#ChangeOurStreets – Open Letter to Kildare County Council

Posted on May 26, 2020 by GerryD

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, ShamrockSpring and Kildare Environmental Network. We live, work, trade or shop in Kildare. We want our Council to urgently #ChangeOurStreets 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 or have been affected by COVID-19, their families, friends, and colleagues. Using our experience as vulnerable street and road users 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. 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.^[1]

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

Reallocate road space to people walking and cycling.
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
The agenda be devoted to #ChangeOurStreets.

COVID-19 Impacts on the Use of Public Space

An increasing number of Kildare residents live in apartments without 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, wellness 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 narrow 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 council has already 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, the speed limit should be reduced 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.

#ChangeOurStreets – 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 county with streetscapes designed with empathy and flexibility for the mental and physical wellbeing of all who live here.

^[1] The Irish Heart Foundation, the Irish Cancer Society, the Association for Health Promotion Ireland and Irish Doctors for the Environment have called for safer space for all during and post COVID-19 restrictions.

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

Supported By:

1	Gerry Dornan	Maynooth	Maynooth Cycling Campaign
2	Deirdre Lane	Newbridge	ShamrockSpring

3	Aidan Farrelly	Clane	Councillor SD
4	Angela Feeney	Maynooth	Councillor Lab
5	Ann Connolly	Rathangan	Councillor FF
6	Bill Clear	Naas	Councillor SD
7	Carmel Kelly	Naas	Councillor FF
8	Chris Pender	Newbridge	Councillor SD
9	Ciara Galvin	Celbridge	Councillor Lab
10	Fiona McLoughlin Healy	Newbridge	Councillor Ind
11	Joe Neville	Leixlip	Councillor FG
12	Padraig McEvoy	Clane	Councillor Ind
13	Paul Ward	Kilcock	Councillor FF
14	Peggy O’Dwyer	Newbridge	Councillor FG
15	Peter Hamilton	Maynooth	Councillor GP
16	Rob Power	Newbridge	Councillor FF
17	Tim Durkan	Maynooth	Councillor FG
18	Vanessa Liston	Celbridge	Councillor GP
19	Vincent Martin	Naas	Councillor GP

20	Bernard Durkan	Maynooth	TD FG
21	Cathal Berry	Curragh	TD Ind
22	Catherine Murphy	Leixlip	TD SD
23	James Lawless	Naas	TD FF
24	Patricia Ryan	Monasterevin	TD SF

25	Castledawson Residents Association	Maynooth	Community Organisation
26	Celbridge Community Council	Celbridge	Community Organisation
27	Cottage Market Newbridge	Newbridge	Community Organisation
28	Kilcock 4 Climate Action	Kilcock	Community Organisation
29	Kilcock Tidy Towns	Kilcock	Community Organisation
30	Kildare Environmental Network	Newbridge	Community Organisation
31	Maynooth SEC	Maynooth	Community Organisation
32	Maynooth Sustainable Energy Community	Maynooth	Community Organisation
33	Maynooth Tidy Towns	Maynooth	Community Organisation
34	Naas Neighbourhood Greenways	Naas	Community Organisation
35	Newbridge Tide Towns	Newbridge	Community Organisation
36	Niamh FitzGibbon	Naas	Community Organisation No Planet B
37	Ruby Jo Cowdell	Naas	Community Organisation No Planet B

38	Ann Scully	Monasterevin	Member SEAI, Monasterevin, Mercy Sisters
39	Corey Rothwell	Athy	Member of XR
40	Dr. Joe Larragy	Maynooth	Member (Chair) of Maynooth Green Campus
41	Dr. Liz Cullen	Kilcullen	Member of FEASTA
42	Mary Murphy	Monasterevin	Member (Treasurer) Monasterevin Sustainable Energy Community CLG
43	Nuala Cooke	Monasterevin	Member (Secretary) Monasterevin Sustainable Energy Community CLG
44	Patricia Delvin	Monasterevin	Member of XR
45	Suzanne Murphy	N/A	Member of Kildare Communities for Climate Action

