International Posts, Irish Posts

Irish Cycling Campaign at Velo-City Ghent 2024

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Irish Cycling Campaign, formerly Cyclist.ie, has been sending delegates to ECF’s Velo-city International cycling planning conference since the 1990s, and we were delighted to be represented at its latest edition held in June 2024. 

It took place in the wonderful bicycle friendly city of Ghent in Belgium and was the largest Velo-city yet held with over 1650 registered delegates from 60 different countries. In this report, Mairéad Forsythe (ICC Chairperson), Will Andrews (ICC Exec Committee member) and Damien Ó Tuama (National Cycling Coordinator with ICC & An Taisce) share some reflections on the four day event.  

Just some of the delegates’ parked bicycles at Velo-city 2024 

Opening ceremony and plenary

Henk Swarttouw, President of the European Cyclists’ Federation (ECF), stressed the value of the European Declaration on Cycling that was adopted in April 2024 (as reported on by ECF here). This declaration will impact how global bodies such as the World Health Organisation, World Bank and the International Monetary Fund see cycling infrastructure as an essential part of transport. The declaration sees cycling as “the most sustainable, accessible and inclusive, low-cost and healthy forms of transport and recreation, and its key importance for European society and economy”. Kudos to the ECF for its incredibly valuable lobbying work on this over several years. 

Mairéad, Damien and Henk (from ECF) 

Janette Sadik-Kahn’s (former Transport Commissioner for New York City) gave an inspirational opening speech. She clarified that there’s an ongoing ‘fight’ for space on city streets – but, additionally, that New York City’s Mayor gained great popular support for the bike lane / pedestrian plaza / bike-share measures that were introduced. She shared statistics showing that in New York improved bicycle infrastructure was responsible for a 49% increase in retail sales; the corresponding figures for London and Tokyo were 30% and 20% respectively. She referenced the cities of London and Paris where, in both places, more people now make journeys by bike than by car. This certainly wasn’t the case a decade or two ago. Further (less obvious) leaders are cities such as Bogota, Bratislava, Tirana, Brussels, Arnhem and even Austin in Texas. Cities are seeing cycling as essential infrastructure. 

Janette Sadik-Kahn speaking in the main plenary session venue

Will Butler Adams, Brompton’s CEO for the last 18 years, spoke about the utter inefficiency of individuals in ever larger cars moving about (very slowly) in cities within 2.5 tonnes of enclosed metal boxes. He argued for cycling to be sold as a fun, diverse and interesting way to experience urban travel. 

There was also a lovely suggestion (by one of the plenary speakers) for engineers to use periscopes in a reverse orientation so as to be able to see the street from a child’s perspective – particularly in the context of ever larger Sports Utility Vehicles dominating many city streets.  

Ghent Deputy Mayor

Ghent’s deputy mayor Filip Watteeuw explained how the 50% of through traffic was discouraged in their 2017 circulation plan and that the city is now greener, safer and more liveable (see below). This came after decades of car dominance where only the residual space was given over to cycling. He told us how new improvements in the infrastructure had led to a significant increase in the cycling modal share (see also below). And that there is a new word in the Oxford dictionary “Ghentify” meaning to improve the quality of life through cycling infrastructure. He posed the rhetorical question: how would Ghent look if the 30%+ of trips currently made by bike were to be made by private car?

In regard to Velo-city itself, he argued that it’s about gaining strength and stubbornness for the next battles for street space! 

Ghent Circulation Plan Technical Tour by Tim from City admin

Each year at Velo-City, there are ‘technical tours’ of local places and of new infrastructural interventions of interest. One of the most popular this year focussed on Ghent’s Circulation Plan which reduced through-traffic in the city. The plan was initiated over a weekend in 2017, with 80 streets changing the direction of traffic and 2,500 signs changed within the central area bounded by the F40 peripheral road. The parallels with Dublin’s currently debated City Centre Transport Plan were striking.

The photo (below) shows Tim, the municipality employee and leader of the technical tour, with his diagram of how the city works for private motor traffic before and after the implementation of the Circulation Plan. On the diagram to the left in his hand (under his jacket sleeve), you can see that motor traffic could – beforehand – go from the outer ring towards the centre of the city and onto a central ring, which could be circled fully; Tim’s right-hand diagram – now – shows motor traffic that enters from any point in the outside peripheral road, the F40, is unable to go around the inner ring; you can only go a little way round before being diverted back out again. The city is divided into six ‘sections’ and, as a motorist, you only have access to one of these from the outer ring. But as a public transport user or cyclist or pedestrian, there entire city centre is permeable and quick to traverse.  

As part of the Circulation Plan, the existing pedestrian area of 25 hectares, created in 1997, was doubled in size. Additionally, months before the plan’s introduction, in 2017, a 30km/h limit was introduced in the wider city area. The Circulation Plan itself saw the approximately 50% of motor traffic, that was just passing through the centre, stopped. Cameras log the registration plates of cars and fine those not permitted (loading, taxis etc. are exempted) €58. This is a traffic fine, rather than a congestion fee. The photo here shows one of the cameras complete with a warning sign.

Tim told us that in the years since the plan was introduced, car sharing schemes have been ‘booming’, and car ownership levels consistently dropping. Priority has been retained for bicycles, leading to a 50% increase in cyclists in the central, F40-bound area.

Traffic, tram and bus monitoring was carried out 6 months before and 6 months after implementation, and is repeated every 3 years accompanied by transport surveys and user diaries. Tim told us that users still report some delays and slowness for trams + buses. On some narrow streets, cycling is limited to before 11am and after 6pm. The photo here shows the signs mandating this.

After the implementation of the plan, there was 96% drop in motor traffic levels at one particular junction, and 92% at another. We visited these places, and the quietness and peace was remarkable; it must be lovely for the residents overlooking these pleasant streets.

