Cyclist.ie made a submission today, 19 Feb 2021, to the Department of Public Expenditure and Reform (DEPR) in regard to the “Review to Renew” consultation – that is, the process for the public to comment on the renewal of our National Development Plan.
In our short submission, we stressed the need for sustainable transport and active travel to become the central, and indeed dominant, parts of transport investment for the state over the coming years.
Introduction Members of the Cyclist.ie network have started to compile a list of locations on National roads where there are inadequate conditions for people wishing to choose active travel. We highlight, in particular, locations in towns and villages in the vicinity of schools.
A copy of the Cyclist.ie letters dated 18 February 2020 to Transport Infrastructure Ireland and to the Joint Oireachtas Committee on Transport and Communications Networks can be found here (TII) and here (JOCTCN).
List of N-Roads and Locations
Clonakilty: The N71 ring road that circumnavigates the town centre is also the main artery that links residential estates (new and existing) to the town centre and schools. It has no provision for cycling.
Sligo: The N4 through the centre of Sligo is a multi-lane dual carriageway which is hostile to pedestrians and cyclists and is not conducive to facilitating safe routes to schools.
Travelling to Summerhill College from Maugheraboy requires a child to negotiate this junction, turning right. Children from the Maugheraboy area going to St.John’s National School would also have to negotiate this junction, going straight on.
There is protected cycle infrastructure to Summerhill College but it only begins on the dual carriageway and access from the North and West is unsafe.
Sligo: The N4 between Sligo and Grange or Cliffoney is an entirely feasible commute by e-bike but is unsafe because sections have no hard shoulder, and certainly no separate cycling infrastructure
Kilkenny: The N76, N10 and N77 form a ring road around Kilkenny with no cyclist provision at roundabouts, creating major severance between high employment, education and residential centres. The N10 and N77 have no cycle infrastructure extending outside the ring road, cutting off many commuter towns, villages and recreational spaces from the city. The N78, serving Castlecomer, one of the large population catchments in North Kilkenny has no cycle infrastructure. Similarly, Callan served by the N76 has no cycle infrastructure on the approach roads to the town.
Wexford: Road markings on the N25 roundabout with the R733 recently had a left turn only applied. This negativity impacts bicycle rider safety for those continuing straight along the N25 towards Rosslare who now need to merge to the outside lane with 100km/hr traffic. This is a very popular cyclist route. A safe alternative needs to be provided.
Navan: The “Andy Brennan” roundabout on the N51 beside Navan Retail Park has been flagged to local councillors as a problem, due to the lack of pedestrian crossings. The segregated cycle lane on the southbound approach to the roundabout ends prior to the roundabout, leaving cyclists with no protection or guidance. The roundabout is situated in the vicinity of a school, hospital, retail park, and within a 50 km/h built up area.
Wexford: Allowing toucan crossings on N roads. We have some cycling infrastructure that comes to a dead end at the N25. Allowing a toucan crossings with associated speed limits would allow the opportunity to safely cross. (e.g. Barntown cycle track that comes to a dead end where the N25 intersects)
Wexford: Repurposed N roads that are earmarked for “Greyways”. Greyways need to be clearly defined and standardised to an agreed acceptable safety standard. The term ‘Greyway’ currently does not exist in the cycling lexicon. See the Cyclist.ie article on these here – https://cyclist.ie/2020/10/greyways-under-microscope/
General: ALL new N roads MUST have cycling infrastructure. Current example: Wexford – The Rose Fitzgerald Bridge, part of the extended N25, opened this time last year. Not a hint of cycling infrastructure on any of the roads leading to and from the bridge or on the bridge itself. It’s a 100km/hr road with a very thin hard shoulder and this makes the route hostile for bicycle riders.
General: Hard shoulders on N roads, which are often used by people on bikes**, sometimes pinch in where there are right turns. This creates dangerous situations for bicycle riders. All new N roads should include at least a 2 metre consistent width of hard shoulder in the absence of dedicated cycling infrastructure. Existing ones should be retrofitted.
** Note that, according to the RSA’s Rules of the Road, the hard shoulder is “normally only for pedestrians and cyclists” (page 73).