46	John Sweeney, Emeritus Professor MU	Maynooth	Individual
47	Dr. Lorna Gold	Maynooth	Individual
48	Dr. Bernard Healy	Newbridge	Individual
49	Dr. Colm Humphries	Maynooth	Individual
50	Dr. Deirdre McGowan	Maynooth	Individual
51	Dr. John Murray	Maynooth	Individual
52	Dr. Jonivar Skullerud	Maynooth	Individual
53	Dr. Mette Lebech	Maynooth	Individual
54	Dr. Michael Quinn	Maynooth	Individual
55	Dr. Peter and Frances Kiely	Maynooth	Individual
56	Aaron Daly	Naas	Individual
57	Adrian Dornan	Maynooth	Individual
58	Adrian Freeman	Newbridge	Individual
59	Alan Kelly	Maynooth	Individual
60	Ali Sheridan	Maynooth	Individual
61	Andy Hagan	Maynooth	Individual
62	Ann Behan	Monasterevin	Individual
63	Ann Burns	N/A	Individual
64	Ann Greaney	Dublin	Individual
65	Anne B. Ryan	Celbridge	Individual
66	Annie Byrne	Maynooth	Individual
67	Aoife Hynes	N/A	Individual
68	Ashleigh Connors	Maynooth	Individual
69	Azucena Bermúdez	Newbridge	Individual
70	Barbara Connolly	Celbridge	Individual
71	Ben Patel	Kildare	Individual
72	Bernard Fitzpatrick	Newbridge	Individual
73	Bernard Gibney	Kildare	Individual
74	Brendan Lane	Newbridge	Individual
75	Brendan Young	Celbridge	Individual
76	Brian Clark	Newbridge	Individual
77	Caroline Kuyper	Donegal	Individual
78	Christine Dunworth	Kilcock	Individual
79	Christine Dunworth	N/A	Individual
80	Ciarán Mather	Newbridge	Individual
81	Claire Doyle	Newbridge	Individual
82	Claire Minnock	N/A	Individual
83	Cliona Kelliher	Kilcullen	Individual
84	Conor Heneghan	N/A	Individual
85	Conor McHugh	N/A	Individual
86	Conor Winchcombe	N/A	Individual
87	Cormac Nugent	Athgarvan	Individual
88	Daniel Riordan	Athgarvan	Individual
89	Darina Glackin	Kilcock	Individual
90	Declan Crow	Monasterevin	Individual
91	Donna Cahill	Newbridge	Individual
92	Dorothy Guina Dornan	Maynooth	Individual
93	Dr Richard Webb	Wicklow	Individual
94	Dwayne Patel	Kildare	Individual
95	Elaine Hanlon	Naas	Individual
96	Elaine McGoff	Naas	Individual
97	Emer Conway	Clane	Individual
98	Ena-Mai Patel	Kildare	Individual
99	Evan Pereira	Athy	Individual
100	Evonne Boland	Newbridge	Individual
101	Fiona Masterson	Nass	Individual
102	Fionnuala Corcoran	Kilcock	Individual
103	Flora and Gavin McDonnell	Celbridge	Individual
104	Gerard Greally	Maynooth	Individual
105	Gerard Heraghty	Maynooth	Individual
106	Gerry Egan	Maynooth	Individual
107	Gerry Mullins	N/A	Individual
108	Giorgiana Goci	Kilcock	Individual
109	Grainne Madden	Maynooth	Individual
110	Grainne Roche	Maynooth	Individual
111	Imelda Brown	Naas	Individual
112	James Brown	Naas	Individual
113	Janet Buckley	Newbridge	Individual
114	Jeanette McLaughlin	Maynooth	Individual
115	Jennifer Whitty	Maynooth	Individual
116	Jenny McGrath	N/A	Individual
117	Jim Walsh	Maynooth	Individual
118	Joe Buckley	N/A	Individual
119	Joe Doyle	N/A	Individual
120	Joe O’Carroll	Naas	Individual
121	John Lyons	Maynooth	Individual
122	John McGrath	N/A	Individual
123	Jordan Family	Newbridge	Individual
124	Judith Brown	Calverstown	Individual
125	Karen Aguiar	Celbridge	Individual
126	Kieran Finnegan	Maynooth	Individual
127	Kitty Hayes	Newbridge	Individual
128	Laurie Mcdermott	Naas	Individual
129	Lia Liambock	Curragh	Individual
130	Lorna Ann	Naas	Individual
131	Lorriane Benson	Naas	Individual
132	Lyn Worrel	Kilcullen	Individual
133	Marie Geraldine Cullen	Maynooth	Individual
134	Mark Reid	Kilcullen	Individual
135	Martin Heraghty	Maynooth	Individual
136	Mary Comey	N/A	Individual
137	Mary Jennings	Maynooth	Individual
138	Mary O’Connor	Kildare	Individual
139	Mary Ronayne	Athgarvan	Individual
140	Matthew Kiely	Maynooth	Individual
141	Michael Connolly	Celbridge	Individual
142	Michael Kenny	Maynooth	Individual
143	Mike O Neill	Maynooth	Individual
144	Mireia Guardino Ferran	Maynooth	Individual
145	Mireille McCall.	Calverstown	Individual
146	Natalia Poliszczuk	Kilcock	Individual
147	Neasa Hogan	Maynooth	Individual
148	Nicky Leahy	Newbridge	Individual
149	Orla ONeil	Kilbellan	Individual
150	Pádraig Ó Murchú	Maynooth	Individual
151	Paul Cahill + Family	Maynooth	Individual
152	Paul Mahon	Derrinturn	Individual
153	Peter Kavanagh	Naas	Individual
154	Philip Brennan	Maynooth	Individual
155	Philip McGovern	Naas	Individual
156	Rachel Grimes-Doyle	Maynooth	Individual
157	Roisin Daly	Naas	Individual
158	Roisin Uí Bhroin	Athy	Individual
159	Ronan Maher	Newbridge	Individual
160	Rose McGarvey	Athgarvan	Individual
161	Rose Patel	Kildare	Individual
162	Ross Cadogan	Maynooth	Individual
163	Ruth Patel	Kildare	Individual
164	S e a n á n Ó C o i s t í n	Maynooth	Individual
165	Sean Bradley	Newbridge	Individual
166	Sean English	Naas	Individual
167	Shane O’Brien	Celbridge	Individual
168	Steven McCarthy	Maynooth	Individual
169	Teresa Redmond (Berrill)	N/A	Individual
170	Thelma Stronge	Celbridge	Individual
171	Theresa Bennett	Naas	Individual
172	Thomas Brady	Newbridge	Individual
173	Tom Kiely	Kilcock	Individual
174	Tom Mc Mahon	Maynooth	Individual
175	Tracie Patel	Kildare	Individual
176	Vaness Mack	Rathangan	Individual
177	Vincent O’Neill	Newbridge	Individual
178	Zoryana Pshyk	Newbridge	Individual
179	Orla Mathews	Maynooth	Individual
180	Katya Marcelle McKeon	Newbridge	Individual
181	Kitty Hayes	Newbridge	Individual
182	Darren Knight	Naas	Individual
183	Noëlla Due	Naas	Individual
184	Gavin Brannigan	Sallins	Individual
185	Peter Lane	Roseberry	Individual
186	Stiofán Na Mara	Newbridge	Individual
187	Karl Dalton	Naas	Individual