Furthermore, there has been a 50% increase in cyclists in the central, F40-bound area. Collisions and injuries also both decreased. Finally, since the zone is also a low-emission zone, enforced by camera, air quality – measured at several stations throughout the zone –  has improved by 32%. 

It’s the biggest car-free area in Belgium, and benefits from very proactive parking management. Ghentians are naturally very proud of their circulation plan.

You can read more about the Ghent Circulation Plan on its official website here https://samenvoorzuiverelucht.eu/en/inspiratie/ghent-circulation-plan 

And this is all very relevant for Dublin, of course, where a much more modest traffic circulation plan has been agreed by Dublin City Council but is now under threat from vested interests (mainly in the form of car park owners). For more on the relevance of the Belgian example for Dublin, see this article on the Dublin Cycling Campaign website https://www.dublincycling.com/cycling/ghent-diverted-massive-through-traffic-dublin-can-too. 

A photo taken on technical tour showing the covered-over / infilled canal that was contrasted with the current situation with the canal exposed / in place again – and with the old office building now being converted into social housing. 

Leading Cycling Campaigning Organisations

For Damien, one of the most inspiring talks was given by Roxanne de Beaux, the CEO of Cambridge Cycling Campaign. Roxanne (pictured below) is one of eight employees in the organisation and they are soon to grow to (at least) 10 staff members. The organisation has around 1700 paid members, but with a very effective fundraising committee that has allowed the organisation to grow its paid professional staff complement over the years. Their mission is to build influence and authority with expert knowledge. She described the organisation as being “relentless” in delivering high quality submissions on all of the relevant consultations in Cambridge, and in developers being extremely keen to talk to them before submitting planning applications so that the active travel elements have been thought through carefully before proposals are finalised and sent to the local authorities. 

Plenary session on communcations and messaging 

There was an interesting concluding discussion about how we communicate and think about promoting cycling. Brian Bell from Strava, Grant Ennis (author of ‘Dark PR – How Corporate Disinformation Harms our Health and the Environment – and you might like to check out this web discussion entitled Dark PR: how the road lobby has framed death as normal), public engagement specialist Jamie Clark and Sarah Mitchell, CEO of Cycling UK, had varying views on what messages to emphasise. 

All agreed that fighting mis- and dis-information needs our focus and ongoing learning. While it’s impossible to predict which myths and stories will ‘catch fire’, we can be vigilant in counteracting myths with evidence and clear communications.

We need to investigate the stereotypes. To include non-traditional cycle users and those outside our usual culture is critical, while understanding the cultural conversations going on: Culture leads while politics and policies follow (although we note that all four panellists were from the English-speaking world!). Advocating without understanding the audience is futile, so listening is just as important as putting out our messages.

Grant concluded by reminding us we need to keep publicising and communicating our specific demands, seeking real political change, keeping going, and repeating as long as necessary.

Giant Bicycle Parade

An annual feature of Velo-City is a huge parade made up of the delegates and local people.

This year the Parade had 3,000 participants with much enthusiastic participation by local cycling groups and engagement along the route including dancing, a brass band, and even a mock ‘anti-cycling’ protest reminiscent of those against immigration. You can get a sense of the event from the Street Films produced short film here: 


And with some further images here:

Mairéad getting ready to be chauffeured around at the parade!

We are not sure what the correct technical name is for this semi-reversed tandem recumbent that seems uniquely designed to make for easy chats between the riders – but lovely to see such a diversity of cycles and cyclists on the parade! 

It was also lovely to see this piano and pianist bearing quadricycle on the parade

Further sessions

Other sessions covered bike theft (and bike registration), funding for cycling, health benefits of cycling, including a Dutch group who believe and work to achieve “safe cycling until you’re 100”. There were lots of mentions of cities who had introduced 30 km/h speed limits to make their streets safer. There was an interesting talk from Belgium where the Cycling Policy provides for every Minister to promote cycling, with 52 cross-Departmental actions to improve cycling (including getting more bikes on trains). 

Our National Cycling Coordinator Damien contributed to an interesting discussion touching on politics and cycling (pictured). Eline Oftedal, CEO of Norwegian Cyclists’ Association, told us to reach out to those with more right-wing beliefs, emphasising the individuality of cycling, and keeping doors open for discussion and debate. Emil Christensen of Denmark agreed that both left and right wings of politics support cycling as a policy, though it can compete with other priorities. There was agreement that we must live with the current political reality. Meanwhile Duncan Dollimore, Head of Campaigns with Cycling UK, stressed the need to emphasise the wider benefits that cycling friendly places give rise to — such as improved public health for all and lower health care costs for society, reduced congestion that everyone benefits from and more liveable towns and cities – rather than talking so much about cycling per se.

Panellists at the session on ‘Making the benefits of cycling an election issue’, moderated by Froso Christofides, ECF’s Director for Members & Networks (on the left)

We were intrigued to hear hand-cycle user Isabelle Clement of Wheels for Wellbeing whose disability doesn’t keep her from advocating for active transport. She claimed that the world of disabled people has been told that the car is the ‘only way to travel’ and further said this was a form of ‘brainwashing’ and that, in the UK, anti-LTN (Low Traffic Neighbourhood) groups had ‘used and abused’ the disabled community in their efforts to maintain car use. Interesting to hear. Isabelle called on us to listen to the most excluded when planning or advocating on transport measures.

The best aspect of Velo-city was the opportunity to network and meet people from around the world, both cycling advocates and officials from local and national governments. We also met old friends and made new friends among the strong delegations of officials from the National Transport Authority, Transport Infrastructure Ireland, Fingal, Dublin City and Cork County Councils (amongst other delegates from Ireland). Michelle Murphy of Dublin City Council set out the vision here of 95% of the population living within 400m of high-quality cycle network. Bring it on, we say!

The central reception area had stands representing everything from the Dutch Cycling Embassy, to ECF, commercial commodities and e-bikes, e-bikes, and more e-bikes. The future seems to be in e-bikes, with more e-bikes than acoustic bikes sold in Europe in the last few years. 

