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).
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
As we do each year in advance of the government preparing its budget, we made our Pre-Budget submission to the Minister for Finance at the end of last week. You can read a copy of it below. A sincere thanks to our super hard working team of volunteers for preparing this document. If you appreciate this work / are not yet a member of Irish Cycling Campaign, we would be delighted if you joined up – https://cyclist.ie/join/.
Aggressively Promote Climate Change Requirements Increase the Level of Transport Capital Funding Allocated to Create High Quality Conditions for Cycling and Walking Countrywide
#1 – Introduction The Irish Cycling Campaign (formerly Cyclist.ie), is the umbrella body of cycling advocacy groups in Ireland (https://irishcyclingcampaign.ie) and the member for Ireland of the European Cyclists’ Federation (https://ecf.com/). Our vision is that cycling, as a mode of transport, becomes a normal part of everyday life for all ages and abilities in Ireland.
As recognised in the Programme for Government (PfG), cycling as a mode of transport offers numerous well documented broad benefits to society as well as being “the most important tool in combating Climate Change” (European Commission Executive Vice President, Frans Timmermans, September 2021). Four years on from the publication of the PfG, unlocking these benefits has assumed even more urgency.
We know from data that private cars are used for nearly 30% of journeys as short as 2km or less. We urgently need to enable and encourage travel by bike and on foot for shorter journeys by funding the required infrastructure to an even greater degree than at present. We also need to enable multi-modal bike trips by funding both bike share schemes, and adequate, safe and secure bike parking at bus, tram and train stations/stops in both urban and rural areas.
Enabling cycling – whether stand-alone, or as part of intermodal trips – is the fastest and most cost effective means of meeting the targets set for transport in the Climate Action Plan 2024, and in the Climate Action and Low Carbon Development (Amendment) Act 2021. Cycling infrastructure and fiscal incentives for cycling can be rolled out on a fast timescale and offer a far better return on investment than other transport spend.
#2 – Summary Asks In short, we seek the following:
Infrastructure – Urgent need to further increase funding for high quality Active Travel schemes, from the present €360M. We suggest that an increase to €500M for the coming year would go a long way to meet our climate commitments. This funding also needs to support the critical small Active Travel teams in smaller local authorities.
Policing – We are seeking a commitment that a 50% minimum of new Garda recruits are deployed to roads and community policing. This is in the context of the rising numbers of road traffic casualties over the last two years. Perceived danger on our roads deters people from taking up cycling. More visible enforcement will not alone reduce deaths and injuries but will encourage and enable more people to choose walking and cycling.
Bike to Work Scheme needs to be restructured. Move away from the PAYE sector only to a system that will allow children, retirees, unwaged people, carers, people on disability allowances to avail of an equivalent system, and hence enable more bike use. The people most in need of subsidised bike purchase are not in the tax system, e.g. students, unemployed, pensioners. Also, it’s not just biking to work that needs to be subsidised but all journeys.
Business focused Cargo Bike Schemes for the city centres of the five Irish cities. While some schemes have been rolled out there needs to be a major commitment to driving their success.
VRT. Review VRT levels for all sizes, weights and types of vehicles, to promote the use of greener and smaller vehicle models. Sports Utility Vehicles (SUVs) should be specifically targeted for increased VRT. This reflects the increase in road danger they create for people walking and cycling arising from the driving of larger, heavier vehicles. These vehicles now command 60% of the new private car market.
VAT. Zero rate VAT on bicycles, accessories and bicycle repairs – to promote the circular economy, create jobs in the green economy, and make cycling more affordable for people of all incomes1.
Safe Routes to School Funding increased with the objective of the removal of all school motor traffic from internal school grounds and the immediate front of school zones in all urban and suburban schools by September 2026.
Bike Parking and Bike Scheme Investment – Large indoor and supervised bike parks, for the variety of bike types, at all major city bus and train stations. Covered safe and secure bike parking at medium sized transport hubs, and bus shelters and stops. We would also ask that funding streams are developed to provide subsidies for bike parking at shops/shopping centres, workplaces, churches, sports clubs, stadia, gyms, plus for temporary bike parking at major events, including major sporting events.
Education & Training – Funding to establish cycle training delivered by teachers as part of the primary school curriculum. This follows the identified priority for teachers to teach cycling within the new Primary Wellbeing Curriculum draft document. Please find the submission from the Irish Cycling Campaign at the link below.
