Category Archives: Local Authority

Model for Cycling in Rural Ireland now needs Cash Injection

Posted on by
Reply

Clon Bikes

Today, Clonakilty is best known for its black pudding and its characteristic Irish architecture. It possesses no greenways or cycle lanes but despite this, the people of Clonakilty have come together as a community to promote cycling in a way that would put to shame government supported SmarterTravel towns such as Westport or Dungarvan. It holds an annual Bike Festival (just over) which went global this year. It has its own community bike workshop ‘The Bike Circus’ which also runs an active apprenticeship program. The town has a chapter of Cycling without Age/Wind in Your Hair and has its own Trio E-bike which they use to bring out elderly and sick from hospital or nursing homes. The most remarkable aspect of the cycling culture of the town, however, is that they have their own bike share with almost no financial assistance from Cork County Council or the Department of Transport, Tourism and Sport.

Tom O’Donovan of O’Donovan’s Hotel was one of the founders who established the Clonakilty Bike Share 6 years ago with some 60 bikes. He recalls that Cork County Council refused to give them public space for bike hubs so a number of hotels offered a section of their car parking area. With contributions from the hotels and private local sponsors and a small financial contribution from government bodies, they purchased bicycles, paid for parking racks and developed a website through which people could book and pay for renting. Most of the work was carried out by community volunteers so any money raised from renting was reinvested in the scheme. While the bike scheme originated in Clonakilty, it soon spread out to hotels in a number of locations across West Cork as far as Courtmacsherry and Rosscarbery. The scheme allowed users to stay overnight in different places and ensured that more money was retained in the local community than from individual day trippers.

Clonakilty also procured funding to erect directional signage designating a number of nearby cycling routes along quiet roads. Although funding has been available from late 2018 the County Council Area Engineer refuses to erect the signage as he is concerned about the legal consequences to Cork County Council of encouraging cycling on quiet roads. (Apparently, he has no concerns about the consequences to the Council of cyclists travelling on heavily trafficked national or regional roads). The Area Engineer and his Senior Engineer, want an independent safety assessor to tell them that it is safe before they agree to erect the signage. If they have such doubts about the safety of the roads, it is potentially negligent for them not to alert the public in general and cyclists in particular as to the nature of hazard and the risks of exposure.

The Clonakilty bike share was already facing increased maintenance costs due to an ageing fleet of bikes. Now, the rising cost of insurance is the straw that breaks the camel’s back and Clonakilty has been forced to shelve its bike share. Clonakilty is a model for a small community based cycling town. At a time when

(1)  A new Programme for Government prioritising cycling has been agreed
(2)  Over €1 million has been invested in bike share schemes in Cork, Limerick and Galway
(3)  Due to Covid-19, the health authorities urge people to walk or cycle where possible,
4)  The NTA are offering funding to encourage active travel and
5)  Cork City proposes to expand its bike share,

it is ironic that the Clonakilty bike share would be allowed to fail. While West Cork politicians have been vocal in their support, Clonakilty has received almost no state funding. Clonakilty’s most famous cyclist is of course Michael Collins who was born nearby. Looking down from heaven (or up from the other place if that is your politics), what must he think of Cork County Council and current councillors.

Kissing Gates – Time to Kiss Them Goodbye

Posted on by
1

Since the lockdown in mid-March, one of the key messages from government has been the need for social distancing.  People were advised to keep a minimum of 2m away from others. The #ChangeOurStreet campaign started in reaction to lack of space for walking and cycling in many of our urban areas. With good weather and time on their hands, there has been a huge increase in the number of people walking and cycling.

Photo 1: Kissing Gate at Killmacreddock, near Leixlip

In north Kildare, people are drawn to the the Royal Canal Greenway to exercise. However, kissing gates control access to the greenway at a number of locations. A kissing gate consists of a semi-circular, square or V-shaped enclosure on one side and a hinged gate that swings between two shutting posts, it allows one person at a time to pass through but keeps livestock out. The name derives from the fact that the hinged part touches – or ‘kisses’ – both sides of the enclosure rather than being securely latched like a normal gate. That hasn’t stopped many clinging to a more romantic notion: that the first person to pass through would have to close the gate to the next person, providing an opportune moment to demand a kiss in return for entry.