That said, one of the main themes of the conference was around the challenges of accommodating different types of cycles and cyclists on our infrastructure. There is is a fast-growing cohort of quick-moving e-bikes and other forms of mobility, but we must not forget the value of slow-moving, non-powered cycles. A related overarching theme of the event was inclusivity – we must strengthen efforts to include those who are less able, whether through different ages, income levels, physical or mental ability, ethnicity or choice of cycle.

Final Comments

Our Irish Cycling Campaign team from Velo-city is still digesting the mountains of knowledge and ideas garnered at this year’s conference. After further reflections, this will feed into additional articles to be posted here over the coming weeks and months, including perhaps some observations from the rail and sail and Eurostar Brompton journeys of Damien and Will to travel to and from Ghent. We might also convey the Velo-city 2024 ideas via a special online webinar where we will invite more of the Irish delegates attending the conference. 

In the meantime, you can find more information on the Velo City website which lists speakers, session themes etc. And you can read the daily reports from the four days of Velo-city here:

Velo-city 2024 Ghent: Tuesday Daily Report 
Velo-city 2024 Ghent: Wednesday Daily Report 
Velo-city 2024 Ghent: Thursday Daily Report
Velo-city 2024 Ghent: Friday Daily Report  

The next edition of Velo-city will take place in Gdansk in Poland in 2025 and we hope to be able to send an Irish Cycling Campaign delegation there. More again about this. 

Irish Posts

Irish Cycling Campaign at Climate & Environment Election Hustings

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Irish Cycling Campaign was well represented at the Climate and Environment hustings held earlier today (Wed 20 November) at the Royal Irish Academy on Dawson Street in Dublin. Dr. Mike McKillen, Colm Ryder and Dr. Damien Ó Tuama attended wearing ICC hats.  

The event was hosted by DCU’s Centre for Climate and Society, Friends of the Earth Ireland and Stop Climate Chaos (of which Irish Cycling Campaign is a member). The debate was moderated by Pat Leahy, Political Editor of The Irish Times. 

Seven parties were represented:

  • The Labour Party, by their Leader Deputy Ivana Bacik
  • Sinn Féin, by Deputy Darren O’Rourke
  • Green Party, by Senator Pippa Hackett
  • Fine Gael, by Deputy Hildegarde Naughton
  • People Before Profit-Solidarity, by Deputy Paul Murphy
  • Fianna Fáíl, by Deputy Thomas Byrne
  • Social Democrats, by Jennifer Whitmore

There was some reference to transport in the contributions, but not a huge amount. Both Ivana Bacik and Darren O’Rourke referred respectively to The Labour Party’s and Sinn Féin’s commitments to public transport, while Pippa Hackett referred to the current Programme for Government’s commitment of the spend ratio of 2:1 for public transport projects versus new roads. Deputy Naughton mentioned her own role in initiating the current Safe Routes to Schools projects. Much of the debate centred on retrofitting, carbon taxes, the Nature Restoration Law, data centres and LNG (Liquefied natural gas). 

A YouTube recording of the event can be viewed here:

Irish Cycling Campaign is currently examining all the parties’ manifestos with a view to producing an analysis over the coming days. We will be reporting on this on the Irish Cycling Campaign website here. Watch this space. 

In short though, we know that Ireland is still not on track to stay within our national carbon budgets or our EU commitments for 2030. All of the political parties will need to radically up their games if we are to rapidly reduce emission from transport.

Irish Posts

Cycling Cities Project: Transitions to Sustainable Urban Mobility

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In this article, Kevin Long (Cork Cycling Campaign) and Ruth Oldenziel (Professor TU Eindhoven, Editor in Chief Technology and Culture) describe the research conducted to date in prising open the social history of cycling in Cork. They link this research to the Cycling Cities Project for which funding is sought so as to bring a comprehensive study of Cork’s cycling culture to fruition in the form of a bespoke publication.   

1. Originality / Innovativeness of the Research for Relevant Stakeholders
Until now, there has never been a dedicated initiative to explore the history of cycling in Cork, or indeed in any Irish city, as a part of everyday life. This has been particularly important for the Cork Cycling Campaign as a volunteer-based and community-oriented group. Through this project, we have been able to rediscover and reframe many forgotten aspects of utility cycling, which had largely faded from public memory over the years. This original focus on the social history of cycling has opened doors for future community-based cycling projects, and has allowed us to see the city’s potential for cycling-based sustainable mobility from a fresh historical perspective.

2. Efforts Made to Disseminate the Research Widely and Make It Applicable
Cork Cycling Campaign has taken significant strides to disseminate the knowledge gained from this research. A mobile photo exhibition, accompanied by a detailed talk, has served as the core of our outreach efforts. We have delivered this presentation at numerous public events, such as Cork Heritage Week, Cork Bike Week, and the UCC Socio-Cycling Symposium [See Irish Cycling Campaign’s report on that event here]. Additionally, local media—including newspapers and magazines—have profiled our work, helping to expand the reach of the project. A noteworthy mention in a European Cyclists’ Federation magazine and website (see here) last year has further highlighted the international interest in this initiative.


Lavitts Quay in the 1930s – Photo courtesy of Amy Ramsden

3. Relevance of the Research for Society
The project has been transformative for the campaign by offering invaluable insights into the historical and future potential of cycling in Cork. The research has resonated with a broad and diverse audience. We have received support from various stakeholders, including Cork City Library staff, Cork City & County Archives, the City Museum, local historians, university academics, and Cork City Council staff, especially within the transport and mobility departments. Road safety awareness officers and elected city representatives have also expressed interest in our findings. The overarching goal of our project is to build awareness of Cork’s rich cycling culture and use that knowledge as a behaviour-change tool to promote sustainable mobility. As we aim to educate the general public, academic institutions, and policy-makers alike, the research has proven relevant for a wide spectrum of people, all of whom are critical in shaping Cork’s future mobility landscape.