CC Mr. Tadhg McDonnell, Director of Services for Transportation

The following supported were not named in the letter which was emailed to Mr. Peter Carey but are listed here as they wished to expressed support for #ChangeOurStreets.

No.	Name	Location	Category
A	Luka Bloom	Newbridge	Individual
B	Brian Creggan	Maynooth	Artist
C	Maynooth Community Council	Maynooth	Community Org
D	Dr. C. O’Rourke	Maynooth	Individual
E	Fred Quinn	Maynooth	Individual
F	Maynooth Cycling Club	Maynooth	Organisation

INTERNATIONAL LEARNING FROM COVID? – THERE ARE POSITIVES!

Posted on May 22, 2020 by GerryD

Albert Einstein knew a thing or two about science. In any language he would be classed as an ‘expert’! In these days of lockdowns and restrictions we are continually asked to ‘listen to the experts’. So what does Albert say about cycling and life. He says: ‘Life is like riding a bicycle. To keep your balance, you must keep moving’. Sound advice wouldn’t you say!

Well, it is good to know that the role of cycling in our lives is gaining greater recognition, with the spread of the Covid virus! Cities and governments are realising that a new reality needs to be recognised and ideally put in place. Cities like Paris are forging ahead with ambitious plans to change the way citizens and commuters move about, encouraging people to ‘get on their bikes’!