 

Photo 2: New Kissing Gate at Dodder Greenway, Firhouse Road, Tallaght 

Whatever the origin of the name, kissing gates are not in accordance with Rural Cycleway Design, the Irish design standard. They prevent or make passage difficult for many cyclists  with non-standard bikes such as  tag-alongs, trishaws, cargo bikes and bikes with panniers from accessing greenways and parks. However, this has not prevented local authorities or Waterways Ireland from approving their use.

In the post-Corona world, they are a cause for concern as kissing gates cannot be used without moving the gate by hand. As a result, one infected person could spread the virus to several hundred. It is regrettable that in the past local authorities including Kildare County Council installed such features. It is even worse that in recent days South Dublin County Council has installed one at the entrance to the Dodder Greenway in Tallaght.  It gave the excuse that there was a  need to stop scrambler motor bikes and that the decision was taken earlier in the year. You would think that someone in local authorities would assess the risk from kissing gates, kiss them goodbye and install bollards in their place.

 

Open Letter to KCC : CHANGE OUR STREETS – MAKE SAFER STREETS FOR ALL

Posted on by
2

NOTE If you like the NEW NORM with reduced traffic and more Kildare people walking and cycling, we invite you to email maynoothcycling@gmail.com (or Shamrock Spring at shamrockspring@gmail.com) to demonstrate your support for Change Our Streets. We will add your name to the list of supporters.

Make Walking And Cycling Safer To Go To Work, To Shops And Pharmacies, To Volunteer And To Exercise


Dear Mr. Carey,

We are an alliance of Kildare groups and residents, led by Maynooth Cycling Campaign and Kildare Environmental Network. We live, work, trade or shop in Kildare. We want our Council to urgently Change Our Streets by reallocating space for people on foot and on bikes during this long COVID-19 pandemic and beyond.

We want to express sympathy with those who have died of COVID-19, their families, friends, and colleagues. Using our expertise in road safety to help ease social anxieties around social distancing, we wish to give support to people with an added reason to walk or cycle.

The World Health Organisation (WHO) says that ‘whenever feasible, consider riding a bicycle or walking to provide physical distancing and daily physical activity’ during the COVID-19 emergency. In Ireland, we have seven exceptions to the ‘Stay at Home Order’, including exercising within 5 km from home.

We want safer streets for all ages and all abilities in our ‘new normal’. We are supported by doctors, nurses, health professionals, resident associations, community groups, businesses and associations. [Note: health professionals – to be finalised]

We have two requests to reduce preventable deaths and injuries, and create pedestrian- and cycle-friendly streets:

1.    Reallocate road space to people walking and cycling.
2.    Temporarily lower the speed limit to 30 km/h in urban areas.

We ask that Kildare County Council arranges a Transport SPC meeting as a matter of urgency and that the agenda be devoted to Change Our Streets. [Note: This paragraph to be finalised]

How COVID-19 Impacts on the Use Of Public Space

  • An increasing number of Kildare residents live in apartments with no access to a private garden. Over 9% of households in Kildare do not have access to a car. Children need 60 minutes of daily exercise. Access to green and blue spaces has detectable mental and physical health benefits.
  • There is an increase in individuals and families walking and cycling in their local areas, whether for exercise or essential journeys. 
  • Healthcare workers and other essential workers have reported incidents of feeling unsafe while walking or cycling to work.
  • There is a lack of space for social distancing across the county for people walking and cycling. Narrow footpaths and painted cycle lanes do not provide the space to adhere to HSE social distancing guidelines.
  • There are road safety issues with the reduced vehicle traffic. Most significant of which is speeding but also red light breaking and phone use by motorists.
  • People queuing outside shops that have in-store limits, are lining up on narrow footpaths next to wide roads with multiple parking and driving lanes.
  • Public transport numbers are down as people stay home. There is a risk that levels of private car traffic may increase sharply in the intervening period before a vaccine is found and widely distributed.
  • With an increase in unemployment, and good summer weather ahead, the bicycle offers an affordable transport option to many who may not have considered cycling to date.
  • The demand for parking has drastically reduced.

