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.
For the first time in our history, Irish Cycling Campaign formally took part in National Biodiversity Week. The week itself is organised by the Irish Environmental Network (IEN), with their funding for it coming from the National Parks and Wildlife Service (NPWS).
We received a lovely positive response from our Local Groups when we contacted everyone back in February about the idea of running biodiversity themed cycles. The bicycle is a gentle way by which we can explore nature – and the near silence of cycling means we can hear the birdsong and sounds of the sea while on the move, which is quite unlike the experience of motoring.
In this article, we have reports from nine of our Local Groups who ran a total of eleven events (with further details on one of the events to be added). A sincere thanks to all of our volunteers who helped to organise everything and who sent the reports below afterwards. Much appreciated!
And a sincere thanks also to the Irish Environmental Network for their support in running these biodiversity themed cycling events. It’s great to be a part of the IEN network.
Clonakilty Bicycle Festival
Clonakilty Bicycle Festival ran three events as part of National Biodiversity week. We had a lovely turnout with lots of new faces and lots of sunshine. Photos below taken by Allison Roberts.
On Saturday 17th June a sunset cycle of the estuary was co hosted by Birdwatch Ireland – we saw a baby heron in its nest, heard chif-chaffs, curlews, whimbrels, a cormorant, teal ducks, baby ducks and more.
25 people attended
Attendance met our expectations, and was especially great to have a user for our ‘Cycle without age’ trishaw attend
Always a very popular event and great way to show off the beautiful biodiversity of our estuary
On Sunday 18th we had a morning lap of the town on bikes and arrived at Bennett’s Field Biodiversity Garden where Justin Grounds hosted a special biodiversity themed session of his weekly ‘Stop Look Listen’ event. He spoke about the links between human, animal and natural sounds and the evolution of music and we listened to three pieces of music: ‘Oiseaux Tristes’ by Maurice Ravel, ‘The Night the War Ends’ by David Rothenburg and ‘The Voice of the Whale’ by George Crumb.
15 people attended
Attendance was lower than we anticipated, but we had a great mix of new people
It was a lovely event, one we would like to repeat.
Later the same day we had a family river cycle out into the forest to stop and study the river Feagle. Co-hosted by local river group ‘Clochan Uisce’ (see this report about them in the West Cork People), we did kick sampling to identity critters living in the river as well as doing water testing to send in to the EU ‘drinkable rivers’ database. We also stopped at a natural reed filtration field and spoke of the important roles plants have in keeping our rivers clean.
We had a local man come that was a bit of an expert on reed beds for water filtration, so we were also able to work that in to the event and that was a great extra talk about biodiversity
Cloughjordan Cycling Saturday 18 May 2024 Cloughjordan Bike Week / Biodiversity Week cycle to Scohaboy Bog.
Cloughjordan Cycling hosted a `Nature Cycle` – a guided looped cycle to natural heritage locations in the wider Cloughjordan area. The cycle included a visit to a small family run organic farm to learn more about their diverse agri-ecosystem. We saw a woodpecker’s home in a tree along the way!
Further details to be added here.
Cork Cycling Campaign BikeODiversity Meets Biodiversity at Tramore Valley Park, Cork City – 26th May 2024, 11am – 1pm
The Tramore Valley Park Biodiversity cycle was a truly fascinating event. We learned how the former city landfill site (known in Cork as De Dump!) is being transformed by Cork City Council and local volunteers into a biodiversity-rich park. Huge thanks to Biodiversity Officer Rosemarie McDonald and to the volunteers at the KinShip EcoLab for their generous insights. Thanks also to City View Wheels for providing Rosemarie with an e-bike and for acting as our canteen in the rain! 14 people attended and feedback was very positive.
Dublin Cycling Campaign Community Garden Cycle focused on Biodiversity, Dublin, 18th of May 2024 – Report by Miren-Maialen
The Community Garden Cycle focused on Biodiversity, co-organised by Dublin Community Growers (DCG) and the Dublin Cycling Campaign, was a great success.
On the southside route there were 15 participants and around 20 participants in the North Side route. We arrived at Mud Island Community Garden at around 1pm. Aaron Foley, Biodiversity Officer with DCG, gave a talk about urban biodiversity and the role of urban gardens in protecting biodiversity and how we can help by leaving compost heaps, building small ponds and planting native wildflowers.