Adult Education – Expanded funding for adult cycling education with a particular focus on marginalised communities such as IPAS members and those living in areas of disadvantage. We would request that this funding be delivered via local authorities as part of their behaviour change initiatives in a format similar to the Cycle Confident schemes in the UK.
Further detail on the above items is provided below.
#3 – Further Details
Walking and Cycling Infrastructure While the Irish Cycling Campaign welcomes the serious and continued investment into active travel that this government has brought forward, it has become clear that our 2030 and 2050 decarbonisation goals in transport are rapidly slipping out of reach. In the recent EPA provisional reports on our emissions targets, they noted that transport was a key problem area that saw emissions increase yearly despite the significant increase in electric motor vehicles2.
Our current spend as per the Programme for Government is €360m per year. However, rising inflation levels has led to increases in the delivery costs of infrastructure projects, and this has has been earmarked by the NTA as a barrier to achieving the delivery of the full complement of projects3. This is placing an increase of approx 30% cost onto delivering active travel and other infrastructure projects. From our engagement with local authorities, active travel teams and the NTA, there is a clear demand and willingness to do more but limited funding does not allow this. Quite simply €360m in 2024 does not deliver the equivalent in terms of infrastructure that it did in the first year of the Programme for Government.
In short, high quality infrastructure is what enables modal shift. Investment in this area will deliver huge value for money in meeting our climate targets. We are calling for an emergency measure raising this annual funding to €500m per year over the final year of this government. The allocation of €500M of Active Travel infrastructure funding between now and 2025 to meet what is required in our climate responsibilities would send a clear sign that the government is taking this aspect of the climate emergency and the need to decarbonise transport seriously and set a marker for the next government to follow.
Policing 2024 has been one of the worst years in recent memory for deaths and injuries of vulnerable road users such as pedestrians and cyclists. While we welcome the increase of 1,000 new garda graduates, we ask that their deployment be focused on Roads and Community Policing.
We also ask that there is a funding stream made available via the Department of Justice to An Garda Síochána to develop a robust advertising and education programme around driver responsibility in regards to vulnerable road users such as pedestrians and cyclists. As part of this there should be an upskilling of all existing Garda through a CPD course outlining the dangers vulnerable road users face and the tools AGS members have, to enforce dangerous driving, overtaking and parking.
Bike To Work Scheme and Bike Libraries While the Bike to Work Scheme was a success for its time it’s clear that the urgent need to decarbonise our transport system means we need to have a root and branch rethink of the current model. The current system, based on PAYE, is exclusionary and rewards the wealthiest with the biggest cost reduction. The system needs to have equitable access and social inclusion as its core guiding principle allowing children, retirees, those with limited mobility, carers, unwaged people and others to achieve bike ownership.
We are calling for a decoupling of the Bike to Work scheme from PAYE tax and for a wider and more equitable roll-out allowing people from all walks of life to have affordable and easy bike ownership.
Additionally, we ask that funding is made available through the Department of Education and Skills to all primary and secondary schools to facilitate the establishment of Bike Libraries. These comprise a fleet of cargo, electric or folding bikes that are operated by schools and parents’ associations where parents and teachers can borrow them over the school term to trial what bike would allow them to make the switch from the car4. To date the Dept of Education and Skills has been a laggard in terms of climate action with many of their current policies around school building projects incentivising car use and suppressing modal shift to active modes. We would request that funding be made available to all schools at both primary and secondary level to enable projects like this to take place.
Business Focused Cargo Bike Schemes Irish Cycling Campaign requests that the Dept of Communications, Climate Action & Environment engages with Chambers Ireland to develop a series of pilot programmes across the country to roll out cargo and e-bikes for last mile urban city and town centre delivery.
VAT and VRT changes Cyclist.ie calls for the review of taxation and fiscal policy to help further modal shift by:
Reviewing the VRT levels for all sizes, weights and types of vehicles, to promote the use of greener and smaller vehicle models. Sports Utility Vehicles (SUVs) should be specifically targeted for increased VRT. This reflects the increase in road danger created for people walking and cycling from the driving of larger, heavier vehicles, which now command 50% of the private car market.
● Zero rate VAT on bicycles, accessories and repairs – to promote the circular economy, create jobs in the green economy, and make cycling more affordable for people of all incomes.