Carlow: N80 Ring Road of Carlow Town, unprotected cycle lane beside a 80 kph road alongside HGV traffic (below). This is a main bridge crossing point for Carlow Town.
N80 approaching Carlow Town from Tinryisland. This is a route that brings traffic from the M9 motorway to Carlow Town. As you can see from the Google Map image below, this child cyclist has no segregation to distance him from the large volumes of traffic to his right. The speed limit on this road is 100kph.
N80 – O’Brien Road Carlow A mixed-use cycle path, that is often used by people with visual impairments with assist animals. This is not safe for pedestrians or cyclists, and dangerous conflicts arise. This road is often used by joggers and walkers and this is a prime example of where these pedestrians deserve priority through raised footpaths and segregation from cyclists to prevent conflicts.
Ballon: This town has the N80 run through it.
Ample road width as indicated by the islands and filter lanes. However you can see that the conditions for cycling and walking to Ballon National School are unsafe. These children deserve to be able to cycle to school segregated from all traffic, but especially HGV traffic.
This spacing continues throughout the town. The space for segregation is there.
Skibbereen: N71 by-passing the town.
There are several issues:
No cycling provision
Before the town (East) traffic calming makes no provision for cyclists, forcing them into the flow of fast moving traffic.
There are two roundabouts at either end of the by-pass with no cycling provision
No pedestrian / cyclist crossing at the junction of Mill Road on the by-pass
The N71 west of Skibbereen has sections of the EuroVelo Route#1 yet no cycling provision.
There is no cycling provision on the N71 by-pass for Skibbereen. This N71 by-pass is regularly cycled and walked. The Skibbereen Cycle Bus travels along the by-pass and cycles on the footpath for a section. There is a grass verge wide enough for a cycle lane, however for the bridge halfway along the road is narrower and footpaths are narrower. A cycle lane could go on the road here if traffic was slowed.
On the by-pass there is a junction to Mill Road. On Mill Road is the community hospital, estates and the Showgrounds in which Cycle Sense is based. The Showgrounds is also in the spot where the circus and fairground are held, and it hosts the rugby pitch. People use Mill Road as a walking route and cross the N71 (bypass). There is a crossing point with dipped pavements directing the pedestrian over 3 lanes of traffic with no central waiting point. Cyclists also cross here to access the playground and schools beyond via a cul de sac road. There is a need for a crossing at this location.
Connemara – Mayo – Sligo: N59 from Galway City through Connemara north into Mayo and on to Sligo. This is a very busy, narrow, curvy road through a beautiful area of the country, connecting a number of scenic towns, villages, beaches, coastline, bogs, loughs, national parks, etc., that has great potential for bicycle commuting and recreational cycling between towns and bicycle tourism. Safer and more calm bicycle routes will be a benefit to all parties.
Laois: N80 approaching Carlow Town from Stradbally and Arles. Arles is 7km from Carlow Town, which is certainly within cycling distance. After negotiating a road with no cycling infrastructure, this junction with HGV traffic is what cyclists have to negotiate. This requires segregation.
N80 Ring Road of Carlow Town, but in Graiguecullen. An incredibly wide road with residential estates off it as you can see in the picture (below). The people in this estate of Heatherhill are unable to cycle safely beside the large amounts of traffic, cars and HGVs on this road. The width of this road permits segregation, but a right filter lane for cars was chosen instead. There’s a roundabout which permits turnaround in approximately 500m.
Laois: Sleaty Rd Roundabout on N80 outside Carlow Town
This is a single lane roundabout on the N80 with ample space around it. Given this roundabout is already one lane, consideration should be given to providing cycling access to Knockbeg College, a boys secondary school as signposted.
Laois: N77 approaching Port Laoise. A bi-directional cycle path that due to a lack of maintenance is now a single directional path. The constant rising and falling of the surface here not only is highly unpleasant to ride on, but also comprises safety as segregation is non existent.
No provision for cycling infrastructure in this town, and it is as a result dominated by cars. This town has been bypassed meaning that this town should be given back to its citizens.