The talk was well received and we had some sandwiches by Cloud Cafe and refreshments. Thanks to Miren-Maialen and John O’Donogue from DCG, Will, Donna, Hugh, Siobhan, Christina and all the stewards and hosts in the Community Gardens, as well as Maeve and Nathalie from Mud Island Community garden. A great event – and thanks to IEN for the support!
Gorey Pedestrian and Cycling Association Biodiversity Ride
Gorey Pedestrian and Cycling Association (GPCA) has held its first ever “Biodiversity Bike Ride”
on Sunday 19th May from 11am-1pm which brought together 15 community members to explore and appreciate the biodiversity in Gorey town.
The bike tour was guided by Natasha Ariff, a biodiversity and landscape consultant based in North Wexford. Natasha led participants through the town, making informative stops at several key sites. Attendees learned valuable insights into how they can help protect and appreciate the local environment.
A significant highlight of the ride was a stop at the River Banogue. Natasha emphasised the critical importance of safeguarding this river, which is often mistakenly treated like a drain. Recently, fish were spotted in one area of the river, a positive sign that highlights the need for continued conservation efforts.
Overall it was a great event, was well attended, and we had positive feedback. On the back of it, two members of our cycling group will complete Community Bike Ride Leader Training (see here) in order to facilitate further similar events.
Kerry Cycling Campaign Nature cycle along the Tralee to Fenit Greenway Date: Saturday, May 18th
Attendees: 15 – less than expected
Kerry Cycling Campaign ran a nature cycle along the Tralee to Fenit greenway, the group met opposite the train station and cycled approximately 4 km along the greenway to Fenit and back to Tralee.
The event was led by local nature educators Cathy Eastman of Biodiversity Partners and Niamh Ní Dhúill of Natural Wild Gardens/Transition Kerry who highlighted the differenrt plant and animal habitats along the way.
The event was engaging and enjoyable but attendance was less than expected.
Leitrim Cycling Festival & Leitrim Hawthorn Project
Event title: Hawthorn Cycles Date: 18th May 2024 Time: 2pm Attendees: Approximately 30 – exceeded expectations
As part of the 2024 Leitrim Cycling Festival in Keshcarrigan (see https://leitrimcyclingfestival.com/), the event celebrated the natural and cultural heritage of the Hawthorn tree through music, storytelling and sharing the folklore and medicinal properties of the tree and discovering its key role in supporting biodiversity. It was facilitated by Tara Boath Mooney, an artist, singer and facilitator who has helped to lead the community heritage project and its research into the Hawthorn traditions throughout Leitrim.
The hawthorn was bursting into blossom just in time for our celebration in sound and word of its magnificence. We gathered under a hawthorn tree to drink its precious infusion of heart helping tea. We listened to Tara Baoth Mooney and Gerry Bohan speak of its magic, lore and healing properties accompanied by guitars and gongs.
We then sang the hawthorn together through the hagstones and co-created and spoke our own short haikus in communion as a celebration and acknowledgement of its majesty.
It was a beautiful event. We all hope to do more next year.
Sligo Cycling Campaign – Coastal Biodiversity Cycle to Strandhill May 23rd, 5.30pm to 9pm
Sligo Cycling Campaign held its Coastal Biodiversity Cycle on the evening of May 23rd with a total of 10 cycling participants. Five of these had not cycled with us before so we were very pleased to attract new attendees. Two further participants who were unable to make the cycle joined us in Strandhill.
The cycle and subsequent exploration of the sand dunes made for a hugely enjoyable and informative event. The sunny evening coupled with a strong North West wind meant both sunglasses and woolly hats were required! We stopped en route to look across Sligo Bay towards Ben Bulben and learn about this unique marine and coastal environment, protected by EU Environmental law. Our guide, ecologist Will Woodrow, indicated the high cliff areas which are popular nesting sites for birds of prey.
Once in Strandhill we made our way into the dunes via the Shelly Valley. Will was a fount of knowledge and a great communicator! He explained about fixed dunes and gray dunes. He identified: speedwell, milkwort, ladies bedstraw, yellow rattle, mouse ear and spotted, bee and pyramidal orchids for us. Alas, the orchids were not yet in bloom! We walked up onto a high dune so that we had a view of Ballysodare Bay, another protected area and home to large numbers of harbour seals. From time to time Will reminded us to be silent so that we could hear the skylark and meadow pipit.