Safe Routes to School Unnecessary school trips by car are a key journey type that need to be reduced significantly if we are to address our transport emissions. The Safe Routes to School programme and its associated schemes have been an excellent method to make active modes a safer and more accessible choice for parents and students. With the recent rise in deaths of children cycling and walking it is even more pressing that the immediate vicinity and the grounds of their schools are free from unnecessary car traffic. We would ask for a significant increase in funding and staffing levels to allow these programmes to move forward with the goal of the removal of car traffic from the internal roads and front of school streets of all urban and suburban schools by September 2026.
Bike Parking and Bike Scheme Investment We know from data that private cars are used for nearly 30% of journeys as short as 2km or less. This is a startling statistic that needs to be tackled. We need to enable and encourage travel by bike and on foot for shorter journeys, by funding the required infrastructure to an even greater degree than at present.
We also need to enable multi-modal bike trips by funding both bike share schemes and adequate and safe bike parking at bus and train stations and bike parking at bus stops in both urban and rural areas. In urban areas more cycling trips are an obvious answer to traffic congestion and in rural areas the welcome expansion of Local Link services can be further leveraged by the provision of bike parking at bus stops.
Education & Training As we move to more active modes of transport, we need to ensure that all our children have the skills to cycle with confidence around urban and rural settings. It’s vital that we develop cycling as an integral part of the school physical education curriculum. This approach is taken in countries such as the Netherlands, where we see the majority of school children cycling to school.
The Cycle Right training has been a moderate success in empowering and enabling children to cycle safely, but we need to see greater investment to ensure every child leaves primary school with an adequate level of cycle training with proper upskilling provided to allow teachers to be the primary cycling educators in schools..
This important life skill will not only build the child’s sense of confidence and independence while maintaining a healthy active lifestyle, but will develop their empathy and awareness of other road users if they go on to become drivers.
#4 – Conclusion / Summary
Unlocking the multiple benefits that cycling offers the economy, society and the environment requires continued targeted and sustained investment. Government and Local Authorities must continue to be steadfast in ensuring that these value for money and wide social benefits are availed of.
We look forward to having the above recommendations considered favourably by the Department.
Kilkenny, Ireland – a city renowned for its medieval charm and its burgeoning cycling community. Cycle Kilkenny, a group dedicated to promoting everyday cycling in the city, are now part of the Irish Cycling Campaign. Volunteer Dave Anderson from the Irish Cycling Campaign recently visited Kilkenny to meet the group, to share experiences organising local groups.
Irish Cycling Campaign was contacted in May 2024 by Ann-Marie Conrado, Associate Professor of Industrial Design at the University of Notre Dame, Indiana, in the US. The reason: to explore the feasibility of us helping to steer a project conducted by its ‘Design Thinking’ students on the challenge of increasing cycling ridership in Dublin. The students were engaging in a Notre Dame Dublin study abroad program. We were delighted to get on board!
Research Process Soon afterwards, ICC members Colm Ryder and Dave Anderson joined the students in interactive and lively workshops to provide the background knowledge of what is happening in the cycling domain in Dublin and to help define the research question. Then in June, the team of Design Thinking students spent the month engaging on the streets with both cyclists and non-cyclists so as to understand the barriers to cycling, and proposing new approaches to addressing the challenges to get more people on bikes.
The students presented their findings to an ICC delegation on 27th June at the home of Notre Dame in Dublin, O’Connell House on Merrion Square. Additionally, the students also discussed their findings with a delegation from Sligo Cycling Campaign while in the west the following week.
Prof Ann-Marie Conrado with her University of Notre Dame students taking part in the project
On ‘Design Thinking’ itself, there appears to be no shortage of definitions of what it is, but essentially it can be thought of as an approach to problem-solving where it focuses on the solution to a problem instead of the problem itself. And according to Ann-Marie in conversations at the presentation, the process can be understood visually as a ‘double diamond’, which is a way to describe the steps taken in any design and innovation project, irrespective of methods and tools used. You can read more about it here.
Findings The students covered a lot in their condensed month-long project. They delved into some of the fears around cycling such as the difficulty in using the Dublin Bikes bike-sharing scheme for the first time, the safety fears around navigating on two wheels, and the fear of bike theft. Then they examined what they described as ‘trigger events’ in prompting people to take up cycling after a long absence. Amongst the opportunities the team identified were proposals around improving the navigability of the city centre, as shown here:
Additionally, their proposed solutions examined the need for better poster campaigns to remind commuters of how quick and predictable (journey time-wise) journeys by bike can be – and wider campaigns to share tips and information between new and experienced cyclists.
