A proposal to deliver a 97-km greenway route around Inishowen, Donegal, Ireland; beginning and finishing in Derry City. See presentation
Jake’s Legacy vigil
Cyclist.ie – The Irish Cycling Advocacy Network – strongly endorses Roseanne Brennan (Jake’s Legacy campaign) to force road authorities to introduce lower speed limits in residential areas and estates.
We want to see a quantum increase in the use of the bike for commuting to study, work and for utility purposes, recognising that a ‘critical mass’ of cyclists in traffic leads inevitably to safer streets. Safer streets for cyclists are also safer streets for pedestrians.
The urban default speed limit of 50 km/h means that any vehicle going at this speed has far too much kinetic energy so that a pedestrian or cyclist impacted by a car driven at this speed will have only a 50% chance of surviving the collision (see Road Safety Authority chart below).
Cyclist.ie remains far from impressed with the data revealed by the Road Safety Authority’s (RSA) annual free-speed surveys which show typically that some drivers actually exceed the 50 km/h speed limit with fully 9% detected breaking that limit in urban areas in 20111. We are disappointed that no data is available for each of the years 2012, 2013 and 2014.
We campaign for 30 km/h to become the default speed limit on residential and urban streets and in all areas of high pedestrian and cycle use. It is enabled by existing traffic law, so road authorities have no excuse for not implementing the reduction.
We accept that on some streets it may be appropriate to have a higher limit based on the road characteristics – good provision for vulnerable road users and risk assessment by use of road safety audits, etc. Retaining any limit above 30 km/h in residential areas and at the approaches to schools should be a considered and formal decision based on local circumstances.
We believe there is a need for a paradigm shift in how road authorities manage traffic, and plan urban change, so as to enable pedestrians to use our roads and streets safely and to cater for the safety of the 8-80 age cohort while cycling. This is directly in line with the latest Departmental guidelines as outlined in the Design Manual for Urban Roads & Streets (DMURS,2013), and will also encourage an increase in active travel by foot and on bikes. Road traffic planning and provision in recent years has been for the benefit of the private motorist to the detriment of other road users such as public transport, pedestrians and cyclists.
In addition to improving safety, lower speed limits in residential estates would encourage young people to move about independently and would encourage parents to permit their children to do so. This would have consequential benefits for their fitness and general health and would contribute to combating the rising levels of obesity in our society. The improved safety and perception of safety, provided by lower speed limits would transform residential estates into more vibrant living spaces, with consequential benefits for the quality of life of residents and visitors.
We recognise that reduction of the speed limit alone will not be successful in reducing speed and improving safety unless it is accompanied by improved Garda detection and enforcement and appropriate road design. We support the recommendations of DMURS, the official guidance policy for local authorities in relation to street design, that insofar as possible lower speed limits should be accompanied by psychological and physical measures to encourage observance.
Throughout Europe, 30 km/h is fast becoming the default urban speed limit. In some cities, speed limits as low as 10 km/h are in place in ‘home zones’. Even in the United States, where the car is king, 25 mph (40 km/h) limits are common in urban areas and 15 mph (24 km/h) limits are rigorously enforced at schools. In an effort to curb traffic fatalities, New York City lowered its default speed limit to 25 mph (40 km/h) from the 7th November 2014.
In the UK the “20’s Plenty” Campaign has been successful in securing reduced speed limits in many urban locations and has produced a Briefings page with many documents showing the benefits of 20 mph (30 km/h) limits.
Lower speeds result in less noise and pollution and greater fuel efficiency (high fuel consumption is associated with stop-start traffic, not slow traffic). On residential roads and shopping streets, people simply don’t want to be exposed to the noise, fumes and dangers from higher speed traffic.