The World Economic Forum is an international body based in Geneva which has recently highlighted the French government proposals to promote cycling and walking post COVID, as well as proposals from other cities around the world. Check out the short video on this link, and then delve into the associated written posts for some great ideas that could inspire you to get active in changing our environment here in Ireland, and getting your town or city to recognise the need for radical change to how we move about.

Cycling is, and will continue to be, a critical part of moving to a new post Covid reality. As Cyclist.ie has argued in multiple submissions to government, the role that cycling can play in:

* Reducing the level of greenhouse gases
* Improving the general and psychological health of people
* Reducing congestion levels
* Improving the design of public realm
* Providing a real economic return on public investment must be taken on board by the any new government, and in turn by Local Authorities across the country

It’s time for all of us to build support for new green initiatives that help to grow cycling levels. It’s time for all of us, as cycling advocates, to push for the necessary changes by lobbying our public representatives and local authorities.

It’s Time to Make a Difference! Get On Yer Bike and Get Active!

(This article previously appeared on the Cyclist.ie website.)

Directors of Services Should be Appointed as Cycling Officers

Posted on October 14, 2019 by GerryD

At its October meeting in Dublin, Cyclist.ie, the Irish Cycling Advocacy Network, changed policy in relation to the appointment of Cycling Officers in local authorities. The National Cycling Policy Framework (NCPF) (2009) was the first government document to refer to such posts but although the Department of Transport, Tourism and Sport called for local authorities to appoint Cycling Officers, most ignored the call.

Previous Cyclist.ie policy was that Cycling Officers should be appointed at senior level but did not define what that level should be. At its recent meeting, Cyclist.ie defined “senior” as Director of Services level.

After the global recession, the UK financial industry introduced the Banking Executive Accountability Regime which puts responsibility on a single individual rather than having a “system failure” which is the norm in Ireland with no-one being held responsible. A similar approach is used with the design of reservoirs. As the consequences of a failure are so severe, one designer is held responsible and faces the risk of jail for negligence. In relation to construction health and safety, the buck stops at management level rather than at general operative level for ensuring that the company has procedures on safety. Cyclist.ie believes that change in how people travel is equally important.

If the Directors of Services were appointed Cycling Officer, the primary responsibilities should be

To reach the target on cycling set by the council, and
To report annually on modal split to the Chief Executive for inclusion in the Annual Report.

Other tasks which a Cycling Officer currently does should be delegated to the most appropriate member of staff, whether technical or administrative.

International Cycling Infrastructure Best Practice Guide point out that among the requirements for increased cycling is strong support by officials. The National Cycling Policy Framework notes that the Cycling Forum in Tilburg (twice the size of Cork) includes the Chief Executive. Having a Director of Services as Cycling Officer would be a signal that local authorities recognise the importance of cycling in addressing climate change, sustainability, pollution and congestion.

Although government has “promoted” cycling for nearly twenty years, the level of cycling nationally is virtually unchanged over that period. If politicians want this to change, fresh thinking is needed on the way forward.

Undermining #Allocate4Cycling – Lies, Dammed Lies and Cycling Statistics

Posted on January 8, 2019 by GerryD

Since the results of the 2016 census were published, cyclist advocates and opposition politicians have often referred to the 43% increase in commuting to work by bike in order to highlight the potential of cycling. However, the same percentage has also been highlighted by Ministers Shane Ross and Brendan Griffin in order to ‘prove’ that their policies are working and that, as a result, no fundamental changes such as #Allocate4Cycling are required.

There are two problems with the ‘43% increase’. First, there are a further three categories of cyclists who broadly correspond to primary school pupils, secondary school pupils and students attending third level colleges. The increases in percentages for these are considerably less ranging from 10.5% to 25.2%.

Category of Road User	No. of Cyclists 2011	No. of Cyclists 2016	% Increase In Numbers	Cyclists as % of Commuters
Children 5-12 years old	6,252	7,326	17.2%	1.5%
Children 13-18 year old	6,592	7,282	10.5%	2.3%
19 years or over at college	8,530	10,678	25.2%	5.8%
15 years or over at work	39,803	56,837	42.8%	3.3%
Overall Total	61,177	82,123	34.2%	3.0%

While the number of cyclists commuting to work (as opposed to education) has increased, they still only make up 3.3% of overall commuters and even this figure is exaggerated due to the increase in population between 2011 and 2016.