Kildare County Council has closed or restricted access to playgrounds, skateparks and outdoor gyms, even to people living within 5 km. Residents of places with natural beauty are concerned that people in groups are travelling by car to these pleasant places for exercise.


Make Safer Streets for All – Reallocating Road Space to People Walking and Cycling
Expedient, wide-ranging action will reconfigure Kildare’s public spaces to decrease public health risk, social anxiety and the risk of increased traffic levels as the restrictions begin to be lifted over the coming months and years.

These types of measures have already been rolled out internationally, especially in the German capital Berlin. In Ireland, Dublin City and Fingal County councils have started to reallocate road space.

We ask Kildare County Council to implement temporary measures, including:

  • Install temporary cycle lanes along the key traffic routes where feasible.
    • Example: Main Street Newbridge, Main Street Celbridge, Newbridge Road Naas and Dublin Road Maynooth
  • Widen or introduce footpaths using cones on busy streets, outside lines of shops or areas with queues, or thoroughfares to shops and essential businesses. This may need the reallocation of space from on-street parking and loading bays.
    • Example: SuperValu Main Street South, Naas.
  • Temporary use of cones, bollards and planters to filter through-traffic in housing estates, and so make roads safe for children playing and people exercising.
    • Examples: Laurence’s Avenue and Rail Park Maynooth, and Monread Naas.
  • Automate pedestrian signal crossings during daylight hours and increase pedestrian crossing times in urban areas. Add signage to prevent people pressing the buttons.
    • Example: as Greystones Municipal District and other councils have done.
  • Temporary suspension of extra lanes alongside roads with shared walking / cycling facilities or narrow footpaths. Turn the extra lane into a barrier / cone-protected cycle lane and, if shared facilities are present, temporarily designate the shared facilities as pedestrian-only.
    • Examples: New Caragh Road Naas adjacent to the Newbridge Road.
  • Removal of turn right lanes where footpaths are narrow and/or there is no cycle facility.
    • Example: New Caragh Road Naas adjacent to Newbridge Road
  • Revise traffic management arrangements in order to change a two way road with no cycle facilities with a one way road and two cycle lanes (one a contra-flow cycle lane).
    • Example Newtown Road, Maynooth
  • Temporary pedestrianisation of roads and creating ‘quiet streets’ to connect residences and essential destinations.

Lower the Speed Limits
In relation to urban areas, we request the introduction of a temporary blanket 30 km/h speed limit on all local and regional roads during the pandemic. In addition, drop the speed limit on roads with 60 km/h areas to 50 km/h and 80 km/h to 60 km/h. This will make walking and cycling more pleasant, reduce the risk of collisions, and reduce the severity of injury on impact, should any collisions occur. Professor John Crown of St Vincent’s University Hospital has made a similar call.

The Isle of Man introduced a temporary speed limit island-wide to 40 mph at the end of March, following NHS doctors stating that this is the number one action to ‘lower the baseline’ of critical care admissions.

Brussels will introduce a city centre speed limit of 20 km/h from May 1 until the end of August. Milan’s ambitious Strade Aperte (Open Streets) plan has 20 km/h speed limits at its heart. This is to make living in urban areas more pleasant during the coronavirus.

Change Our Streets – Make Safer Streets For All
The Minister for Health says that physical distancing measures will be with us until a vaccine is available. We know that this will, at least, be months from now.

In general, please:
• Keep stable or expand the resources budgeted for footpath and cycling schemes.
• Bringing forward of timelines for National Transport Authority cycling schemes.
• Include footpath widening as part of footpath repair schemes.
• Include reallocation of space as part of road maintenance schemes.

This COVID-19 crisis offers a unique opportunity to implement and trial low or zero-cost solutions for a more resilient, pleasant and accessible public realm in Maynooth and other urban centres in Kildare. We can create a liveable city whose streetscape is designed with empathy and flexibility for the mental and physical wellbeing of all who live here.