Cyclist.ie, Kerry Cycling Campaign and Cycling Ireland member Killarney Cycling Club made submissions (on 17 Feb 2021) to Kerry County Council in regard to its new proposals for cycle facilities within Killarney Town. We are hopeful that the Council will recognise the strength of these submissions and improve the proposals accordingly.
Overall Cyclist.ie welcomes the Council’s focus on providing for cyclists in Killarney – one of the major tourism centres in Ireland – but we are very concerned with some of the shortcomings of the proposals.
Firstly, the proposals appear to represent a piecemeal approach to planning for cycling in that they only cover a few disparate routes that are not obviously connected into a coherent cycle network plan for the town (as shown below).
Secondly, the Council does not appear to be drawing fully on the past two decades of experiences of local authorities countrywide in regard to the design of high quality cycle facilities – particularly on (i) junction design and (ii) the use of shared pedestrian/cycle facilities which the National Cycle Manual explicitly advises against.
We stressed in our submission that it is essential the proposed designs are upgraded, with far more ambition shown by the Council so that the routes will be well used by people of all ages and abilities – both locals and visitors alike. Everyone in a town benefits when more people cycle and walk, and facilities need to be provided to enable all ages to enjoy the health and wider benefits that active travel confers.
Cyclist.ie would welcome the opportunity to discuss our observations on the proposals with Kerry County Council. You can read Cyclist.ie’s submission here.
Kerry Cycling Campaign, a member group of Cyclist.ie, warmly welcomed the Killarney Cycle Lanes project from Kerry County Council. Their spokesperson, Anluan Dunne, stated “Kerry Cycling Campaign is happy to see such ambition from the Killarney Municipal District to undertake such a large scheme of works. There is a clear need to re-prioritise road space in favour of walking and cycling and we believe that this project has the potential to make this a reality. We do note that there are areas of improvement needed. Particularly in areas such as priority, junctions and vehicle speed.” Kerry Cycling Campaign’s full submission is available on its website here.
Meanwhile, Killarney Cycling Club made the following statement after making its own submission on the proposals – “Our club greatly supports the County Council’s commitment to improving cycling infrastructure in Killarney, but our submission supports Cyclist.ie’s contention that the plans are piecemeal and not part of an overall coherent plan.” Their submission also suggests that parts of the plans are not cycling-friendly and potentially hazardous, and that much of the proposed cycle lanes are therefore likely to be ignored by cyclists if developed as planned. The club also submitted an Appendix to the Killarney Municipal District illustrating shortcomings in the existing cycling infrastructure. The club has received a very positive response from the Municipal District and remedial work is already under way. The club has expressed its appreciation of the local Municipal District’s response and commitment to improve the cycling network. Killarney Cycling Club’s submission can be found here.
Cyclist.ie’s Executive Committee is the driving force of the organisation. It comprises 11 elected members, plus the National Cycling Coordinator.
The new team was elected at our Council meeting in December 2020, and ratified in January 2021.
The Cyclist.ie Executive is bursting with talent and experience. We have members coming from senior levels in the public, private and NGO sectors, and representing urban and rural groups, new and older organisations, and Cycling Campaigns, Bike Festivals and Cycle Buses.
Collectively, we are working to create an Ireland with a cycle friendly culture, where everyone has a real choice to cycle and is encouraged to experience the joy, convenience, health and environmental benefits of cycling.
Colm Ryder (Chair)
I am the Chairperson of Cyclist.ie and an active member of Dublin Cycling Campaign. I have been active in NGOs for many years and am a life-long cyclist. My career background is civil engineering and public sector work. I am passionate about public space design and its relevance to people’s lives. I have worked hard to improve Cyclist.ie’s reputation with government departments and agencies. Cyclist.ie’s standing has grown over the years and we need to cement this and help to grow everyday cycling countrywide. I am a big music gig goer — when it’s open! — and love sports and outdoor activities.
Neasa Bheilbigh (Vice-Chair)
I am the Vice-Chair of Cyclist.ie, a member of the Galway Cycling Campaign and the Galway Cycle Bus. I have seen the impact active travel can have on children’s physical, social and emotional well-being and am passionate about creating an environment in which children can travel to school safely and independently. I see cycling advocacy as something that should be inclusive and believe strongly that those of all ages and abilities should be enabled to cycle. I have two young children and we love going for spins together on our cargo bike.