The second problem with the figure of 43% is that it gives no indication that the percentages are coming off a very low base. If we had Danish levels of cycling, a 34% increase is significant– ie 34% of 19% is an increase in cyclist numbers of 6.3%. In Ireland’s case, however, a 34% increase is only 1% of the commuting population. As the target set out in the National Cycling Policy Framework is 10% , this is the benchmark we should use. Nationally, cycling is at a level of 3.0% which is the level it was at around the year 2000 so basically we have made no progress since then. Yes, the number of cyclists in Dublin and other cities has increased over that period but this is balanced by a decrease in cycling elsewhere. (This is the same as in the UK where London is an outlier compared to the rest of the country although Manchester and a number of other cities are beginning to get their act together.)

There is a similar weakness in the analysis of cyclist fatalities on a year to year basis. With a 50% increase in 2017, it was virtually certain that the number of cyclist deaths would be less in 2018. Sure enough, when the final figures came out, the RSA reported that there was a reduction in cyclist fatalities. No news there! What this overlooks is that taking a 3 year average, the low point for the number of cyclist fatalities was in 2011. Since then it has either increased or remained the same for each of the last 7 years.

We are at a critical time when cycling is moving up the political spectrum. #Allocate4Cycling – significantly more funding, reallocation of road space and higher standards are essential components of this campaign. We shouldn’t undermine it by accepting the spin by government of the Census results or of focusing on fatalities on an annual basis. Instead we should reference progress towards the NCPF target and the trend of cyclist fatalities.

OPENING UP OF CARTON AVENUE – A POSITIVE DEVELOPMENT FOR MAYNOOTH (2)

Posted on October 17, 2018 by GerryD

Maynooth Cycling Campaign is entitled to represent its views and will continue to do so in the same way as the Carton Avenue Preservation Society. This article is to address a number of Facebook responses to our previous article on the subject.

Maynooth Cycling Campaign is a member of Cyclist.ie, an umbrella for over thirty groups across the country which advocates for increased everyday cycling. We are affiliated to the European Cycling Federation which is a Europe wide organisation promoting cycling as a sustainable and healthy means of transportation. We have never claimed to be a large organisation in Maynooth but our aims include advocating for cycling infrastructure.

Some of the responses to our earlier article are the usual anti-cycling rants from people about cyclists and cycling facilities. This NIMBY reaction is common and is currently happening in Dublin and has been previously experienced elsewhere in Kildare.

We do accept that there legitimate concerns about an additional opening into Carton Avenue and its effect on pedestrians. Maynooth Cycling Campaign has never sought a cycle path or cycle lane. In our article, we refer to a cycle link and what appears to proposed is a shared space for both pedestrians and cyclists. This is similar to what is on Straffan Road south of the Celbridge Road junction. Our vision for the link is a safe space for young people to cycle or walk to school away from the heavily trafficked Dublin Road. In response to the suggestion that young people should learn to cycle on the road, last year a young woman cycling in Rathcoffey was killed in collision with a car and earlier this year a teenager cycling from school near Ardclough was also killed. No-one wants to see a repeat in Maynooth.

While the number of cyclists using Carton Avenue is unlikely to be significant, there is an increased risk where cyclists and pedestrians are forced together on narrow paths. The existing path could and should be widened as at present it is inadequate for two walkers or cyclists meeting two travelling in the opposite direction.

In response to concerns about the risks from cyclists to pedestrians, in particular elderly pedestrians, 30 pedestrians and 15 cyclists were killed on Irish roads in 2017, the vast majority of which involved collisions with cars. Of those fatalities, the number of elderly was proportionately large. The reality is that the risk to the elderly comes from motorised vehicles. No person, young or old, died as a result of a collision with a cyclist in 2017. Such fatalities do happen from time to time but they are rare occurrences.

In relation to the destruction of Carton Avenue, similar comments were made at the time that Carton House was developed as a hotel. Now we have a world class hotel on our doorstep which is an asset for the entire area. It would be an additional attraction for guests at Carton to access Maynooth Town by bike using Carton Avenue. The alternative is for visitors to access the town by car or not at all.