The students’ (59 slide long) presentation can be viewed here HERE and there is plenty in there for cycling advocates to chew on!
A Perspective from Sligo The eight members of Sligo Cycling Campaign who attended the Notre Dame presentation in the Sligo Park Hotel are looking forward to viewing it again and applying some of the learning. Initially we wondered if a cycling project researched in a Dublin context would be applicable in a town with a rural hinterland. We need not have worried as all of us were captivated by the positivity of the students and the transferability of their ideas. One thing that struck us was the value of diversity within the student team. They were students of Industrial Design, Political Science, English, Finance and other disciplines.
Cycling advocates are all too aware of the barriers to cycling and the presentation covered these, but the kernel of the presentation for us was the focus on opportunities. The students described a scenario where Emma’s bus is delayed in traffic and she looks out the window to see people on bicycles whizzing by, to a subsequent scene where Emma is deciding to try cycling to work. But there was no road to Damascus, rather incremental steps with various supports along the way. Some supports, for example the map mentioned above, targeted practical issues such as “I don’t know the way”. Others addressed deeper emotional obstacles, such as “I’m scared!”. In the students’ scenario, this fear was addressed by Emma joining a “Cycling Sisters” support group and cycling, in the first instance, away from busy traffic.
In Conclusion Irish Cycling Campaign sincerely thanks the students and staff of the University of Notre Dame for their work on this important topic. We think the collaboration was a valuable exercise, both for campaigners and students. We will, no doubt, be taking many of the recommendations forward as we advance our own advocacy strategy. We would also like to pay a special thanks to Eimear Clowry Delaney, Director of Notre Dame Dublin, for her contact with ICC from the outset.
Finally, if your institution (academic or otherwise) is interested in working with Irish Cycling Campaign to further explore how to reshape the mobility system so that everyday cycling plays a much bigger part, we would love to hear from you. Please contact us via [email protected].
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.
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:
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 Cycling Campaign is part of a fabulous Erasmus+ international project with broad themes of social inclusion, intergenerational relationships, climate action and cycling promotion – as we reported on here earlier in the year. The project is centred around cultural exchange visits between the partner organisations based in Spain, Portugal, Poland and Ireland. Those organisations are a mixture of schools and cycling advocacy bodies.
The latest exchange visit was to Wodzislaw Slaski in the very south of Poland, and we were delighted to have ambassadors representing ICC from the groups of Galway Cycling Campaign, Great Southern Trail and Dublin Cycling Campaign. In this article, Reg, Denis, Íde and Hugh (pictured above) give a little account of the trip.
Day #1 – Reg (Galway Cycling Campaign) After a lovely breakfast at the hotel, we met the leaders of the other groups from Spain and Portugal and made our way to the high school where the Polish students are based. Each of the project groups presented their progress so far on the Erasmus+ project. These presentations were educational and entertaining, and Hugh did a great job presenting for the Irish Cycling Campaign!
After collecting our bikes, we headed off to see some of the nice local scenery. The cycling itself was varied on the day. We started off on public roads as we left the school, but it wasn’t long until we were on the safety of segregated cycle tracks/cycleways and most of the rest of the spin was on quiet country roads or forest tracks. It was interesting at one stage on the country lane in that we were confronted by a huge bus – but we were informed by our hosts that public transport simply goes everywhere!
We made our way to the lake and then the students enjoyed a treasure hunt while the adults did some exploring. It’s 20 years since I played volleyball, but I was back at it (and I’d say I’ll make the 2028 Olympics)! At the next location, we were served a beautiful traditional Polish meal by three lovely ladies in Polish costume.
We then split into three groups and enjoyed some relaxing, walking and more cycling. We visited a timber church built in the 13th century with no nails, before returning to the school and handing back our bikes. There were some sore bums and tired muscles after all of the cycling and sight-seeing!!!
We then enjoyed a lovely meal in a beautiful restaurant on the town square – and afterwards we returned to the hotel tired but very happy with the day after rekindling old friendships and creating new ones!!!