I am an avid mountain biker and cargo bike rider. We swapped our second car for a LvH Bullitt and haven’t looked back. I also love getting out onto the trails on my mountain bikes and racing cross-country or enduro on occasion. I work hard to push for real change on our streets to enable people of all ages and abilities to choose their bike for day-to-day activities. I also want to help local companies realise the benefits of supporting people shopping by bike.
My treasured bike bestows the freedom and the opportunity to get outdoors and connect with people, places and nature. I would love to see children and people of all abilities have the same opportunities to experience the independence of cycling that my generation had growing up. I am excited by the shift in our society towards people centred communities and the greater understanding of the importance of mobility choices for all.
I am a primary school teacher and former environmental planner. I cycle for day-to-day reasons like going to work and the shops, but also like to venture further afield at the weekends. I have been volunteering with the Cork Cycling Campaign since 2018. My main focus is ensuring that no matter what age or experience, people feel enabled to cycle in Ireland if they so choose.
Enabling more people to cycle can have multiple benefits to communities and the country with regard to public health, climate action, Covid-19 mitigation, the quality of public realm, and the quality of life for everyone.
I am a founding member and Secretary of Navan Cycling Initiative and have played a key role organising events, creating maps and encouraging the cycling ecosystem. While new to cycling advocacy, I have been a keen cyclist for a number of years, though I draw the line at wearing lycra. In my day, I am a freelance software product consultant, and have a background in IT and software development. I previously helped organise Agile Lean Ireland, Ireland’s largest Agile-Lean conference, and was a member of Fintech Ireland where I organised events, created maps and encouraged the Irish Financial Technology ecosystem.
I am the current Public Relations Officer of Limerick Cycling Campaign. I am a primary school teacher in a suburban Limerick school, and also act as treasurer and board member for the Northside Family Resource Centre in Moyross, Limerick. Additionally, I currently represent the environmental pillar of the Limerick PPN on the Limerick Local Community Development Committee (LCDC). I have a strong focus on social inclusion both in terms of prioritising infrastructure projects in our city communities that have been historically left behind, and also ensuring that voices from all sections of our community are integral to the work of our group.
I am the current Chairperson of Maynooth Cycling Campaign, and also the representative on the Kildare Cycle Forum and the PPN (Public Participation Network) community representative on Kildare County Council’s Transportation SPC (Strategic Policy Committee). I am currently also a member of the Board of Dublin Cycling Campaign CLG. I am interested in funding for cycling, urban cycling, engagement with political parties and maximising the impact of cycle campaigners on local authority SPCs.
I started Leitrim Cycling Festival to celebrate bicycles and communities and to find other people who also think cycling might be the answer to so many questions. I’m so pleased to have discovered this proactive, committed, growing group of cycling advocates – it makes change seem much more possible. Before I returned home to Leitrim I worked as a Transport Planner in the UK where I specialised in active travel and believe asking the right people the right questions (and really listening!) is the key to the development of good quality, useful routes.
School librarian, translator. Nature lover, bookworm, knitter. Person who goes places by bike. Cycling is my primary means of transport because it’s quick and reliable. It’s also cheap, efficient, and non-polluting, and good for physical and mental health. For a long time I was too nervous to cycle, and I still sometimes take significant detours to avoid certain roads or junctions. But getting back on my bike was one of the best things I ever did. I am very happy to join Cyclist.ie in its advocacy so that more people, of all ages and abilities, countrywide get access to top-quality infrastructure which makes cycling a viable and attractive transport option.
Damien Ó Tuama (National Cycling Coordinator with Cyclist.ie)
I have held the National Cycling Coordinator post since 2013, a position shared with An Taisce. My current focus is in supporting our 25 member groups collaborating effectively and advancing Cyclist.ie’s new strategy. I worked in the transportation and mobilities space in the private sector for over 20 years, and completed my doctoral research exploring transitions in mobility systems in 2015 (Trinity College Dublin). I am also an Evaluator and Steering Committee member for research projects under the EPA Research programme Annual Call under the pillars of Climate and Sustainability. I am on the European Cyclists’ Federation board since 2016 and was appointed to the Transport Infrastructure Ireland board in 2020. I enjoy gigs, DIY and adventures!