St Patrick’s Street – Photo courtesy of Amy Ramsden

4. Adoption Rate of the Research
Since its modest beginnings as a Lightning Talk at the UCC Socio-Cycling Symposium in 2023, the project’s adoption rate has grown significantly. We have been invited to present our exhibition and findings at various community events, including Bike Week, Community Fairs, and Heritage Week. The project has garnered significant public interest, with people reaching out to contribute their own cycling stories and photos, which in turn has enriched our archival research. Moreover, Cork Cycling Campaign has partnered with the Cork Folklore Project to document oral histories of cycling from past and present generations. These personal stories have helped us build a more comprehensive picture of Cork’s cycling culture and how it might evolve in the future. The Cycling Cities Project has brought a new and innovative perspective to cycling in Cork. We are confident that the knowledge uncovered by the Cycling Cities Project will continue to shape Cork’s transport and mobility policies for decades to come.

Note:
All three photos in this article were kindly provided by Kevin Long in Cork Cycling Campaign. The featured / top image above shows Kevin’s grandparents on the Western Road in Cork in 1943. 

Irish Posts, Uncategorized

Irish Cycling Campaign Gathering 2024 – Report

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It was almost 12 months to the day since Irish Cycling Campaign (then known as Cyclist.ie) held its last in-person Gathering, so there were many smiling faces and warm reunions at our 2024 event hosted in The Tailors’ Hall on Saturday (21st Sept). 

We were especially delighted to have members travelling from Cork, Limerick, Galway, Clare and Donegal and many other spots to attend the event. Some delegates have been active in Irish Cycling Campaign from the very beginning, while for others it was their very first meeting with campaigners from other counties. And in amongst the delegates were several of our Board Members, Executive Committee Members, and lead activists from our Local Groups and Action Groups. 

Mairéad Forsythe (Chairperson of Irish Cycling Campaign) welcoming the delegates, with Damien Ó Tuama (National Cycling Coordinator with Irish Cycling Campaign and An Taisce) in the background. Photo by Henry Simpson

For Irish Cycling Campaign, it was a fruitful, positive and energising meeting – just what we needed ahead of General Election 2024 (or will it be 2025?) for which we are working hard to put active travel and safer roads firmly on the political agenda. We spent the morning session teasing out our Election Asks, and received some excellent feedback on our draft list. 

After lunch, with Cornucopia providing some top notch food for our delegates, we explored topics such as Developments on the New Structures of ICC, How to Get Members More Involved, and How to Expand ICC’s Membership. We also had a chance to review three of the concept designs for the new logo for the organisation which generated no shortage of inputs and debate. And on that, watch this space for news over the coming period. 

Neasa Bheilbigh, Chairperson of ICC’s Executive Committee, leading the session on Membership and Volunteering. Photo by Henry Simpson

The day finished by looking ahead to our calendar of events, including the hosting of the partner organisations of the Erasmus+ project ICC is participating in (as per this recent web story – https://cyclist.ie/2024/09/irish-cycling-campaign-hosting-erasmus-visitors-in-october-2024/) – as well as reflecting on what was a busy and enjoyable day’s work. The conversions continued into the night as we retired to a local hostelry – and they were picked up again on Sunday morning at Car Free Day on Custom House Quay. 

The day was made possible by the organising work of ICC’s Executive Committee, and the Gathering was brought to life by the myriad of insightful contributions by delegates over the full day! ICC sincerely thanks our members for attending, and we also thank Photographer Henry Simpson for taking time out of his own schedule to drop in and take some snaps of our event. For those who attended, we will be back in touch soon with some summary notes from the day and will be informing the wider membership of all of the news in due course. 

We are already planning our next Gathering, which – all going well – will happen west of (or very near) the Shannon in Spring 2025!

ICC members midway through the day! Photo – Henry Simpson 

Note:
(1) The report on our 2023 Gathering, which doubled up as the 30th Birthday of Dublin Cycling Campaign, can be read here https://cyclist.ie/2023/10/cyclist-ie-gathering-and-dcc-30th-birthday-weekend/. 
(2) Thanks also to Jessica and Stephen from The Right Catering Company for help with the room set-up, and for providing teas/coffees for the delegates.

Dublin, International Posts, Irish Posts

Irish Cycling Campaign hosting Erasmus+ Visit in October 2024

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It’s just over a month before Irish Cycling Campaign welcomes the Erasmus+ partners to Dublin for the local leg of the international project that ICC is participating in.

The project is called Generations Cycling for Inclusion and Climate Action, and “Learning, Teaching and Training” cultural exchange visits have already taken place in Corella (Spain), Azambuja (Portugal), Waterford, and Wodislaw Slaski (Poland) – see the www.irishcyclngcampaign.ie website for stories on each of these. 

The project partners will arrive into Dublin on Thursday 10th Oct and  leave on Tuesday 15th, with four action packed days of activities in between. This will include a guided cycle for the 60+ visitors along some of Dublin’s brand new cycling infrastructure on Saturday 12 October. 

We will be looking out to ICC members, and to Dublin Cycling Campaigners in particular, for some marshalling support for that group cycle, and for other help over the days of the trip. If you think you might be able to help out, please contact our National Cycling Coordinator (Damien Ó Tuama) here. All help very much appreciated so as to give a lovely warm welcome to the visitors.

For more information on the project itself, see https://www.erasmuscyclingschools.com/. 

Irish Posts

Irish Cycling Campaign at Electric Picnic 2024: A Vibrant Weekend in Stradbally

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Irish Cycling Campaign (formerly Cyclist.ie) has been part of the Global Green area of the Electric picnic festival in Stradbally, County Laois, since 2009. In this report, Rory Maguire (Active Travel Officer with An Taisce) shares some insights into how this year’s incredible event unfolded.