The return cycle was as exhilarating as the outward one with thankfully a few more downhills! Thanks to the generous sponsorship of the Irish Environmental Network we were able to reward ourselves with coffees and welcome pizza slices from Bianconis on our return!
Future visits to the dunes will see us so much better informed and more aware of the fragility of our coastal eco-system.
If we were to do a Biodiversity Cycle again next year we would consider doing it on one of the weekend days during Biodiversity Week. Due to the length of the cycle (17km for the round trip, plus the distance from home to the start point) and the lack of a protected cycle route, the group was self-selecting not just in terms of interest in biodiversity but in terms of being able to cycle confidently in traffic. In retrospect, a shorter event on a weekend day might have attracted more participants. However, for those who did participate it was a hugely enriching experience and we are most grateful to the IEN for the sponsorship and the idea. There was something special about being part of a larger web of biodiversity cycling events being held around the country in the same week.
WexBug (Wexford Bicycle User Group) Biodiversity Cycle to Wexford Wildfowl Reserve
Date: Sunday, May 19th
WexBUG hosted a cycling tour from Ferrybank to Wexford Wildfowl Reserve. We had coffee and cake on Wexford quay afterwards. We had 10 attendees and the weather was great.
We headed off from the quay and traveled down a beautiful country lane, reaching the Wexford Wildfowl Reserve. The group had the opportunity to meet either a National Parks and Wildlife Service Ranger or a member of the Wexford Naturalist Field Club. The guided tour of the North Slob facility gave insights into the diverse and captivating life within this Special Protection Area.
We were prepared for more attendees (18), but did not have full take up in the end.
Cormac Mac Gearailt Chair of WexBUG & Georgina Gaul (WexBUG Committee member) www.Wexbug.org
The Irish Cycling Campaign was delighted to be invited to the excellent National Sustainable Mobility Forum that was held in Portlaoise on 23 May 2024. Even better, our Chairperson Neasa Bheilbigh was invited to address the audience of 200+ delegates as part of the panel on “Community Action on Sustainable Mobility”.
The National Sustainable Mobility Forum is an annual event which aims to engage with stakeholders on progress related to the Sustainable Mobility Policy in support of walking, cycling, public transport, and shared mobility in Ireland. Originally established in 2023 under the national Sustainable Mobility Policy and related Action Plan (SMP), the first Forum was held in Athlone around a year ago (and we reported on it here) .
The event in Portlaoise was also well attended with senior figures there from government departments, agencies and local authorities, plus representatives from community and user groups. Having such a large room full of academics, officials, advocates and community reps – all brimming with expertise gathered over many years and all strongly supporting the message that active travel is hugely valuable to our society – was a great achievement for the Department.
Neasa, speaking on behalf of the Irish Cycling Campaign but also the Galway Cycle Bus – Bus Rothaíochta na Gaillimhe, spoke about the enormous physical, educational and wider social benefits of enabling children to cycle to school with their pals. It’s very much an inclusive and sociable activity, and the positive differences to the alertness and the enthusiasm of pupils in the classrooms after they have cycled in is very obvious to the teaching staff. She urged all of the decision-makers in the room and the wider stakeholders to put a special emphasis on creating the conditions for all school children to be able to walk and cycle to their local schools. The greater the extent and quality of the cycle-networks provided, the bigger the positive impact it will have on the health of students and, more broadly, on educational outcomes.
Minister Eamon Ryan pointing out the necessity for future governments to keep the 10% allocation of the national transport budget to cycling (meaning then 20% for walking and cycling), and the 2:1 ratio of public transport to roads spend;
Dr. Robbie Egan, behaviour change and attitudes researcher in Trinity College Dublin, when outlining his overview of the SMP, describing how negotiations within families affect transport mode choice – a good reminder that choice of mode of transport isn’t just about individuals’ journeys;
Niamh Murphy of I-PARC, the Irish Physical Activity Research Collaboration, talking about running a large-scale study of the transport habits of 4th and 5th class students, and then 4th and 5th year students, pre- and post-active travel funding. She mentioned that there was a positive change in transport habits towards active travel after the funding, but I’d be very interested to see further results;
Finally, there was a great phrase from Eugene Conlon of the sustainable energy community (organised by SEAI). He spoke about bringing stakeholders along the journey to supporting active travel – some are reluctant, it has to be acknowledged – saying what’s needed is to ‘inform and inspire’, which to me is a very powerful summary of Irish Cycling Campaign’s advocacy task.