You can contact any of our Executive Committee members by dropping a line to us here.
If you are free at that time, why not grab a coffee, log in and have some chat and craic about all things bike related with the Bike Circus’s two resident and socially distant bike cranks, Jack and Graeme, pictured here.
You can post any questions you have on the FB page above in advance and they will make sure they get answered!
Well done to all the crew in Clon for this lovely lockdown initiative. We all miss the social and convivial aspects of our bicycle communities, so this is a marvellous idea to learn more about looking after your precious steed and to check in with some other bicycley people out there. And a nice way to start the week!
In this article, PhD researcher Kevin Gildea from Trinity College Dublin describes some recent findings from his RSA funded research project related to cyclist safety in Ireland. Cyclist.ie wishes to sincerely thank Kevin for taking the time to pen this article for us.
Kevin’s full paper, entitled “Characteristics of cyclist collisions in Ireland: Analysis of a self-reported survey”, has been published in the journal Accident Analysis & Prevention and can be found via this link.
The broad aims of our project are 1) to characterise cyclist collision risks in Ireland, and 2) to determine engineering-based prevention strategies. This project forms part of a broader strategy to improve cyclist safety in Ireland, and to attract more people to start using their bicycles.
Under-reporting in Ireland
Since embarking on this project I have heard numerous stories from people involved in collisions while cycling, noting that many of these are unlikely to have come to the attention of the Gardaí. I then investigated other work that Irish researchers have done in this area, specifically, from our colleagues Jack Short and Brian Caulfield in the Civil Engineering Department in Trinity College Dublin, who showed that cyclist collisions are the least likely collision type to be reported to the Gardaí. These unseen cases likely held some important cyclist safety insights, however, there was not any database that contained information for these collisions. All we had was anecdotal information from conversations with cyclists. We had to put some manners on this, so, in 2018 we designed and distributed a survey nationally across the Republic of Ireland.
Firstly, the study highlights a large amount of underreporting for cyclist collisions in Ireland – roughly ¾ of respondents involved in injurious collisions did not report the incident to the Gardaí. Furthermore the findings indicate that many minor injuries do not appear in hospital data. This is important since road safety priorities in Ireland are based on analysis of Garda data or hospital data, though primarily using Garda data. So, a major challenge with understanding the overall burden of cyclist collisions in Ireland relates to a substantial proportion of missing data. This is not a problem specific to Ireland – very few countries have the mechanisms in place to capture information on these under reported collisions.
How can data collection be improved?
This is a tricky issue. Some countries systematically link their Police and hospital data (e.g. Sweden). Our study indicates that combined monitoring of Garda and hospital data may be effective for monitoring Serious injury collisions, however, they would not effectively capture Minor injury collisions. Our results indicate that roughly 80% of Minor injuries would not be tracked. For these we must make it easier for road users to self-report their collisions, possibly via an online platform. For example, in the Metropolitan Police in London have an online platform for reporting collisions (https://www.met.police.uk/). Another option would be to include a module on road traffic collisions in the Irish National Travel Survey.
We also investigated the factors that have effect on whether or not cyclist collisions are reported to the Gardaí. Our main findings here is that injury severity, and collision type have an effect. Collisions involving motorised vehicles were more likely to be reported to the Gardaí – this is evident from analyses of Garda reported data in which the majority (over 90%) involve vehicles. The results highlighted the relative importance of single cyclist collisions in particular, which comprised roughly 30% of the cases, but were much less likely to be reported to the Gardaí. Specifically, the odds of Garda reporting was 20 times greater for greater for collisions with motorised vehicles. Furthermore, Minor injuries were much less likely to be reported to the police than Serious injuries. Specifically, the odds of Garda reporting was 7 times greater for Serious injuries.
What are the implications?