Nestled in the Global Green area at Electric Picnic, our stall became a beacon for curious minds interested in sustainable transport, alternative art, and community building. The Global Green area, a wonderland of creative installations, education spaces, and eco-friendly infrastructure, provided the perfect backdrop for our advocacy efforts. It was inspiring to meet so many festival-goers eager to learn more about the Irish Cycling Campaign and the future of cycling in Ireland.

Rory testing out the kit!

I had the pleasure of volunteering alongside an energetic and passionate crew, including Donna, Marie, Joe, Taha and Laragh. In the intensely chaotic and fun-filled atmosphere of Electric Picnic, our team managed to put together various activities and a welcoming space which led to lively discussions about diverse cycling experiences, with insights shared about the cycling infrastructure or the lack thereof in locations all around Ireland and abroad.

The most fun and interest came thanks to Donna’s Penny Farthing and Uni-Cycle. Luckily everyone survived the experience. Only some walked away with potentially bruised tailbones, but worth the laughter and surely soothed by subsequent afternoon pints. Donna also gave an inspiring speech alongside a panel of sustainability leaders explaining the Irish Cycling Campaign’s aims, how we work for you, and the successes we’ve celebrated to date. A very powerful message was articulated on changing the perception of those who choose to cycle, and our hopes to create a safe, affordable and sustainable system of transport for people of all abilities.

The feedback we received throughout the weekend was overwhelmingly positive. Many festival-goers signed up for our newsletter to find out more about their most local cycle campaigning groups and to stay informed about events and more. Even those rare few who expressed scepticism or negative opinions about cycling or new infrastructure found themselves engaged in meaningful conversations, often softened by their time on the Penny Farthing (which I suspect may be the key to winning the hearts of the non-believers).

Donna in full flight representing Irish Cycling Campaign (Photo by Miren-Maialen)

A recurring theme in our conversations was the high regard many people held for the cycling infrastructure and bike culture they had experienced during Erasmus+ exchanges across Europe. This exposure had given them hope for what is possible in Ireland, a sentiment that aligns well with the vision and goals of the Irish Cycling Campaign.

As we packed up our stall at the end of the festival, we left Stradbally with a renewed sense of optimism. The enthusiasm and support we encountered at Electric Picnic underscored the growing momentum for cycling advocacy in Ireland.

Irish Posts, Northern Ireland

Cycling the Portadown – Newry – Carlingford Greenways

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Colm Walsh, a long-time member of Dublin Cycling Campaign, cycled the Portadown-Newry-Carlingford Greenways on a trip in August 2024. In this article he reports on his mini-adventure. 

Having viewed the Newry Canal from the train over the years, I chose a weekday in August and cycled Portadown-Newry-Carlingford-Dundalk. Below is my round-up. 

The ‘trailhead’ at Albert Lock, Newry

Overall, it’s not a great route – it feels unfinished and disconnected: Enterprise train 09:30 Dublin to Portadown, good coffee and plenty of bike hooks in the Guards’ Wagon. Easy way-finding from train station – helpful ticket inspector, 250m across roads to trailhead, nice cafe area there & east along the Bann river, branching off southward to Newry after a few 100m. Peaceful canalside towpath, gravelly, tree roots in places, small cafes, caravan coffee stops if you wish, Scarva village couple larger choices. 

The Trailhead at Portadown

Scarva village

Hit Newry about 2hours 15mins later. Dumped in the city centre, not very cycle friendly, no parking racks, found a large pub “Oliver’s” on the river for pitstop ‘only takes cash’’ (?) but when I protested at the house ATM fees, they produced a card machine! Fine. Off and down the river southward, but missed the start of the new and still-being-completed Carlingford Greenway. Instead of finding here the entrance to the canal towpath at Newry on the Albert Lock – which isn’t signposted and you just have to know it’s there – which brings you between the lough and the canal to Victoria lock, I ended up cycling past a Traveller encampment in wasteland, quite a scrappy start to greenway, then dumped on the road alongside the Albert Basin to the Victoria carpark and supposed start to the Carlingford Greenway, but not complete, only bits/bobs? 

Some unloved signage  along the way on the Newry canal, Co. Down

Unless I missed an entrance, I ended up cycling to Omeath before I could get access, many signs telling me ‘No Greenway Access’ heading towards the Greenway, which I could see parallel to me across fields, but genuinely couldn’t work out how to get on! Only in County Louth did wayfinding improve, but even in Omeath it was not clear how to start on the Greenway. I ended up going in through a caravan park. It’s fine, a bit gravelly, but the southerly wind the whole way didn’t help! 

These were visible – but no – ‘Greenway this way’ signs! In Co. Louth

Couple coffee stops available, hit Carlingford, and awful cycle on the hard shoulders of R173, a busy road serving ports & headwind until I turned west. Under pressure to catch 17:20 train, I stopped only very briefly, and quaffed the most delicious IPA at the Railway Bar, Dundalk after 76km or so with 15 mins to train. Back on Irish Rail, with three bicycles occupying two berths (that I had booked), so the guard turned a blind eye. Bring on the new carriages. I wouldn’t rush back to do that, kept going to Dundalk to avoid doubling back – but would not recommend that section, and ironically passing so many ‘No to Cooley Greenway’ signs!

Leinster says ‘no’!

Useful links but not much info available online:

http://greenwaysireland.org/

Newry to Dundalk Greenway

Thanks to Dave Anderson & Mairéad Forsythe for input.

Note:
If any other of our members have recently tried out some new (or perhaps older) signed cycle routes and would like to pen an article about your experiences, we would be delighted to hear from you. You can contact us here.  

Irish Posts

Letterkenny Deserves Better!