The Minister for Transport called on road authorities to review their urban speed limits in a Directive issued on 15 October last
Social vs Individual (Travel) Mode Costs
“Although these costs are easy to overlook, that doesn’t make them any less real,” says George Poulos, a transportation engineer and planner who analyzed the data behind the Cost of Commute Calculator. “Sometimes we pay them upfront, other times indirectly. But, at the end of the day, we still pay them, so we should consider them in our calculus when making big decisions.”
RSA 20’s Plenty – Presentation
20 is Plenty for Us is a UK based organisation, campaigning for 20mph to be the default speed limit in residential and urban streets.
One of its officers, Rod King, MBE presented at the Road Safety Authority’s conference about children and road safety in Dublin last Thursday 2 April. 20 mph in UK is our equivalent of 30 km/h. Recent presentation
See also the radio interview on the Ray D’Arcy show, 11 minutes in
The Business Case for Converting Street Parking Into Bike Lanes
… here’s the thing about the “studies on possible economic impacts” requested by retailers, or really wherever bike-lane plans emerge: they’ve been done. And done. And done again. And they all reach a similar conclusion: replacing on-street parking with a bike lane has little to no impact on local business, and in some cases might even increase business. While cyclists tend to spend less per shopping trip than drivers, they also tend to make more trips, pumping more total money into the local economy over time … Read Article
What happens when Dublin’s rental bikes and the city’s cobbled streets collide
The City – The Shrinking Playground of Dublin
“Now that the evenings are long and bright again, the children are out in force in Dublin’s streets. The hop-scotch courses and home-made swings abound, as the children turn the streets into one big playground. Children have played in the streets since streets began… streets make almost ideal playgrounds, full of things to climb on, pavements to draw on, pedestrians to jeer at, and that constant element of danger that spices all the best-loved children’s games.” Maev Kennedy, The Irish Times, 1978
But no more … read article
Cyclist.ie delegates meet a key civil servant coordinating cabinet’s ‘Healthy Ireland’ initiative
Cyclist.ie met with Ronan Toomey (APO), a top official in the Healthy Ireland section in the Department of Health yesterday to discuss the government’s ‘Healthy Ireland’ initiative launched by An Taoiseach and then Minister for Health, Dr. James Reilly in 2013.
All the actions that flow from this initiative are grounded in the Cabinet Committee on Social Policy chaired by An Taoiseach.
We learned what the government action plan is to persuade citizens to adopt healthy lifestyles throughout their lives. A draft ‘National Physical Activity Plan’ is being readied. Cycling promotion for everyday trips will be central to the policy.
What impressed us is that finally departments of state are coming out of their silos to tackle the marked degree of unhealthy lifestyles among some citizens, particularly in relation to active travel like everyday cycling and walking to work, school and college. It is good to hear that the departments of Education, Environment, Transport, Children and Health will be acting in unison on the actions.
We need to start by taking extreme care not to locate new schools in cycling-hostile traffic environments.
Obesity/overweight tendencies start in childhood due to ‘environmental’ factor like not being able to walk or cycle to school due to bad traffic management so it is essential that the Department of Education and road authorities act sensibly so as to choose locations for new schools with care. Greenfield sites located on N-roads are not the way to go.
30 km/h speed limits are crucial to making routes to our schools walking and cycling friendly.
From Limerick to Atlanta: the story of Ireland’s hipster High Nelly
Martin Mannering “stumbled across” the Irish vintage bicycle business when someone brought a rusty old High Nelly into his workshop in Cappamore, Co Limerick. Now he has a successful export business. Video: Enda O’ Dowd. Watch video.
Cycling Campaigners meet Minister for Transport, Tourism and Sport, Paschal Donohoe T.D.
Dr. Mike McKillen (Chair of Cyclist.ie), Damien Ó Tuama (National Cycling Coordinator, Cyclist.ie & An Taisce) and Nuala Kelly (Dublin Cycling Campaign rep from the Dublin Central / Phibsborough area) met Minister Paschal Donohoe and his officials today. The purpose of the meeting was to press the Minister in regard to giving everyday (utility) cycling much greater priority within his portfolio.