For Damien Ó Tuama, our National Cycling Coordinator, the prominence given to the youth and community representatives – those most likely to be impacted by the changes envisaged – was very welcome. The presentations given by the younger attendees, framed as ‘Dystopian’ and ‘Utopian Newsflashes of the Future’, were particularly striking. Without the rapid decarbonisation of transport – and other sectors – over the next few years, that generation will have polycrises to deal with, not just one or two.
Elaine Baker from the Cloughjordan Cycling Group (and wearing other hats as well) spoke from the floor to highlight the lack of independence ‘enjoyed’ by adolescents in rural Ireland, where they are so dependent on seeking lifts from adults for so many of their everyday journeys. But where does that leave families who do not own a car or want to own one? In the absence of regular public transport services in some / many parts of rural Ireland – while acknowledging that it is now improving in some areas – shared cars provide part of the solution. However, we really need extensive and safe cycle networks linking homes to villages and towns and the various places that adolescents want to travel to independently.
It’s very hard to summarise such a rich day’s discussions covering so many aspects of the mobility jigsaw, but overall one is beginning to sense the urgency that is needed in transitioning over to public transport and active travel solutions – and in reducing the dominance of private cars in our public spaces and private lives.
The conversations will continue and Irish Cycling Campaign will be at the table.
Earlier today (Fri 07 June 2024), Irish Cycling Campaign made a submission in response to the public consultation on the new Primary Wellbeing Curriculum. We have posted a copy of it below.
We note here that the consultation is open until 5pm on June 18th. This new curriculum will encompass both Physical Education and Social, Personal and Health Education and is the first revision of the curriculum since 1999. This curriculum will most likely be in effect for the next few decades in our primary school system, so it’s essential that we have a stronger focus on cycling within it. Do please take 10 mins over the coming days to send in your own request that utility cycling and cycling as transport be given a prominent role within the final draft.
Written submissions can be sent to [email protected] from now until 5pm on June 18th. More on the background to the consultation can be read via this link.
And we wish to sincerely thank our Irish Cycling Campaign volunteers for their excellent work on the submission that you can read just below.
Dear Sir / Madam, Irish Cycling Campaign (formerly Cyclist.ie, the Irish Cycling Advocacy Network), is the national organisation of 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 friendly culture, where everyone has a real choice to cycle and is encouraged to experience the joy, convenience, health and environmental benefits of cycling.
We are very thankful for the opportunity to submit our observations of the new draft Wellbeing Curriculum Specification and fully support its vision to holistically empower children with skills across subjects such as Social, Personal and Health Education (SPHE) and Physical Education (PE) to live healthier, more connected and happier lives.
Our submission has been drafted by a number of primary teachers supported by experts in paediatric health with direct experience of delivering support to children of all mobilities.
Introduction:
The Irish Cycling Campaign believes that cycling should be an integral component of the physical education curriculum, aimed at fostering holistic development and promoting well-being among primary school students. The inclusion of cycling aligns with the overarching aims of the curriculum, as outlined below:
1. Physical Well-being: Cycling encourages regular physical activity, contributing to the development of cardiovascular fitness, muscle strength, and overall physical health. Through cycling, students enhance their motor skills, coordination, and balance, laying the foundation for a healthy and active lifestyle.
2. Social Well-being: Cycling offers opportunities for social interaction and collaboration, promoting teamwork, communication, and peer support. Group cycling activities foster a sense of community and belonging, while also cultivating empathy and respect for others.
3. Emotional Well-being: Engaging in cycling activities can have positive effects on mental health and emotional well-being. Riding a bike provides a sense of freedom, independence, and achievement, boosting self-esteem and confidence. Moreover, outdoor cycling experiences promote connection with nature and community, reducing stress and promoting relaxation.
4. Cognitive Well-being: Cycling stimulates cognitive development through problem-solving, decision-making, and spatial awareness. Navigating different terrains and traffic conditions requires critical thinking and concentration, enhancing students’ cognitive skills and resilience.
5. Climate Responsibilities: Children cycling not only benefit from the activity themselves but also contribute positively to mitigating climate change. By adopting cycling as a mode of transport, students reduce their carbon footprint, thereby fostering a sense of environmental stewardship from a young age. Emphasising the climate responsibilities associated with cycling empowers students to recognize their role in addressing global environmental challenges and encourages them to make sustainable choices in their daily lives.