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Donegal County Council recently ran a ‘public consultation’ on active travel plans for a series of streets in Letterkenny, its main commercial centre. Letterkenny has a population of over 22,000, but like many Irish towns it is very car-centric, with little space or thought given to walking and cycling around the town. This proposed multi-route project in the town is Project 18 of 26 demonstration projects as part of the government funded Pathfinder Programme. It is meant to be a stimulus for other similar sized towns to learn from. The Irish Cycling Campaign is highly critical of the Council, its plans, and the consultation process employed.

The Irish Cycling Campaign made two separate submissions on the posted consultation, one from our Infrastructure Coordinator, and the other from local member Eddie Bradley. As you will note from the submissions, we are highly critical of the approach of Donegal County Council to this nominally important Pathfinder project, both in terms of the ridiculously short two week consultation time frame, and the poor quality of the presentations. There also appears to have been little direct contact with local organisations, businesses and householders affected by the proposals, as evidenced by the lack of awareness of the consultation throughout Letterkenny, and no overall background material or context supplied as part of the consultation.


Letterkenny Town Proposed Active Travel Routes

The general public were left in the dark about the actual detail of any of the schemes shown, or how they might work as a unit, to improve active travel in the town. We in the Irish Cycling Campaign are highly sceptical about the ambition of Donegal County Council to progress these projects to a meaningful state of completion, which will be absolutely critical to increase greatly walking and cycling in the town. It is sad to see this regrettable approach from the County Council, which will lead to either the stymieing of these proposals, or at the very least delaying the implementation of a decent quality active travel network. 

We have urged Donegal County Council to revisit the consultation process, the material posted and the design detail supplied!  We await their response!

Irish Posts

Moving Together Consultation – Irish Cycling Campaign Submission

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Earlier today, Irish Cycling Campaign made a submission to the Department of Transport in respect to its Public Consultation on “Moving Together – A Strategic Approach to the Improved Efficiency of the Transport System in Ireland”. The full submission can be read below.

Irish Cycling Campaign wishes to sincerely thank all of our volunteers who contributed to the drafting of this submission. It is this ‘behind-the-scenes’ volunteering that helps to shape transport policy and practice for the benefit of people who cycle and those who would like to cycle if conditions were improved. If you are not already a member of ICC, do please considering joining or making a donation (via https://cyclist.ie/join/).

1 – Introduction

The Irish Cycling Campaign (formerly Cyclist.ie, the Irish Cycling Advocacy Network – ICAN), is the national cycling advocacy body with membership from individuals from urban and rural cycling advocacy groups, greenway groups and bike festivals on the island of Ireland. We are the Irish member of the European Cyclists’ Federation and an active member of the Irish Environmental Network.  Our vision is for an Ireland with a cycle and pedestrian friendly culture, where everyone has a real choice to cycle and move about safely, and is encouraged to experience the joy, convenience, health and environmental benefits of cycling and walking.

2 – General Comments 

Irish Cycling Campaign (ICC) warmly welcomes the development of the “Moving Together” Strategic Approach to the Improved Efficiency of the Transport System in Ireland, together with its updated Implementation Plan, as presented here https://www.gov.ie/en/consultation/b51b0-moving-together-a-strategic-approach-to-the-improved-efficiency-of-the-transport-system-in-ireland/.  

We note, and welcome in particular, the following elements of the Minister’s Foreword:

“Space is now at capacity in many of our historic medieval and market towns, and with an increasing population and a buoyant economy, it is apparent that the car-centric model has finally reached the limits of its efficiency…. This Strategy is about putting people, rather than cars, at the centre of our urban and transport planning…..  Heavy traffic makes public transport less reliable, often discouraging people from using it, and makes the environment for vulnerable road users, such as pedestrians and cyclists, less safe, again, too often, discouraging people from using active travel, particularly for shorter journeys.” (p6)

ICC wishes to stress that it is essential that each of the targets and the timelines set out in the Strategy and Implementation Plan are strictly monitored and reported on, given that transport emissions are currently still on an upward trajectory, if Ireland is to attain its climate targets in relation to transport. 

We strongly support the Draft Strategy’s adoption of the Avoid-Shift-Improve framework: this represents an effective hierarchy for tackling the multiple factors at play, while prioritising the common good.

3 – Specific Comments

3.1 – Overall Ambition and Sense of Urgency
We note the introductory words of the Executive Summary which read:

“The Strategy is a call for collective action across Government and society not only to help reduce carbon emissions from transport over the medium to long term but to address more immediate issues of congestion, road safety and air quality”. 

ICC would like to stress that the decarbonisation of transport needs to happen incredibly rapidly, and happen over the short term, and not just “over the medium to long term”. The year 2030 is less than six years away and, given the rapid post Covid rebound that has occurred in transport movements, it is very likely that the transport sector will exceed its Sectoral Emissions Ceiling of 54MtCO2eq for the first carbon budget period of 2021-2025 (as set out in the government’s Sectoral Emissions Ceilings document from Sept 2022 – https://www.gov.ie/pdf/?file=https://assets.gov.ie/234926/2ebb2431-d558-4a54-a15c-605817c37b2f.pdf (Table on p4)). This means that the Sectoral Emissions Ceiling for transport covering the second carbon budget period of 2026-2030 will need to be (potentially significantly) lower than the sector emissions ceiling of 37 MtCO2eq as set out in the same table of the above document. The challenge is far greater than initially assumed and therefore we implore the Department to express a far greater sense of urgency about the challenge at hand in the opening parts of this Strategy. 

We note also the following objective of the Strategy:
“To contribute to the national target of halving transport emissions, by reducing total vehicle kilometres travelled by 20% by 2030.” (page 19).

We are assuming here that the base year against which (i) transport emissions will have been halved and (ii) vehicle kilometre will have been reduced by 20% is 2018 (i.e. in line with the years stated in the Sectoral Emissions Ceiling document above), but this needs to be stated explicitly – otherwise the objective is unclear.      