The implications are that road safety priorities are biased towards collisions with vehicles, and more severe collisions. International studies have shown that priorities do begin to change with the inclusion of lower severity collisions. Basically, if we had had access to these unreported collisions our road safety priorities would look different.
What can we do to address these?
We are working on this. We are currently performing a further analysis of the details of cyclist to motorised vehicle collisions and single cyclist collisions, with the inclusion of unreported collision types. Pre-crash scenarios and impact configurations for cyclist collisions with bonnet-type vehicles, and collision factors and fall types for single cyclist collisions are being coded. This analysis will provide an evidence base for road safety stakeholders, and (hopefully) lead to improvements in cycling safety in Ireland.
In this article, Wendy Bond from Bike Friendly Bandon fills us in on how the new group came into being in 2020 and gives us a flavour of some of their aims and activities.
Bike Friendly Bandon started really during the first lockdown, and the idea came from Lucy Finnegan, who cajoled others to get involved along the way. Lucy had seen that her teenage daughters and their friends had felt more confident cycling around during lockdown as there was so little traffic on the roads. Indeed a lot more people on bikes could be seen around the area during the lockdown and many of us cycled more during that time. We saw this change though, once things went back to some kind of “normal” again and felt compelled to try and do something about it. We wanted to try and hold onto the change we saw during lockdown. It reminded us of when we were younger, that it was so much safer to cycle all over the place. We want to ensure our children have great memories doing that safely.
Bandon town centre and the roads around it are dominated by cars and heavy good vehicles (HGVs), like so many other towns around Ireland. Unless you are a confident cyclist (and even if you are confident enough), it can feel very unsafe and intimidating cycling around, and there is absolutely no infrastructure to support cycling in the town. Whilst there is a cycling club in Bandon, this tends to be people who are more competitive serious cyclists, going on longer cycle rides. We really want to encourage the increase of day-to-day cycling, so that every child, woman and man of any age can feel safe to cycle around the town. It may have started due to children and teenagers taking advantage of reduced traffic, but now we see potential to work with other groups with similar aims. There are plenty of funding opportunities and we found that we were pushing an open door. There are courses to reach out to lapsed cyclists who want to feel confident to cycle again; to run bike repair workshops to give us mastery over our own bikes; or simply provide bike racks so that people can cycle to the shops rather than jumping in the car.
We all know that making the town more cycle friendly and reducing the cars/HGVs that currently dominate the roads could have a massive impact on the quality of life in the area. It’s not just about cycling, it will have a positive impact in terms of our physical health, improving the environment around us and reducing pollution. Everyone we speak to loves the idea of making it safer to cycle around the town, so it’s just doing something about it really. In some European countries the attitude to cycling is so positive and it is considered to be so much part of day-to-day life. It is much safer in these countries because the number of active cyclists is so much more significant. Also, when most people own a bike as well as a car and cycle as well drive, it changes the relationship between cyclist and drivers and brings more respect between them.
So what have we done so far……well every Sunday, we have a spin at 11am on one of the quiet roads just on the edge of Bandon. This is aimed at families and people who don’t feel as confident cycling on the road and it has been a great success, although recently it is on hold due to lockdown restrictions.
As part of Cork Bike Week in September, with funding from Cork Sports Partnership, we arranged various activities around the town. This included safe cycling, fun bike activities for younger children, bike repair workshops, electric bike conversions, and we even had a trishaw at the farmers market, which took people on spins around the town. It was such good fun and well attended, the idea being that there was something for all ages to show how accessible cycling can be. We were really taken with how supportive the cycling community is. It really was a platform to raise the profile of Bike Friendly Bandon around the town and increase the interest in cycling. Whilst things have slowed down due to recent lockdown restrictions, we have run an online bike repair course through Cork Community Bikes and hope to start our own repair workshop in the town. We have received support from Cork County Council Community enhancement and Cork Environmental office, they have been a hundred percent behind us.