Incorporating cycling into the primary school curriculum reflects a commitment to holistic education, encompassing physical, social, emotional, cognitive, and environmental dimensions of well-being. By providing students with opportunities to cycle safely and confidently, the curriculum aims to empower them to lead healthy, active, and sustainable lives while fostering a sense of responsibility towards the planet.
A further point to note here is that Irish transport policy, investment plans and the mobility culture are all having to change quickly now in response to the need to rapidly decarbonise the transport sector. Therefore it important to equip school children with the skills to be able to use the transport infrastructure networks of the future – i.e. those ‘active travel’ routes which are being developed extensively countrywide as part of the National Cycle Network Plan, CycleConnects plans, BusConnects bus and cycle network plans and the metropolitan cycle network plans such as the Greater Dublin Area Cycle Network Plan. Training in being a competent bicycle user at a young age will help pupils to confidently navigate the multi-modal transport systems which will become increasingly common in Ireland (and indeed abroad) over the coming years. Becoming a competent cyclist is a skill for life in a rapidly changing world.
Requested Amendment:
The Irish Cycling Campaign is recommending the following changes to the Table 9: Description of Physical Education activity areas contained within Section 6D: PE Activity Areas on pages 43 and 44 of the Draft Primary Wellbeing Specification to strengthen the place of cycling as both an enjoyable activity and a key travel mode for children in our primary school system.
From the section labelled “Adventure” we recommend the removal of “Wheel based activities are also an important element of adventure activities incorporating a focus on the lifelong activity of cycling, alongside other wheel-based activities such as scooter and scooter board.”
With this deletion we would recommend the inclusion of a new separate section titled “Cycling, Wheeling and Walking” to replace this reference to cycling.
Within this “Cycling, Wheeling and Walking” section we would suggest the following as the body of text to better support cycling within the curriculum:
Cycling empowers independence and connection in children allowing them the freedom and safety to travel to and from school in a method that both enables activity and climate responsibility. Direct teaching of cycling skills will enable them to travel in a safe and enjoyable fashion while learning to be considerate road users.
Social cycling to school instils within children a habit of regular, daily activity within their lives. It creates a connection to their peers and their wider community further fostering active citizenship and acts as a base for a healthy and active lifestyle.
Cycling, walking and wheeling also provide opportunities for children to be active outside directly taught PE classes and organised sports. Taken together these movement types instil a lifelong love of movement that includes children of all abilities.
Additional Observations:
Teacher Training and Upskilling
Existing cycle training programs in schools tend to be outsourced to external cycle training providers. This poses challenges for many schools as they may not be in a position to provide funding for these training providers or book training providers due to timetabling issues or geographical location.
We recommend that the Wellbeing curriculum encourages and expects class teachers to directly engage with teaching and learning related to cycling. We appreciate that there will be training needs in this area but feel that this may be achieved through the provision of Continuous Professional Development and EPV training courses and events.
These training courses should intend to enable class teachers to ensure that the children in their class are able to:
Develop the foundational skills in order to cycle safely between two points.
Carry out basic checks and tasks on a bike (move saddle height, check brakes, pump tyres).
Understand the rules of the road.
Develop an interest and curiosity in cycling.
(b) Health benefits
HSE guidelines on physical activity in children say that children over 5 should have at least 1 hour of energetic play a day – ‘where they sweat and breath faster than normal’. Staying fit is imperative for a child’s growth and development to have a healthy body, develop self confidence and improve learning and attention (HSE, 2022). We argue this activity could be done on route to and from school where possible.
Additionally, being overly car-dependent poses both direct and indirect risks to children. An Irish child’s outdoor environment is made physically more dangerous with increasing number and size of vehicles and their associated pollution. The indirect effects to health in taking sedentary transport to school is the opportunity cost of not walking, cycling or scooting to school. In effect, this is about more than teaching a child to cycle a bike; rather, it is about using it it as a transport tool and supporting this positive transition can improve baseline paediatric health and create lifelong healthy habits. According to the Department of Children in 2018, approximately 50% of children aged 10–17 reported being physically active for at least 60 minutes per day on more than four days per week, early intervention at primary school level can help develop these healthy habits.