Day #2 – Denis (Great Southern Trail) On our second day of our trip to Poland and after a lovely breakfast in the Amadeus Hotel in Wodzislaw Slaski, we boarded our early morning bus to take us to Krakow, one of the oldest cities in Poland. On our two hour journey, mostly by motorway, what got my attention was that the area was totally used for growing crops of wheat, barley and grain, unlike Ireland where cattle is the norm. Along the motorway, there was a continuous fence in place to protect wildlife from crossing the motorway and special overhead crossings existed to facilitate wildlife to cross safely in various parts of the motorway. As I observed this the movie Jurassic Park sprung to mind with us safely on the tour bus.
At 11am we arrived at Krakow and were split into groups and were greeted by our English speaking tour guide and started our tour by Krak castle and were told of the legendary Krak dragon of which a statue exists. The Dragon didn’t let us down as he blew out some flames before we left him to view other interesting monuments and our tour guide told us very interesting facts about the city’s history.
At 1pm we went to a town square restaurant and were treated to a traditional Polish style lunch of beetroot style soup followed by beef and potatoes and a dessert consisting of a strawberry jelly cake cake known locally as OWOCAMI. We then had time to browse around and explore the city centre at our ease.
Our next adventure was to once again board our bus and travel to a World Heritage Centre known as the Wielizka salt mines. We descended 53 meters underground where on different levels there were salt carved statues of various famous people, and even a church where weddings and functions take place regularly – and as we were leaving a wedding party was arriving. The aroma of salt wafted through the caverns as we walked along, and if you had asthma the salty air would be of benefit and some of our group were brave enough to lick the salty walls on the underground chambers. Even though we spent three hours underground we only got to see a fraction of what exists in the salt mine. On returning to the surface we visited the salt mine shop where salt chocolate and other salt products and souvenirs were for sale.
Photo credit – Biciclistas de Corella
It was truly an inclusive and educational day for all and we returned late to our hotel around 11pm for a well-deserved night’s rest in preparation for the next day.
Day #3 – Íde (Galway Cycling Campaign) We left the hotel early again and traveled by bus to two different visitor attractions.
The first was a natural reserve built by monks. It was a wetland with some of the oldest trees in Poland!! There was a slight bit of rain falling, but we could shelter under the canopy of the forest. One of the local teachers had a treasure hunt set up for us and we all took part in a photography competition. We were divided into groups mixing different languages and ages. We had to download an app to identify native trees and measure their trunks with the pieces of wool provided. Our host put a lot of work into the tasks. It was a very enjoyable few hours in the forest. Dad (Reg) and Denis got a good few bites on their legs while in the forest. We were supplied with a packed lunch and ate it in the forest. Next we visited a museum in Katovice where we learned a lot about the complex history of Poland.
Chefly, Hugh and Reg
In the evening the adults enjoyed a meal in a restaurant in the town. I was invited to attend a party at the house of one of the Polish students, Ana. We had a lovely evening and enjoyed some Polish cuisine and lovely hospitality.
Day #4 – Hugh (Dublin Cycling Campaign) Our final day in Poland was to start with a gentle kayak ride down the Oder river. This was a great way to enjoy the natural beauty of Poland on one side and Chechia on the other. It was a 7km “ride” which took about two hours to complete, not too exhausting for our final day. We had to keep watching for fallen trees just under the water, there were a few close calls, but we all got to the end safely and mostly dry.
Photo credit – Biciclistas de Corella
Once we had all the kayaks loaded onto the trailers, and had a rest, we were off to the next destination. We had a 2km walk to a nearby holiday village. We arrived at lunchtime to find Polish sausages on the grill, prepared for us. We were certainly ready for some grub, all very tasty and appreciated. We had some time to relax, have a swim in the lake, and chat with our new friends. Then we were back to base for some free time before our final event.
Photo credit – Biciclistas de Corella
Our final activity for the trip was the farewell gathering at our host’s school. This was our wrap-up of the four days of events. The Polish students had a test of the “most Polish person”. This involved trying to pronounce a Polish word, make some pierogi, and taste some Polish mustard; all good craic. Reg managed to grab the crown when nobody was watching!
We finished the evening with some songs and karaoke. This was a terrific few days with lots of shared learning for all, and sharing of ideas.
Photo credit – Biciclistas de Corella
Reg, Denis, Íde and Hugh want to sincerely thank Asia and Eva and their colleagues from the local high school for organising a wonderful Erasmus+ exchange. All the students, hosts and visitors did themselves proud. They are a credit to themselves, their families, and communities. Irish Cycling Campaign is looking forward to hosting the next exchange visit in October, and we are hoping we can meet the high standards already set.
