this:
– Have proposed schemes been reviewed to take account of carbon calculations, given climate emergency?
– Are effects of Covid/Brexit being considered?
– Financial and budget constraints, what schemes are really worth being implemented?
(Minute 18:08) Following Scottish Gov targets, traffic should be reduced by 20% compared to current rates, not expanded to future growth forecasts. In other words, we are already 20% above what will be allowed by future targets.
There are cities elsewhere, similar in size to Aberdeen, that have managed traffic much better (e.g. Freiburg in Germany); there is ‘experience’/case studies to take inspiration from, perhaps there is a need to look at these case studies, working trips to go and see what and how it has been done.
Q&A
(Minute 25:20) Transport planning skills within Council and elsewhere-> There is a disconnect between priorities and resources. Huge teams of qualified and expert people dedicating their work for, say, roundabouts; only a handful dedicated to active travel (walking and cycling provision) and perhaps not as expert, leading to poorer quality projects. A reallocation of road space is required; but for this to happen, a reallocation of skills and resources is also required, otherwise the so-called priorities (e.g. Transport Hierarchy) are a sham.
(Minute 27:10) Q: Local Strategies are being developed in line with Scottish Gov direction; When is a good time to go on and write a transport strategy? Connectivity is hugely important for Aberdeen.
A: Connectivity is important to any city; there tends to be an over-estimation of how better connectivity will lead to better economy, particularly if the cause it’s elsewhere. From experience, road building has served the richer areas more than the poorer nearby the project implemented (hence no levelling-up happens). Need to focus less on carbon-intense projects; Best time for developing a transport strategy is 20 years ago, second best time is now (Covid/Brexit a good time to reset), can’t be waiting/’thinking’ about writing new strategies for much longer, it needs to be done instead.
(Minute 33:47) Q: Aberdeen has narrow roads, what can be done about this?
A: Freiburg, Ghent and Seville brought about change via good buy-in from residents (even in terms of designs) and strong political support. Places with narrow roads have been some of the places where it’s been easiest to implement radical changes/policies. If too narrow, it’s best to not have mixed traffic, instead prefer street closure (for car/through traffic) and implement placemaking features.
(Minute 36:40) Q/Statement: A lot is happening in the UK (e.g. Greater Manchester) on taking the experience from other European cities, some changes also in Scotland, but it is true a lot more has to happen in Aberdeen.
A: It is not always the leading cities that remain leaders. There is an opportunity for Aberdeen to get recognition if good changes start to happen.
Q: What proportion of budget should be allocated to active travel?
A: 15% (as suggested in the question) is a good amount to start with. The main point is that allocation of funds is currently not matching the stated priorities (e.g., road hierarchy, environment), hence stated priorities are not being implemented.
Q: Villages nearby Aberdeen (eg Kingswells – Weshill) . Some of these places are less than 4 miles away, yet no quality active travel infrastructure. What needs done to get this sorted?
Best approach by Switzerland where there’s lots of small places well connected with bigger towns/cities (via multi-modal connections). Enforcement is also very important, often lacking.
Q: Are ring-roads effective in reducing traffic in the area within them?
A: Yes, if far enough from the inside central area AND traffic calming/pedestrianisation has been widely implemented within the central area. Both need to happen around the same time.
In Aberdeen there have for many years been proposals affecting road capacity, with the Berryden corridor, and current proposals on Union Street and South College Street. The controversies about these have been equally long. But Aberdeen is not alone in such discussions – there is experience in other towns in Scotland, the rest of the UK, other countries in Europe and indeed other continents.
This seminar is aimed at better understanding how these controversies have evolved over recent years, and especially the experience of what works and what does not. We have invited an expert who has not been directly concerned with the discussions in Aberdeen, but has a wide experience of how similar ideas have been tried elsewhere, to add a wider context to our discussions.
He is Professor Phil Goodwin, a leading academic from University College London, the University of Oxford, and the University of the West of England, who has been an adviser to the DfT and the European Commission, and carried out research on the effects of road building, reallocation of road capacity, public transport, walking and cycling. In the seminar he will give an introduction with plenty of time for full discussion of the implications for Aberdeen.
The seminar will run from 1pm – 2pm on the 28th January. It will be virtual, by Zoom, and participants should register in advance at by clicking the button below.
Last year when we started up our programme of lessons for beginners, Duthie Park was the obvious place to go because there is lots of space and plenty of wide, well-surfaced and mostly flat paths. The park is generally a great place to cycle, especially for kids, learners or just less confident cyclists who want to stay away from traffic. But could it be better? There is hardly any cycle parking, and the layout of the access points is far from ideal.
We’ve produced a cycle audit which hopefully captures what is good but also what could be improved. This is our second attempt at an ‘audit’ of this sort. The first one looked at the new cycle path on Tillydrone Avenue and the Diamond bridge and you can read it – Third Don Crossing – Cyclists’ perspective. We don’t claim to be engineers or design professionals – we’re just pointing out things that are obvious to a cyclist but maybe not to everyone else.
Maybe you know somewhere that would benefit from a cycle audit? Send us your ideas, or even better, do your own one!
Aberdeen Cycle Forum 