3.2 – Planning & Land Use integration
We particularly support the ‘Avoid’ principles and measures of the Draft Strategy, for example the recommendation to place Local Authority plans which integrate planning and transport onto a legislative footing.  This will enable Local Authorities to refuse permission for excessively car-dependent developments.  We note that the 2022 National Sustainable Mobility Policy (SMP) cites the integration of land use with transport planning as one of its primary goals.

3.3 – Sustainable Transport Support
The draft Strategy is commendable in its support for existing policies that encourage cycling for transport, and sustainable transport generally. The draft Strategy aligns strongly with the Town Centres First policy, and will underpin and support implementation of more specific guidance such as the Design Manual for Urban Roads and Streets and National Cycle Manual.

3.4 – Polluter Pays
We commend the ‘user and polluter pays’ approach outlined in Section 9, and we support the measures aimed at reducing tax incentives for car use – particularly of larger, heavier SUV type vehicles, and their use in congested areas, as was examined by the TII’s BRUCE project. Recommendations 2, 18 and 20 of the draft Strategy offer potential benefits, if considered with care and effectively implemented.  The example of higher parking charges for larger vehicles as introduced in recent months in Paris refers (see https://urban-mobility-observatory.transport.ec.europa.eu/news-events/news/paris-introduces-triple-parking-fees-suvs-2024-02-12_en).

3.5 – More Effective Road Traffic Law Enforcement Required
Excessive car use in Ireland is, arguably, facilitated by our ineffective and underfunded road traffic law enforcement regime. Speeding, mobile phone use, and drink and drug driving have increased since the pandemic, and the worsening road toll is the result. An effective road traffic law enforcement system is, arguably, a demand management measure that current laws and policies already endorse, and should be considered as part of the Strategy.

3.6 – Consumer Education & Awareness
Action 30 of the draft Implementation Plan may offer further potential benefits arising from social and behavioural change. The power and reach of car advertising needs to be challenged as a matter of public health. Consumer awareness of the overall costs – external and personal – of car dependency is an important part of awareness raising (not just which cars emit less Greenhouse Gases than others). Such external and societal costs include: congestion; the use of land that could otherwise provide public amenites; tyre and brake dust pollution; mining of rare earth materials for battery production; and the public health costs induced by sedentary lifestyles.  In turn, the growth in the availability of car sharing options needs to be amplified to dampen demand for individual car ownership, and should be included.

3.7 – Optimal Spaces
The Irish Cycling Campaign very much welcomes the recognition, in the Optimal Spaces sub-committee report, of the health and climate implications of optimising space for active and sustainable travel. We commend the authors’ acknowledgement that optimisation of space applies in both urban and rural areas.

3.8 – School Supports
We note that Action 25 – Increase sustainable mobility supports for primary and secondary children – inexplicably fails to include reference to improved Cycle Training.  The Irish Cycling Campaign advocates that investment in this area should be diverted through the new Primary School Wellbeing curriculum by delivering professional development courses and upskilling to class teachers, as cycling education now falls directly under their remit. See also ICC’s recent submission on this topic, available at https://cyclist.ie/2024/06/irish-cycling-campaign-submission-on-primary-wellbeing-curriculum/. 

3.9 – Transport Appraisal Framework (TAF)
The Transport Appraisal Framework – https://www.gov.ie/en/publication/c9038-transport-appraisal-framework-taf/ – is the present tool used for the assessment of project benefits. It appears that this TAF only considers broadly economic parameters (TAF Module 8), but it must also consider social, public health, environmental, pollution, and population effects as well as the economic effects. We request a review of this latest Guideline, as part of this Moving Together strategy.

3.10 – Empowering & Supporting Local Authorities
We strongly welcome the emphasis in the above section of the Implementation Plan to further empower LAs to better deliver transport projects. LAs are the cornerstone of delivery mechanisms across the country, and the 7 supportive Actions (Nos 3 to 9 inclusive) as outlined will be critical in rolling out the required transport changes.

In particular, we emphasise the proposals of Action 6 on ‘Integration and Multi Disciplinary Teams’  and Action 8 ‘Communications & Engagement’.  We elaborate on both these points here.

Integration – As an active travel advocacy body connecting with LAs countrywide, we notice the vast differences in approaches and resources across the landscape, mainly between major urban LAs and smaller rural LAs. It is critical that, in particular, the skills of multi-disciplinary teams are made available to the smaller LAs on an organised and agreed basis. This Action 6 is likely to be implemented by particular skills being shared across small groups of LAs, but the mechanism must be established. We also note the very tight timeline outlined of Q3 and Q4 2024 for actions under this heading.  Is this realistic?

Communications & Engagement – In our countrywide / nationwide experience, this aspect of LA duties is often sadly neglected, and in some LAs even discouraged.  We welcome the proposed commitment to ensure funds for this area are made available. For projects to gain acceptance and buy-in by local communities these skills must be urgently developed to the required level.  We note again some tight timelines and hope these can be achieved?

3.11 – Implementing Demand Management  
We note and endorse the strong and multiple references to the development of demand management practices in the public and private sectors, across a large number of proposed actions, and different organisations.  The development of these practices will, in the long term, lead to greater use of sustainable transport for everyday use and for special events.

In regard to congestion charging, one strand of a wider package of demand management measures, we note here the argument that is sometimes presented – that ‘congestion charging is a regressive tax and that the better-off are privileged by being better able to absorb it’. However, we know from the experience of the introduction of congestion charging in cities such as London and Stockholm that the people who benefit the most from congestion charging are, in fact, bus users who comprise people from much broader socio-economic backgrounds. These bus users benefit greatly from reduced and far more predictable journey times, and especially when the income from congestion charging is re-invested in further improving the public transport system. In other words, congestion charges save bus users both time and money. See the paper on “Equity effects of congestion pricing: Quantitative methodology and a case study for Stockholm” available at https://www.sciencedirect.com/science/article/abs/pii/S0965856405001618.     