Joan Swift from Sligo Cycling Campaign and Irish Cycling Campaign has penned the following report on the recent Mary Robinson Climate Conference panel discussion on e-mobility.
The 2024 edition of the annual Mary Robinson Climate Conference took place in Ballina, County Mayo, from 5th to 7th June. Sligo Cycling Campaign was delighted to be asked to participate in the panel on e-mobility hosted by IS Cycle from the University of Limerick. IS Cycle (Inclusive Sustainable Cycling) is a research project looking at ways in which e-bikes can change behaviour to reduce traffic congestion and transport emissions.
The panellists for the e-mobility session were Brian Caulfield, Professor in Transportation in Trinity College Dublin, Dr. Lorraine D’Arcy, Sustainability Action Research and Innovation Lead in TU Dublin, Dr. James Green and Dr. Abhilash Singh from the IS Cycle in University of Limerick, along with moderator Dr. Louise Foley and Irish and Sligo Cycling Campaign member Una L’Estrange (ATU Sligo). Una is a regular e-bike commuter and was invited to be on the panel to give the perspective of a member of the public on using an e-bike.
In Ireland, the term ‘e-mobility’ tends to conjure up images of a million electric cars replacing a million internal combustion engine powered cars. However, several panellists pointed out that these like-for-like replacements will occupy the same space as the current fleet, thus doing nothing to alleviate traffic congestion. Neither is the current e-car fleet contributing much to our transport decarbonisation target since, according to Professor Caulfield, e-cars are mainly being used in urban areas which already have alternative transport options as opposed to rural areas where, arguably, they would have more impact. Brian also pointed out e-cars are not currently part of a Just Transition since ownership is mainly confined to people in affluent areas. A further issue regarding electric cars is that they tend to be quite heavy, and the heavier the vehicle the more tyre particulates are emitted and the greater the wear on roads.
Dr. D’Arcy also feels that e-bikes of various kinds are quite simply a more efficient means of moving people through streets which are essentially the spaces between buildings. Both she and Una spoke about their personal experience of e-bikes being game-changers when it comes to tackling hills. In Una’s case her regular route takes her along the Wild Atlantic Way so she was also eloquent on the ability of her e-bike to counter the effect of wind. Both speakers also mentioned the obstacles to safe and comfortable riding such as poorly maintained cycling surfaces and driver behaviour.
Dr. Green made the point that e-bikes allow for longer trips and for people to continue cycling into older age. He spoke about how there are several different types and shapes of e-bikes depending on the user requirements, whether the user cycles solo or needs to carry shopping or children. UL’s Dr. Abhilash Singh spoke about the importance of collecting adequate data on travel patterns and types of trips. He expressed the view that we need to consider the sustainability of e-bikes from the mining of minerals for the battery to the end of the bike’s life.
All of the panellists work in universities, so they were conscious of the long commutes undertaken by many students. The student accommodation crisis means long trips from home by public transport or private car have become commonplace. This militates against active mobility.
The panel also discussed e-scooters. They have the advantage of being cheaper than e-bikes and being easier to store, but the panellists agreed that for comfort and safety the small wheels require much smoother road surfaces than are the norm. E-scooters are popular with commuters in areas without early morning bus services or without public transport at all. Their lower cost versus the cost of e-bikes likely makes them attractive to people on lower incomes. One panellist expressed the view that the rigid body position required when riding a scooter means that injury in the event of a fall is more likely than with a similar fall from a bike where the rider is in a less rigid position. Una mentioned that she had noticed another type of e-mobility being used in her village. Some older golfers are using their golf cart, not just on the course but also to get to and from the course.
There was an interesting discussion on how to plan for more and safer cycling, including on e-bikes. Everyone agreed we need better infrastructure, but Dr. D’Arcy pointed out and Professor Caulfield agreed that while transport modelling determines what decisions are made, modelling only measures the status quo; i.e. what people are currently doing not what they would do in another scenario. This is a major limitation on progress. Also, while the Department of Transport and the transport agencies draw up plans, appraisal criteria are determined by the Department of Finance.
The most unusual “something we never knew until today” nugget of information learned during the discussion was that the Central Statistics Office measures the importation of bicycles into Ireland by volume and not by unit! In other words, we know how many tonnes of bicycles are imported each year, but not how many are sports bikes, e-bikes, cargo bikes, adapted bikes etc. This sounds like something Irish Cycling Campaign could raise in its meetings with the Department of Transport.
