From Sally's first link -
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The Cycling City programme in Bristol spent considerably more on infrastructure than marketing. It accelerated a programme of cycle route construction already underway, which is continuing in several places across the West of England area at the moment. Much of the marketing effort was aimed at promoting these routes, which have gradually joined up to create one of the most comprehensive radial networks of any British City. From where I live in the Centre, I can now leave the city on cycle routes in six directions: not all off-road, but joined-up and avoiding heavy traffic. The design quality is variable – Copenhagen or Groningen it ain’t – but the network has created many useful short-cuts for cyclists and pedestrians. For all its faults, I have watched a growing number of cyclists and pedestrians using these routes, particularly at peak times: the trip counts on one of the most improved routes doubled during the Cycling City programme. Some of the marketing did help spread awareness of these routes, though much still remains to be done in that respect.
Part of the credit must be given to First Group, for pricing people off their buses (recently acknowledged with a ‘fares consultation and review’ launched under political pressure).
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The fact that Edinburgh has (almost) only one bus company is SIGNIFICANT.
The fact it is (to some extent...) controlled by the CEC is also important.
For all those who *like* the tram the key thing (in a wider ActiveTravel/public transport sense) will be whether it (more or less) covers its costs or leads to a noticeable increase in bus fares.
I suspect there will be pressure to increase 'out of town' fares. Maybe a simple two zones fare structure.
Of course 'in Europe' more subsidy for PT is seen as 'natural' as, also, are special local taxes for things like new tram lines.
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