We, the undersigned, strongly request that you consider, plan and implement these measures in the interests of public health and safety.


CC Mr. Tadhg McDonnell, Director of Services for Transportation



Change Our Streets

Posted on by
1


Hello – You are invited to the following event:  CHANGE OUR STREETS

Event to be held at the following time and date:

                            Tuesday, 5 May 2020 from 19:00 to 19:45 (BST)

Tickets on Eventbrite – https://www.eventbrite.ie/e/lets-change-our-streets-tickets-104165200920?

Let’s Get Moving

          Tune in – Tuesday’s meeting is devoted to Sustainable Transport solutions

 We invite you to watch IN ADVANCE a short film (15mins) by Streetfilm        https://vimeo.com/76207227 on Groningen best cycling city in the world.

          Then from 7:00pm on Tuesday, we will meet on Zoom to discuss ways to                                #ChangeOurStreets to more sustainable future.

         *    What drives Dutch bike culture, socio-economic rewards of cycling, health                           effects of clean air and bonus lower noise pollution brings.
          *   How complementing wider investment into cycling infrastructure can help                          create  more  value in future.
          *  Lessons for Kildare

 Do share this event on Facebook and Twitter.

We hope you can make it.

All the Best,

Gerry Dornan, Maynooth Cycling Campaign

Deirdre Lane, ShamrockSpring 

Press Release – Provide Safe Space for Pedestrians and Cyclists during the Current Crisis

Posted on by
Reply

The Irish Pedestrian Network and Cyclist.ie call on the national government to provide safe, usable space across the country for people to shop, exercise and commute by walking and cycling during the Covid-19 crisis as a matter of urgency.

While current lock-down restrictions are in place until May 5th, the Minister for Health Simon Harris has stated that social distancing measures may stay in place to some degree until a coronavirus vaccine has been found. A substantial percentage of Irish people shop on foot or by cycling, and physical exercise is vitally important to both physical and mental health.

The Irish Pedestrian Network and Cyclist.ie propose that while motor traffic is reduced, space on streets must be reallocated to walking, running, cycling and playing to ensure safe social distancing within communities – a reallocation that is already taking place internationally.

Speaking for the Irish Pedestrian Network Ailish Drake says, “The New Zealand government has empowered local communities to create more social distancing space by providing 90% funding for new footpaths and widen existing ones, and to create pop-up bike lanes. These measures can be put in place in a matter of hours or a few days using paint, blocks or planters.”

Damien Ó Tuama spokesperson for Cyclist.ie, the Irish Cycling Advocacy Network, says,
“Over sixty towns and cities worldwide, in recognition of this new reality, have quickly installed low-cost temporary measures by using cones to widen footpaths and repurposing full vehicle lanes to cycle lanes. Dublin has now joined Berlin, Washington DC and London in reallocating road space to ensure safer social distancing is possible. We want other councils to do the same.”

The Irish Pedestrian Network and Cyclist.ie welcome efforts by many local Councillors and TDs in seeking additional space for social distancing across Irish cities and in particular the progress made in Dublin where Dublin City Council will begin implementing emergency distancing measures from Monday 20th April.

The IPN and Cyclist.ie now call on the government to implement a nationwide program as follows:

      1.   Make social distancing easier for those walking or cycling to shops or essential work
       2.   Automated pedestrian crossings so people do not have to manually press signal buttons.
       3.   Introduction of a default speed limit of 30km/h on all urban and suburban streets
       4.   A proportionate reallocation of road space to pedestrians and cyclists, to make walking and cycling safer for those who are exercising within their 2km zone, especially those with prams or wheelchairs
       5.   Local authorities to prioritise temporary widening of footpaths, pop-up cycle lanes, quietways in cities and/or closing road lanes and specific streets to motor traffic (for example: by the temporary application of DMURS standards to existing streets)
       6.   New space to be allocated fairly and with consideration of universal needs across city centre, suburbs, towns and villages to avoid people ‘flocking’ to centralised areas
       7.   Dedicated teams in each local authority to enable local residents and interested groups to plan and design temporary footpaths and cycle lanes in their locality
       8.   Rapid implementation of said routes with a design strategy to clearly indicate new routes to users and motorists.