In this article, Irish Cycling Campaign’s Infrastructure Coordinator, Colm Ryder, considers if ICC’s planning submissions are making a difference – and, if yes, in what way?
The Irish Cycling Campaign (formerly Cyclist.ie) has been making submissions to Planning Authorities and Government Bodies, on public consultations, for at least the past 15 years. This work is part of our broader efforts to improve conditions for active travel by engaging constructively through the planning system.
We ask here: do these submissions help to make a difference in how designers and planners view active travel provision? Our view is that they can certainly help to make alterations to proposed projects, as we also know from discussions and feedback with different local Councils, and from the issued “Part 8” Final Reports (i.e. Part 8 of the of Planning and Development Regulations 2001 (as amended)). But also we know that certain Local Authorities do sometimes ignore our comments, particularly if they are critical of the relevant Local Authority and its policies.
So, we continue to make submissions on schemes and policies right across the country – when, that is, we actually get to know if consultations are happening! Unfortunately this has not always been the case, as public consultations are difficult to track, and up to now there has been no standard website or tracker mechanism, which keeps on top of consultations published. There are also the cases where Local Authorities post consultations online, but do not encourage submissions (e.g. by not providing an email address to facilitate this), with the result that some schemes can have very few, or even zero, submissions. This is an unhealthy indication of the democracy of our planning system.
But, recently, the Local Government Management Agency has been trialling a national planning system, where many Local Authorities post their consultations and general planning information. The consultations at present are confined to Part 8 consultations, but we would hope that all public consultation processes, including Section 38 processes, will soon come under the umbrella of this overarching website. This will make it easier for Joe/Mary Citizen to access and find out what is happening both nationwide and in their own area. In the case of the Irish Cycling Campaign, we are of course interested in any proposed active travel schemes countrywide, and not just where our local groups are active!
In the first six months of 2024 alone, we have centrally made over 40 submissions to 18 Local Authorities and to four government agencies/departments. This does not include the many submissions made locally, directly from our network of local groups, on local schemes of interest. The vast majority of the schemes we have submitted on are specific proposed active travel improvement schemes in our towns and cities. But an increasing number of rural Local Authorities are working to develop greenways, to encourage mainly local leisure use, but also to attract tourism. Some of these proposed greenways will in the long term link into the developing National Cycle Network (NCN).
We, in the Irish Cycling Campaign will continue to advocate for cyclists and pedestrians, in order to make our streets safer and more liveable. It is important that we continue to make our voice heard through multiple channels, including through these formal planning consultation processes. Through these channels we can help to ensure that planning bodies and local authorities develop acceptable policies, and implement high quality active travel schemes in line with the the Cycle Design Manual, Design Manual for Urban Roads and Streets, and Rural Cycleway Design documents.
If you have any interest in supporting this work, or in making your own planning consultation submissions, why not contact us at [email protected]?
You can also support our vital work by making a donation, which will help to cover the administrative expenses of making submissions. Visit cyclist.ie/donate to contribute today.
Note – the featured image above was taken in June 2024 at Utrecht’s multi-story cycle parking facility by Irish Cycling Campaign’s reps en route to the Velo-city conference in Ghent.
Earlier this week, Irish Cycling Campaign (ICC) made a submission on the consultation on the R448 Road Space Pilot Scheme being developed by Kildare County Council. You can read details of the consultation here, and our submission below.
In short, ICC is disappointed at the poor quality of the consultation material presented and the dearth of background context. We urge Kildare County Council and TII to revisit the material and the general proposed designs, and to give interested parties, such as ourselves, a clear idea of why this trial is being proposed and where this design proposal fits into the national context.
1 Introduction The Irish Cycling Campaign (formerly Cyclist.ie, the Irish Cycling Advocacy Network), is the national cycling advocacy body with membership from cycling advocacy groups, greenway groups and bike festivals on the island of Ireland. We are the Irish member of the European Cyclists’ Federation. 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.
The Irish Cycling Campaign is happy to see this project being advanced under a Section 38 process, ideally allowing a rapid turnover to this trial construction. However, we are nevertheless disappointed at the shoddy presentation of this important pilot scheme for space reallocation on a 3.8 km section of regional road R448. In the assumed context of the long term development of a National Cycle Network (NCN), any proposed developments along these lines need to be clearly signposted, explained, and contextualised. While the presented material provides food for thought, there is not enough background explanation of why different systems have been chosen or different junction types proposed. We elaborate on our criticisms below. Public consultation should be about clarity and ease of access overall. This is not the case here.