Rather than destroying the Avenue, opening it up will make it more accessible to the public. Such permeability is in line with traditional development of urban areas and with the requirement for permeability in the current Irish design standard for urban areas (DMURS). Allowing cycling in parks and other green areas is common practise across Europe. It is common practice in Ireland – in Dun Laoghaire, Dublin City and it is common practice elsewhere in Kildare.

In relation to the permission for the work, the Local Area Plan for Maynooth 2013-19 clearly shows a link between the proposed housing area and Carton Avenue. This plan was open to public consultation and approved by the elected Maynooth councillors. It is difficult to see how anyone can consider the works to be illegal or unauthorised. Admittedly, the link is described as a ‘pedestrian’ link. However, the promotion of cycling and active travel in general is clearly set out in the County Development Plan. If the proposal was to turn Carton Avenue into a race track for Tour de France cyclists, we would be totally against it. Increased cycling in society is the policy of successive governments and all political parties and children want to do it. Child obesity and lack of activity is a major threat to the health of our children. Instead of putting obstacles in their way, we should be supporting them.

Cycle Right Or Cycle Wrong?

Posted on August 10, 2018 by GerryD

In 2017, Deputy Catherine Murphy put a question in the Dáil to the Minister for Transport about the management of the cycle training programme Cycle Right, specifically the anticipated increase in cycling to school and the benchmark for success. This was against a background in the UK of increased training having no significant effect on cycling levels unless accompanied by the provision of high quality infrastructure.

The response by Minister Shane Ross was in short that the Department of Transport, Tourism and Sport had no idea about how effective the scheme would be and did not have any benchmark for success.

In 2018, one year on from having introduced the scheme, Deputy Catherine Murphy again asked about the effectiveness of Cycle Right. (See full transcript of question and answer) In a rambling response, the Minister Shane Ross confirmed that there was no data available on the number of children cycling to school directly as a result of Cycle Right training.

He did state that in 2017, 15,245 pupils participated in Cycle Right training in 428 schools. which means that 4% of primary schools pupils (if only primary schools took part) or 2.7% of all pupils received cycle training. He went on to state that

“This cycle training ……. will result, over time, in an increase in the number of responsible cyclists on our roads. As Cycle Right is essentially a training programme, we will continue to monitor it based on the number of participants ……

There is no evidence that cycle training on its own will lead to increased cycling. In stating the increase in terms of additional responsible cycling, it could be interpreted that there would be no additional cyclists – only more ‘responsible’ ones. The statement that they will continue to monitor Cycle Right based on the number of participants is “flannel”. Of course the Department is going to continue to monitor the scheme as it is funded on the basis of a payment per head.

The response to the parliamentary question then rambles on to discuss the Green Schools programme although Green Schools were not referred to in the question. The Green School programme monitors the number of children travelling by active means but only those schools which are participating in the Travel Module. Any school which is not participating in the Travel Module or even in the Green Schools programme is not monitored. The survey results report an increase from 3% to 4% over two years. Again, this is more selective hype and spin by the Minister and his Department as they aggregate the results over more than one year in order to boost the numbers.

So now we know that only a small percentage of pupils receive cycle training and nobody has any idea about its effectiveness. This lack of interest in its outcome begs the question what is this Minister and /or senior management doing?

Cycling Needs €145 Million Per Annum – Not Hype & Spin

Posted on October 1, 2017 by GerryD

Since Census 2016 published the report on commuting in June, there has been much hype and spin in the media about increases in cycling. However, the emphasis on a much lauded increase of 42% in cycling to work puts a false gloss on the results. Percentage changes are meaningless unless related to a time span and a starting point so the Department of Transport’s spin doctor should stop combining multi year results and instead report the results in terms of annual increases. In this case the time span is five years from the previous census and the 2016 level of cycling nationally is an overall low of 2.68%. As this was approximately the level of cycling in the year 2000, cycling nationally has essentially flatlined since then.