Orla Burke, spokesperson for Pedestrian Cork explains, “Families in Cork, denied the opportunity to drive to their favourite walking spots, are coming face-to-face with the poor provision for walking in their immediate neighbourhoods. Quick wins are available to our councils but this requires thoughtful leadership. This could be a time for simple yet effective improvements to facilitate walking. We call on our local authorities to rise to the challenge of Covid-19 make our streets safe for all.”

Anne Cronin of Cycle Bus Limerick added, “For children that live in the city or suburbs, jumping on their bike with a parent, is their only way to connect with a space outside of their home. Many children are forced to cycle on the road as opposed to the footpath and therefore are at risk without segregation. The increase in the numbers of children cycling in our city is remarkable at the moment and children should be protected and supported to remain doing so.”

Ailish Drake added that “these temporary actions in response to the Covid-19 emergency, would be strategic in creating a positive culture change to make our towns and cities more liveable and contributing to a much needed boost in footfall required to aid the economic recovery when we move beyond the current crisis. This is in line with current government policy for both urban and rural regeneration development funds (URDF & RRDF).”

END


The Irish Pedestrian Network is a national advocacy group working to deliver a public realm that is inclusive and ambitious for all. The Network has rapidly grown since its foundation in 2019, and now has affiliated groups in Dublin, Limerick and Cork. Twitter @IrishPedestrian

Maynooth Cycling Campaign is a member of Cyclist.ie, the Irish Cycling Advocacy Network.

 

Who Decides on the Expenditure of Discretionary Grants – Councillors or Officials?

Posted on by
Reply

Councillors like to think that they make policy and approve budgets while the role of officials is to implement policy. In the autumn, officials present draft budgets for the coming year for approval and after arguing over increases or decreases, councillors eventually approve the budget and strike an associated rate for business.

However, councillors are primarily concerned with discussing revenue raised by the council. The budget includes notional figures for grants from government or government bodies such as TII or NTA. These tend to be for specific projects which councillors wish to see progress. The difference between the estimated allocation and the actual drawdown is regularised when that year’s expenditure is finalised some 18 months later.

In the past, councillors have had little interest in this stream of funding from government as it was intended for specific schemes. However, in more recent years the DTTaS has allocated an element of Discretionary Funding which amounts to over €80 million nationally in 2019. Not all counties receive a Discretionary Grant. The Dublin Local Authorities do not receive anything. Kildare County Council’s portion amounts to €2.5 million – not a fortune by today’s standards but still a sizeable amount. Councillors frequently receive the response that no funding is available for a particular project. The question is who decides on its use – the elected councillors or officials? And, equally important, what proportion should be allocated to walking and cycling?

Cycling for All – Kildare Supporters

Posted on by
Reply

Maynooth Cycling Campaign, on behalf of Cyclist.ie (the Irish Cycling Advocacy Network), contacted candidates running for election to Kildare County Council and sought their commitment to high quality cycle facilities through support for Cycling for All.  Maynooth candidates were asked a further local question – to support high quality cycling facilities to two primary schools on the Celbridge Road serving some 700 pupils.

Well the election is now imminent – so what is the position on cycling of candidates? One canvasser said in response to a query “Isn’t everyone in favour of cycling?” Well actually no.  All or practically all are in favour of cycling but support ranges from strong to very soft.

The candidates who pledged support for high quality cycle facilities by endorsing Cycling for All are listed in Table 1 below. We wish them all well in the election and hope that you, the voter, will remember them in the polling booth.