2General Comments 2.1 Poor Information on Consultation The proposals on this nearly 3.8km section of the R448 route, a former N route, to trial various pilot designs, is presented without any proper context, and thus difficult to understand. There is no background explanation of why the various different forms of carriageway cross section have been chosen, or any outline of why the 4 different proposals were chosen above others? The consultation documentation requires a clear concise explanation of the context, the choice of site, and the chosen length of the trial section? We can only assume that this trial is related to the envisaged national NCN proposals, and proposing possible solutions for the application on old N road? This is not good enough from Kildare CC and TII. We also deplore the lack of clearly identifying each map/drawing for context rather than Map B, Map C etc.
2.2 Carriageway Cross Section & Cycle Lane Width We note the overall ‘typical’ carriageway width of 14 metres presented, and its division into 7 (2×3.5) metres of main carriageway, 2×1 metre hard shoulders, 2×1 metre separation areas, and 2×1.5 metres cycle lane. It is not made clear if this 14 metres is a rigid dimension for all or most old N routes, or what level of variation exists?
As a cycling advocacy organisation we are particularly interested in the cycle lane details and overall comfort and safety. The proposed width of 1.5 metres is in the ‘absolute minimum’ category acceptable width for a one way cycle lane, as outlined in Table 2.2 of the National Cycle Design Manual(CDM). This proposed width does not allow for comfortable overtaking or cycling two abreast. If this pilot is geared towards a national NCN design it needs to factor in the allowance of side by side cycling of friends, and the use of these routes by groups of cyclists from clubs around the country, as well as individuals, otherwise cycling groups will continue to use the main carriageway.
In the above context we recommend that ideally a cycle lane width of 2 metres be chosen where feasible, which is the ‘desirable minimum width’ of a one way cycle lane as outlined in the CDM. However, a lower width may be acceptable over short distances. A reduction in the hard shoulder width may also be a possibility, to ensure a workable cycle lane width?
2.3 Junction Treatment We note the varying forms of junction treatment outlined at different side road junctions. In general cycle traffic is downgraded and not given priority along the main route at the larger junctions, having to give way to traffic coming off or exiting on to the R448. This is not acceptable. It is incumbent on the designers, in the light of national policy and ambitions, and in the context of climate change, to treat cycle traffic as a main element of vehicle movement. In this light traffic coming off or into the side road must give way to mainline cycle traffic and the junctions should be designed accordingly.
2.4 Junction Radii We note the proposed variation in junction radii at different junctions, which we feel needs re-examination. For junctions such as the 50kph speed limit routes (Moone Road & Timolin Terrace) and the various small cul de sacs, a 13 metre radius is excessive and unlikely to encourage vehicles to negotiate the junctions more slowly. The design context for these smaller local junctions needs to be factored in, including the prioritisation of mainline cycle traffic over turning vehicles. Reducing the junction radii will also simplify the junction design for cyclists and pedestrians.
2.5 Main Road Crossings We endorse the proposals to include a 2 stage crossing of the main (R448) route close to sizeable side road junctions. We fail to understand why this should not also apply to the R747 junction? This type of decision requires background and clarity.
2.6 Carriageway Layout, Material Variations We note the 4 different proposals for carriageway layout, and assume that the ‘modular island’ design shown in Inset B includes either a continuous fence or series of bollards on the elevated modular island? If this is the case, it would be our preferred design choice, providing overall greater protection for cyclists. We are happy to see a clear kerb/upstand provided in each proposal, which provides extra protection for the cyclist.
2.7 Speed Limits We wonder if the issue of varying speed limits along the R448 or other main routes might be considered on approaches to major junctions? This would encourage slower speeds of vehicles in general, but also enable safer turning and exiting manoeuvres for vehicles using the side roads.
3 Summary / Conclusion In summary, the Irish Cycling Campaign is generally disappointed at the poor quality of the consultation material presented and the dearth of background context. We urge Kildare County Council and TII to revisit the consultation material and the general proposed designs, to give the general public and interested parties, such as ourselves, a clear idea of why this trial is being proposed and where this design proposal fits into the national context. The other comments above in Section 2 remain germane.