Walking or cycling to where you are going will be good for a child and allow them to engineer physical activity into their daily lives by transport. An easy win. According to the Road Safety Authority figures show that 2 of 3 child casualties on our roads were child pedestrians or cyclists. Between 2014 and 2022 there were 56 fatalities aged 0-15 years and 852 seriously injured road users, representing 4% of total fatalities and 8% of total serious injuries. Although we believe the responsibility of reducing road danger lies with the adult driving the car, road safety awareness starts by being a pedestrian or cyclist. Cycling is a core life skill, a building block to road safety to improve awareness, it should be part of the syllabus at primary level.
Cycling is inclusive, children with different physical and mental needs are capable of cycling a bike. This may not be the same for children during other activities.
(c) SEN Children: Focus on Cycling and Autism
Children with autism are very often some of the most creative and detail oriented children within the classroom. They are keen observers and are incredibly resilient, accepting and honest. In addition to the huge positives children with autism bring to school and family life, they also have a number of common challenges which may include:
• Difficulty with social interaction.
• Delayed or limited communication skills.
• Sensory processing difficulties.
• Restrictive patterns of behaviour or interests.
• Delays and difficulties with motor skills development.
• Stereotypical behaviours.
• Concentration difficulties.
Some of the motor skills problems that children with Autism experience include difficulties with balance, postural stability, joint flexibility and movement speed. The secondary consequence of motor skills difficulties include avoidance of group activities including team sports and therefore decreased opportunity for physical activity and social interaction. We would firmly maintain that our cities and schools must provide support and facilities to allow all children to avail of the right amount of physical activity for optimum health and wellbeing.
Exercise of all kinds increases opportunities for social interaction and improves social motivation and communication for all children but especially for children with autism. It promotes calmness and relaxation while also having clear improvements in physical health. Physical stimulation obtained through body rocking, arm flapping and spinning can decrease with regular daily exercise. As with all school children, physical exertion helps children with autism to complete classroom tasks with increased accuracy.
Motor Skills and FUNdamental Movement Skills
If we examine motor skills and fundamental movement skills we can very clearly focus on the benefits cycling in particular can bring to children with autism. With many of these children experiencing roadblocks in developing different aspects of their motor skills, the development of physical literacy is a key part of their schooling and life skills development. They may need more time and support to learn to cycle but once accomplished their sense of achievement is powerful. The therapeutic and emotional benefits gained are very worthwhile.
The Move Well, Move Often programme (PDST, 2017) has been rolled out in schools in recent years and has a far more skills and assessment focused take on physical literacy than previous physical education programmes. It has been adapted for use by many Special Education Needs (SEN) teachers in Irish primary schools over the past number of years for both individual and group teaching of fundamental movement skills. When looking at these skills it’s important to understand that while they may be given specific instruction during motor skills teaching with children with autism, all of these physical literacy skills are complementary and interconnected. While locomotion and manipulative skills may be easier to teach within a standard school PE hall setting, the stability skills benefit hugely from extra interventions such as cycling.
For many children with autism regulation of sensory inputs can be a particular challenge. They may be overloaded by noisy, busy environments. Proprioceptive (body awareness) and vestibular (balance) sensory senses can often be challenging areas too. This can lead to a more limited ability to explore their environment and, in turn, less opportunity to develop their sensory systems, resilience and relationships with peers. Children with motor difficulties require activities that challenge these systems to help them to improve and develop. They need activities that challenge balance, coordination and motor planning such as cycling to help address these sensory issues. Activities such as these have a hugely calming influence on the sensory systems of children with autism.
Social Skills Development
Social skills, difficulties with social interactions and making meaningful and lasting connections with peers is a key focus of a lot of school aged interventions. A huge aspect of the teaching of primary school aged children focuses on building and developing these skills. Children with autism have both discrete social skills teaching and social group teaching as part of their school-based interventions. Cycling to school with peers in a group or a cycle bus (a group of children cycling together in convoy to and from school under parental supervision) helps develop a sense of belonging and community with their peers that sits perfectly alongside this. The shared communal routines provide incredible benefits to their levels of social interaction, communication skills and most importantly their self-confidence.
The importance of cycling to both children’s feelings of belonging and inclusion within a group and their mental health cannot be overstated. This is especially important as children reach adolescence where interests and behaviours develop. A shared way of moving together such as cycling gives children a sense of belonging and a common interest. It also ensures that the exercise they need to help self-regulate is an enjoyable and communal experience. Having the outlet for their feelings is an especially important part of guiding children with autism through this particular phase of their lives and having a solid peer group such as a cycling group strengthens this resilience.