Looking into the future, our aim is to do more consultation with people in the area and work with Age Friendly Bandon to promote Cycling With Confidence. In light of the new government’s push to increase cycling and walking in the country, we are also working with Cork County Council and Bandon Walking Club to develop a Bothar Rothar between Bandon and Innishannon, and hopefully a route to the beach from Bandon where cyclists are prioritised on the road. We feel like this is just the beginning and there is so much we can do. We are also working with West Cork Development Strategy to create maps of cyclist priority routes between Bandon and Innishannon.
It’s great to know there are so many groups like ours around the country and we are lucky that here in West Cork, we have groups nearby in Skibbereen and in Clonakilty all with similar hopes about promoting cycling and improving safety in the area. We look forward to working with Cyclist.ie and hope that their knowledge and expertise will support us in realising these hopes.
In this article, Clara Clark from Cycling Without Age offers some suggestions on how we can kiss the (kissing) gates goodbye.
During the many Covid-19 lockdowns, I took to cycling through my local neighbourhoods, parks and housing estates. I noticed the many kissing gates and other metal barriers at access points.Some are navigable with a standard bicycle, but are impassable for non-standard bicycles, cargo bikes, bikes with child seats or trailers, wheelchairs, double buggies and Cycling Without Age (CWA) trishaws. I took photos of the barriers, and sent a file of 30 photos to my local Council, Dun Laoghaire Rathdown (DLR) County Council.
As a Dublin Cycling Campaign representative on the DLR Council Cycle Forum, I asked for ‘kissing gates’ to be put on the agenda. At that meeting, I offered to cycle with anyone on the committee who wished, to show them the barriers. This offer was taken up by Ruairi O Dulaing, head of Parks, and Councillor Carrie Smith, chair of the Forum. To emphasise my point, I took my CWA trishaw, and two volunteers came, one with a trailer bike and one with a child seat. Two hours and three parks (Clonkeen, Kilbogget and Loughlinstown) later, our point was made! This cycle also gave us time to chat and to build up rapport and relationships.
The next step was up to the Council who, in fairness, responded in a very practical way and now many of these barriers and gates are being removed – see the before / after photos below. DLR Council is currently implementing a Safe Walking and Cycling Routes plan, and these include routes through parks and quiet estates away from main roads. So, that’s another reason for removing the barriers.
My policy has been to demonstrate with examples and to ask, politely but clearly, for their removal. Praise and thanks are much easier to receive than abuse or aggression, and Councillors and Council staff have a lot to do. Winning their respect and support is essential to gaining a listening ear. I know that not every local authority has a cycling or a sustainable transport officer, but start with your local councillors, get the name of your Head of Parks and introduce yourselves. Take photos, identify the locations and explain what you need (e.g. kissing gates replaced by one bollard, with a minimum of 1.2m gap either side, dished footpath at point of entry etc.). Offer to take anyone willing out to show them what you mean. And then, praise and acknowledge any progress as it comes!
One question to ask is: what is the purpose of kissing gates? If it is to prevent anti-social behaviour, then how can this behaviour be managed better? The barriers themselves are anti-social. Parks are for people of all ages and abilities. To block the disabled, less-abled, and parents with children is to discriminate and disempower. Parks should be places to visit, walk/cycle through, sit and eat, play and enjoy. Give people ‘ownership’ of their parks by making them welcoming, provide litter bins, bicycle parking, seating, dog paddocks, and easy access.
Covid-19 has filled our parks daily with people of all ages who want/need to exercise and actively travel. Councils can come on board to meet these needs by #kissingthegatesgoodbye!
In this article, Jo Sachs-Eldridge from the Leitrim Cycling Festival and Cyclist.ie reflects on the importance of good design and how we might achieve it using the input of diverse voices.
The announcement of additional funding to create almost 300 jobs in active travel is a very exciting step towards a more sustainably mobile Ireland – as we reported here .
As the Minister for Transport notes ‘Developing high quality walking and cycling facilities will encourage more people to switch to active travel and will contribute to tackling climate change. Really good design is what is needed to connect communities and make walking and cycling attractive, safe and accessible to everyone.’
He is absolutely right we need really good design. But we also need to consider the questions of who determines whether this is really good design? Who gets to make those decisions? Who is involved in the whole process of design? Are everyone’s voices being heard – particularly those who may not traditionally engage in the process such as women, young people, people with disabilities and other people who may be even more significantly impacted by the quality of the infrastructure.