Electoral DistrictNamePartySupport for High Quality Cycling on Celbridge Rd Maynooth
MaynoothPeter Hamilton Green PartyYes
MaynoothCllr. Tim Durkan Fine GaelYes
MaynoothRioana Mulligan Fine Gael 
AthySamantha Kenny Soc Demsn/a
CelbridgePhilip Slattery Fine Gaeln/a
CelbridgeCllr. Brendan Young  Independentn/a
ClaneCllr. Padraig McEvoy Independentn/a
ClaneEoin Hallissey Green Partyn/a
KildareDeclan Crowe   Independentn/a
LeixlipCllr. A. Larkin  Independentn/a
NaasCllr. Sorcha O’Neill Independentn/a
NaasBill Clear Soc Demsn/a
NaasCllr. Carmel Kelly Fianna Fáiln/a

In the report entitled International Cycling Infrastructure Best Practice Study on behalf of Transport for London, consultants identified a number of characteristics of locations where cycling was either strong or where there was strong commitment to increasing the level of cycling. The first characteristic was

There is strong, clear political and technical pro-cycling leadership which is supported through all parts of the lead organisation.

Strong clear political leadership is generally lacking in Ireland but support for Cycling for All shows that that is now changing. More than 120 candidates  have signed up which includes representatives from Fine Gael, Fianna Fáil, Sinn Fein, Labour, Green Party, Social Democrats and People Before Profit as well as Independents.  

What Do They Love More – Their Cars or Their Kids?

Posted on by
2

Screenshot 2019-05-18 at 14.30.25

A number of Moyglare Abbey residents have complained about the proposed narrowing of the entrance to the estate from the Moyglare Road as part of the provision of cycle facilities to the new school campus.

Arising from issues raised, Kildare County Council undertook to carry out a review of the proposed junction and in a letter the Senior Executive Officer stated that

With reference to the entrance to Moyglare Abbey, the proposed works to the entrance are to ensure compliance with DMURS.

This statement is incorrect. The internal roads of Moyglare Abbey were designed at a time when engineers considered that wide roads were beneficial for road safety reasons. It is now realised that on the contrary wider roads encourage faster speeds which makes it more dangerous particularly for vulnerable road users such as pedestrians and cyclists.

The Design Manual for Urban Roads and Streets (DMURS) sets out current thinking on the design of urban roads and streets. The emphasis is on the design of “streets” in urban areas as the word “streets” suggests multi users as opposed to “roads” which suggests priority for cars and motorised traffic. Leaving aside the term streets, roads are categorised as either arterial roads, link roads or local roads. Internal estate roads like in Moyglare Abbey are local roads – they cater for local only as opposed to through traffic. Section 4.4.1 of DMURS includes Figure 4.55 which gives widths for different categories of roads. The following, an extract from Page 102, defines the widths for local roads ranging from 5 to 5.5m:


If the entrance was in accordance with DMURS, it would be within this range. Instead it is 7m wide which is narrower than it was but which shows how badly designed, by current standards, many of our existing roads and junctions are. If councillors are interested in road safety, they should ask three questions:

  1. What Is the width of the junction and where is it set out in DMURS as being applicable for a local road?
  2. What are the the kerb radii and where is it set out in DMURS as being applicable for a local road?
  3. Does the junction design prioritise cars or pedestrians and cyclists as set out in the DMURS hierarchy of road users?

The Moyglare Abbey access road is different from many other estates in that it also serves a farm. As the entrance must also work for the farm, councillors should ask a fourth question :

    4.  What is the width and frequency of “farm” traffic.

This may lead to a wider entrance than specified by DMURS but an increase should be reasonable. It should not, as in the past, be designed for the  widest vehicle. 

Screenshot 2019-05-18 at 14.41.10

Photograph showing Entrance to Farm off Moyglare Abbey

Those who oppose the narrowing of estate junctions increase the risk to children and other vulnerable road users. The Moyglare Residents Association erected the sign below to alert drivers of the presence of children but in deciding on speed most drivers take their cue from the road form rather than from road signage. At the end of the day, people have to decide what do they love more  – their cars or their kids? 

moyglare

Postscript – The road/laneway to the farm is only 2.45m so the entrance to a residential estate is nearly three times the width of a road for farm machinery. Crazy!!!