3.12 – Legislation Development
We endorse the need for a full legislation review to ensure that the various measures proposed do not come up against legal challenges.

3.13 – Oversight Mechanism
It is critical that the proposed National Demand Management Steering Group be adequately empowered to fulfil the requirements of Action 35, so it can compel and facilitate actions by national and local bodies and ensure that all potential benefits of this Draft Strategy to Irish society come to fruition.

3.14 – Timelines
We have referred above in paragraph 3.10 to some tight timelines on actions related to Empowering & Supporting Local Authorities. The multiple actions outlined have many tight timelines, and it will be critical for the Steering Group to ensure that these timelines are adhered to, and that full regular update reports are supplied to all stakeholders such as the Irish Cycling Campaign and others.

4 – Summary / Conclusion

The Irish Cycling campaign welcomes, commends and supports this draft Moving Together Strategy and its related recommended actions. Subject to our comments above, we look forward to its implementation. 

In particular we emphasise:

  • The need for the Strategy to express far greater urgency to rapidly reduce emissions from the transport sector – starting immediately / in the short term, as well as over the medium and long term. This urgency follows on from the requirements of our own Climate Action and Low-Carbon Development (Amendment) Act 2021 and the tight carbon budget programme that follows on from it. 
  • The importance of strong oversight and reporting via the proposed Steering Group
  • The need to include adequate traffic law enforcement within the overall demand management proposals
  • School cycle training to be included under Action 25
  • Include a review of the Transport Appraisal Framework, with a view to ensure inclusion of social, public health, environmental, pollution, and population effects
  • The necessary supports for the empowerment of Local Authorities, in particular the smaller rural LAs to ensure multi disciplinary skills are available to them.
  • The need for regular updates on progress from the Steering Group
  • The need to ensure that the tight timelines are adhered to and that progress is being made

Colm Ryder
Infrastructure Coordinator
Irish Cycling Campaign
www.irishcyclingcampaign.ie

Irish Posts

Irish Cycling Campaign Condemns RSA’s “Lose Your Licence, Lose Your Independence” Campaign

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Press Release – 20 August 2024

Irish Cycling Campaign Condemns RSA’s “Lose Your Licence, Lose Your Independence” Campaign for Insensitive Messaging and Misguided Focus

The Irish Cycling Campaign today voiced its deep concerns over the Road Safety Authority of Ireland’s (RSA) recent “Lose Your Licence, Lose Your Independence” campaign. The campaign, which aims to highlight the consequences of dangerous driving, has been criticised for its inadequate educational content, ableist language, and its trivialization of the very serious risks posed by young, reckless drivers.

The “Lose Your Licence, Lose Your Independence” campaign is part of a troubling pattern of ineffective and misguided road safety initiatives by the RSA in recent years. This latest campaign, like several before it, fails to adequately educate the public, instead focusing on the personal inconvenience of losing a licence rather than addressing the root causes of dangerous driving and its impact on all road users.

“This campaign is emblematic of the RSA’s persistent failure to create effective road safety education,” said Neasa Bheilbigh, Chairperson of the Irish Cycling Campaign. “For too long, many of the campaigns the RSA has produced either miss the mark or are outright insensitive, and this latest effort is no different. It trivialises the serious behaviours that lead to licence disqualification and reinforces harmful stereotypes about independence.”

The Irish Cycling Campaign also criticised the RSA’s use of ableist language, which suggests that individuals who do not have a driving licence are less independent or capable, a perspective that is out of touch with the realities of many people who do not drive, whether by choice, necessity or disability. This messaging is not only insensitive but also distracts from the more pressing issue of ensuring the safety of all road users. The Irish Cycling Campaign fully supports the criticism of this ad campaign from Irish disability groups and advocates.

“Following the recent review we are on the cusp of significant reform within the RSA, and this is a moment for real change,” ICC Chairperson Neasa Bheilbigh continued. “The RSA must undergo a complete refresh of its leadership and communications strategy to ensure that future campaigns are not only effective but also inclusive and respectful of all members of society. We need road safety campaigns that focus on education, accountability, road danger reduction, and the protection of vulnerable road users, not ones that centre on the inconvenience to dangerous drivers.”

The Irish Cycling Campaign calls for the imminent reform of the RSA to include a comprehensive review and overhaul of its approach to public communications. As the RSA prepares for a renewed mandate, there is an urgent need for fresh leadership that prioritises the health, safety and well-being of all road users, particularly those most at risk, such as cyclists and pedestrians.

“This is a pivotal moment for the RSA and road safety in Ireland,” concluded ICC Chair Neasa Bheilbigh. “With the right leadership and a renewed commitment to effective, inclusive communication, informed by the professional expertise currently lacking, the RSA has the potential to transform into a body that truly champions road safety for everyone.”

The Irish Cycling Campaign advocates for better cycling conditions and infrastructure across the island of Ireland, representing thousands of members and over 30 local advocacy groups. We are a registered charity (RCN 20102029). The Irish Cycling Campaign is the Irish member of the European Cyclists’ Federation (ECF).

Irish Posts

Irish Cycling Campaign Welcomes Online Reporting Improvement to TrafficWatch Service

The Irish Cycling Campaign today welcomes the introduction of online reporting capabilities to Ireland’s TrafficWatch service, marking a significant step towards modernising traffic incident reporting.

Road users can now begin the process of reporting traffic issues online, making it easier to log an incident and easier to follow up.

While providing photos or video footage and making a statement remains the same, by recording the incident and receiving a reference number, road users can refer to the incident and be sure it’s being progressed.

Chairperson of the Irish Cycling Campaign executive Neasa Bhealbigh welcomed the move:

“This is a welcome improvement to the TrafficWatch service, which will allow our members and all road users to report dangerous or illegal incidents, which will improve safety for everyone”

For more information and to log an issue, visit www.garda.ie

Formerly Cyclist.ie