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We are firmly opposed to any widespread roll-out of longer semi-trailer (LST) vehicles, as this would have a significant negative safety impact for vulnerable road users, including from kick-out or tail-swing from the vehicles. LST vehicles should not be allowed on local roads, which are the roads predominantly used by people cycling, and, if their use were to be permitted, should be restricted to motorways and the trunk road dual carriageway network.

Road transport is the single largest emitting sector in Scotland. We need to reduce vehicle traffic and prioritise cycling, walking, wheeling, and public transport. Alongside measures to encourage modal shift to active and sustainable modes, measures to reduce demand for cars and decisions on the allocation of investment in the transport system need to be taken.

Transport continues to be the single largest source of emissions in Scotland, accounting for 35.6% of emissions in 2018. Between 1990 and 2018, there has been a 93% increase in LGV (van) emissions, the largest percentage increase of all transport modes, which is of great concern. This highlights that much remains to be done to cut emissions in the transport sector. It is clear more radical action is needed to reduce vehicle emissions in Scotland in the next few years, rather than the next few decades.

We are firmly opposed to a trial of 48 tonne maximum laden weight on specific routes. Increasing the permitted weight from 44 to 48 tonnes will have significant negative safety implications, particularly for vulnerable road users like people cycling. Heavy goods vehicles are a significant risk to people cycling on the road, at their current weight and size. This risk will be amplified and further increased with heavier vehicles.

Significant progress has been made on reducing road casualties during the term of the current road safety framework. The exception is reducing serious injuries amongst people cycling: cycling casualties are increasing, in line with the continuing rise in people cycling.

Infrastructure investment needs to explicitly recognise the need to reduce climate change impacts and greenhouse gas emissions. New road building should be at the bottom of the investment hierarchy and it needs to be ensured that investment in cycling, walking, and wheeling infrastructure is prioritised.

We welcome the proposal in the consultation to introduce permitted development rights in multiple settings for storage facilities for bikes in the front garden area of properties.

Making it easier to install or erect cycle storage will increase opportunities for safe and secure bike storage and provide a significant incentive to encourage cycling.

The future of Transport in Glasgow should be focused on making it easier to walk, cycle and wheel in the city, with active travel being the natural choice for short journeys. There should also be a focus on promoting modal integration within and between active and sustainable modes (public transport) to enable truly sustainable door-to-door journeys.

Focus should be on the right development in the right place, rather than to allow development at any cost. When identifying land for housing supply, development should be directed to the re-use or re-development of brownfield land and there must be a firm presumption against development of greenfield sites.

Active travel has an important role to play in improving rural connectivity, and for delivering a green transition. In response to the current pandemic, there is a need to ensure that transport infrastructure decision-making and spending takes into account the need to support physical distancing for active travel and public transport, both now and in response to future pandemics.

The review of the Highway Code aims to improve road safety for people on bikes, pedestrians and horse riders.

Cycling Scotland's response to the Scotland’s Towns Partnership Towns Review focuses on the multiple benefits of prioritising developments for active travel.