We know that physical activity rates decrease from childhood to adolescence. Older individuals with autism spectrum disorder (ASD) living in community settings have been observed to live very sedentary lifestyles. If children with ASD do not develop participation skills in active leisure time activities, they will most likely become increasingly sedentary with age placing them at risk of diabetes, heart disease and certain cancers. We must therefore strive to encourage physical activity for these children in our schools and communities.
Support children with autism to learn to cycle and provide the infrastructure to keep them cycling, and they will gain lifelong benefits for their physical and emotional wellbeing. Of equal importance, they will have increased opportunities for meaningful daily social interactions.
Conclusion:
We wish to thank the NCCA and its staff for what is an excellent draft specification for the new Primary Wellbeing Curriculum. We hope that you find our observations helpful and that you will consider them for inclusion in the final draft of the curriculum. If we can be of any further help please do not hesitate to contact us at any stage.
Regards,
Neasa Ní Bheilbigh – Chairperson of the Irish Cycling Campaign, (Primary Teacher – Galway)
Dave Tobin – Vice-Chair of the Irish Cycling Campaign (Primary SET – Limerick)
The Limerick Greenway, also known as the Great Southern Trail Greenway has been open now for a few years, and the route now extends to Listowel, Kerry, since October 2022.
A previous post, commemorates the long years of campaigning that it took to bring this project to fruition.
This is a more personal account of the Kerry Section only, from Abbeyfeale to Listowel, which we walked, there one day, back the next, rather than cycled.
Abbeyfeale is in Co. Limerick, and the first 3km of the route is officially the Limerick Greenway and rest, ~12km, is in Kerry. It seems slightly absurd that the Greenway is so divided, reminiscent of the roads around the border with Northern Ireland, although the differences are slight.
The route is generally very good quality, laid in tarmac, with gravel edges, for better drainage. Signage is also good quality (differing slightly between the Limerick & Kerry Sections, as mentioned), although a bit more of it e.g. local information (e.g. wildlife, farming, railway history), distance information etc. would be good to see. This section, at 15km, is the longest section on the entire Greenway, and although there are a sprinkling of seats along the way, there are few houses, no villages and definitely no water or refreshments.
One welcome feature, shown above, are the tool stations, two along this section. It’s clear that the actual tools will have a pretty short working life as they are already quite badly corroded. The pump seemed in good order.
Apparently, when the railway closed in the 1970s, although the Local Authorities had first refusal of ownership, they declined, seeing it as of little value at the time. This was, in retrospect, regrettable, as it made wresting use of the route back from landowners a long and fraught process.
Part of this dynamic is evidently the construction of the many crossing points, which are mostly agricultural; in some places, bridges were constructed, the route dipped to allow headroom, thereby breaking the level way established by the railway engineers, as seen above.
In other places there are gates, suggesting infrequent agricultural use; some gates featured smaller by-pass gates, that would allow Greenway Users to pass, with caution. This is preferable to the constant opening and closing of gates, experienced by both walkers and cyclists elsewhere. At the infrequent road crossings, all minor roads, there are dog-leg barriers, which don’t enforce dismount, but prevent careless passage.
In the cuttings there are few original bridges, as above. These stretches, mostly damp, feature the richest plant growth. The route could generally be called a “wildlife corridor”, presumably as the verges are free of the chemicals that have destroyed much of the flora in the countryside generally. This is apparently true of many transport corridors, although some may unfortunately still be sprayed.
One – completely unnecessary and preventable – confusion arises as to which side of the road to walk and ride; see Code of Conduct. This enjoins walkers to “Keep left and pass on right” without specifying what cyclists should do, although implicitly the same. In contrast – hence the confusion – the Highway Code Standard Practice is for pedestrians is walk on the right, to face oncoming traffic; this is particularly necessary for a Greenway, as bicycles, even electric ones, are very quiet, and not all remember to use a bell, or even have one.
We did this route over a weekend, and saw a fair few other users, almost all cyclists, but nowhere near as many as the better-known Mayo or Waterford Greenways. This seems a pity as the route is attractive, with pleasant towns along the way. It is evident that more promotion and more facilities will be needed to change this.
At the other end of the Greenway, which currently reaches Rathkeale, there are hopes of a extension into Limerick City; it is evident this will be both more valuable, particularly to locals, but also more difficult, as the space is correspondingly more contested.
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