As noted in the recent TII ‘’ report, ‘Travelling in a Woman’s Shoes’, “Transport is often seen as gender neutral, providing benefit to all equally. However a growing body of international research highlights that this is not the case. Women and men can have different needs, constraints and expectations for using transport”.
Really good design is often a highly complex process with no definitive right answer but lots of wrong answers. There is guidance out there, good guidance, but that doesn’t guarantee good design. We know that. So how do we now do things differently?
My experience in Cardiff, where I previously managed the programme for cycling, is that engaging with the right people at the right time is key to good design. It sounds simple and in some ways it is. But to do it right requires a considerable amount of time and effort. Every aspect needs to be considered – the timing, the information, the audience, the wording, the method. But the time and effort invested will make a considerable difference to the result.
Because good cycle design is all about lines. To start with are the desire lines of the people who live, shop, work, play, learn in a place. The desire lines matter but they are not the only ‘lines’ that need to be considered.
We also need to think about the line taken on introducing innovative design; the line we take on deviating from the status quo; on reallocating road space; on removing parking spaces; on reducing the capacity of a junction for motorised private vehicles; on prioritising active travel road users over motorised traffic.
And then there are all the detailed lines, the lines that can get so easily lost in translation – every millimetre of road space reallocated, every kerbline, every sign installed, every barrier is another decision. Another line.
Who makes these decisions?
Who draws these lines?
There is a myriad of conflicting needs and wants and a myriad of potential decision makers.
And there are no simple answers.
The only way we get can this right, the only way we can overcome these conflicts and draw the best possible ‘lines’ is through engagement and collaboration with as many people as possible at every stage of the development.
From my experience I would argue we need:
strategic cycle network plans developed in collaboration with the people who matter and based on real desire lines;
the integration of these network plans with all other relevant local area and national plans;
routes that are designed based on best practice and through collaborative design workshops that involve all relevant parties – members, internal officers, external stakeholders – all with a clear understanding of the ambitions of the scheme;
community street audits or walk-throughs incorporated into the design process – for both internal officers and external stakeholders;
simple audit tools to allow a broader and wider range of people to be involved in the process and to ensure that no aspect of high quality design is overlooked;
effort made to ensure that voices from those harder to reach groups are heard – the right lines to be drawn by the right people at the right time.
We know that designing for the expedient movement of car drivers no longer fits with our policies, our future plans, our targets, or our long term sustainability.
Cycling benefits all of us regardless of who is doing the pedalling through the reduction in congestion, pollution, pressure on the health service and improved community cohesion.
Key to developing a high quality cycle network that will have an impact on travel behaviour is the answer to the question ‘whose line is it anyway?’
In order to create quality networks that make cycling an attractive option we must make the time and effort to engage with everyone that matters.
Cyclist.ie made a submission today (Friday 22 January 2021) to the National Transport Authority in regard to its Review of the Transport Strategy for the Greater Dublin Area (GDA).
In our submission (a link to it is below), we stressed the point that, almost uniquely, cycling is a key enabler for the four challenges listed within the strategy overview:
– Climate Change and the Environment – Health and Equality – Growth and Change and – The Economy
We pointed out that progress has been slow in the early years of the 2016-2035 GDA Strategy on the development of the cycling network, despite the publication of the GDA Cycle Network Plan Strategy in 2013 .
Given the extra urgency in regard to the need to decarbonise our transport system and provide a healthy mobility system, we now look forward to a serious focus and rapid progress in the revised strategy on all public transport projects and, in particular, on active travel projects. We need a fairer allocation of road space and reallocation towards active travel. This needs to be prioritised as part of this strategy review.
We underlined the need for high quality cycle infrastructure to be provided throughout the region and linking in to public transport interchanges with state-of-the-art cycle parking provision.
We exhorted the NTA to be far more ambitious in its strategy development so that in the coming years, staff from Local Authorities countrywide – and even from abroad – will travel throughout the GDA to observe and to try out a wealth of super high quality, low carbon, mobility interventions and systems.