Year	1986	1991	1996	2002	2006	2011	2016
On foot	505,530	454,126	436,941	423,483	433,110	414,938	426,221
Bicycle	146,962	130,194	99,008	57,842	53,960	61,177	82,123
Bus, minibus or coach	323,914	337,788	369,586	341,299	326,949	288,562	313,097
Train, DART or LUAS	22,690	30,214	34,101	45,976	71,658	70,976	82,627
Motor cycle or scooter	16,680	13,756	13,164	20,250	14,338	9,312	8,565
Motor car: Driver	405,180	446,228	606,417	909,822	1,118,312	1,127,396	1,202,441
Motor car: Passenger	264,125	292,503	360,953	427,962	459,497	508,338	570,254
Other means (incl. Lorry or van)	36,239	50,188	59,291	118,800	149,928	134,115	140,227
Work mainly at or from home	196,982	234,101	172,893	110,821	119,918	89,729	96,057
Not stated	108,579	94,287	83,981	45,380	46,555	89,590	136,995
Total Workers /Students (Rows 1-10)*	2,026,881	2,083,385	2,236,335	2,501,635	2,794,225	2,794,133	3,058,607
	2,026,881	2,083,385	2,236,335	2,501,635	2,794,225	2,794,133	3,058,607

Total Commuters (Rows 1-8)	1,721,320	1,754,997	1,979,461	2,345,434	2,627,752	2,614,814	2,825,555
%Commuting by Car (Rows 6-8)	40.99%	44.95%	51.87%	62.10%	65.75%	67.69%	67.70%
%Cyclists wrt Total Commuters	7.25%	6.25%	4.43%	2.31%	1.93%	2.19%	2.68%

Source: Census 2016

Table 1: Means of Travel to Work, School and College (Nationally) 1986-2016

The increase in cycling from 2.19% in 2011 to 2.68% in 2016 is an increase of 22.6% for all people working and in education rather than the headline figure of 42% which only refers to people working. This increase equates to a more modest increase of 4.15% per annum. This would be good for a country with a high level of cycling but bad for a country like Ireland which is starting from a very low base. The increase in cycling by working people offsets a more modest increase in cycling by students to secondary school who are arguably a more important sector of the population as they are an indicator of future levels of cycling rather than ‘middle aged’ men in lycra who rediscover cycling. In this context, the greater number of female students driving to secondary school rather than cycling is a continuing cause of concern. By way of contrast, Vancouver reports annual increases of more than 30% per annum and Transport for London (TfL) report that bicycle use increased by 70% in six months on part of the high quality London Superhighways.

While the level of cycling in Dublin and other Irish cities is higher than the national level of 2.68%, Vancouver achieved 10% cycling to work from a low base in 1997 and Seville has increased its modal share for cycling from less than 0.5% in 2006 to around 7%. The National Cycling Policy Framework includes a target of 10% commuting by bike by 2020. At the rate of progress of the last five years in Ireland, the 2020 target will not be achieved nationally until 2047. This is the key statistic which comes out of the Census results and with the hype and spin stripped away, the lack of commitment and lack of progress is obvious. The implications for urban areas – more congestion, more air and noise pollution, decreased levels of activity by the general population and increased demands on the health services – are all too obvious. The failure to meet European targets on climate change will almost certainly result in a greater financial burden on the country.

Irish politicians have been “supporting” pro-bicycle policies for some twenty years but their continuing ineffectiveness is clear. When politicians in the Netherlands decided to design for bicycles rather than cars in the 1970s, the change was apparent within a year with the BBC sending a camera team overseas to record the radical developments. For similar change to happen in this country, the government must

(1) Significantly increase funding for cycling from its current levels of €12 Million per annum to €145 Million per annum, and

(2) Appoint a National Cycling Co-coordinator to the Department of Transport, Tourism and Sport in accordance with the 2009 National Cycling Policy Framework.

A budget of €145 Million for cycling would amount to 10% of the 2017 transport budget and would be in line with WHO recommendations. This funding is already available under the normal budgetary process and is entirely separate from the Mid-Term Review of the Capital Budget but to date there has been no commitment at a political level to prioritise the funding of walking and cycling. The emphasis on rural greenways may seem attractive to politicians but unless hard political decisions are taken to curb private cars and to prioritise cycling in urban areas, mass cycling will remain like the draining of the Shannon – a political aspiration. In the short term, the lack of political reaction to increasing cyclist fatalities and the postponement of decisions on safe cycling infrastructure in Dublin City do not augur well.