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.
Cyclists are at their most vulnerable at junctions — the location of one in four of all cycling fatalities. Can changes to traffic movements help make cycling safer?
In 2011 the Dublin Cycling Campaign highlighted what it considered to be the most dangerous junctions in Dublin. These were places where cyclists were left unprotected from vehicles and particularly vulnerable to collision with cars, buses or lorries …
Many cities are currently struggling with their transport infrastructure. There are multiple issues and conflicting pressures to deal with. The present study offers a brief overview of one Canadian city: Vancouver ((City of Vancouver transport portal: https://vancouver.ca/streets-transportation.aspx))
The single biggest transport issue is usually seen as car dependency ((Revisiting car dependency: A worldwide analysis of car travel in global metropolitan areas, Pedram Saeidizanda / Koos Fransenb / Kobe Boussauwb, Elsevier, Volume 120, January 2022, 103467)); this is true all over the world, but nowhere more so than the North American continent. Some of the relevant aspects of Vancouver are:
Coastal city: this brings a maritime climate, which avoids the cold winters characteristic of many other Canadian cities
High Density: the city centre is characterised by many high-rise buildings
Wide roads: this allows for four lane roads, and also reasonably wide pavements
Diversity: Vancouver is diverse, in many ways: ethnically, culturally, demographically and economically
Transit: Vancouver has a fairly good “sky-train” network (only partially elevated), which offers a handful of lines that offer basic cover of the city, and out to some of the suburbs ((All public transport in Vancouver is managed by: https://www.translink.ca/))
A dense and efficient bus network
Vancouver city centre, like most other North American cities, is laid out in a regular grid structure. This means a large number of similar junctions, almost all conventional traffic light controlled cross-roads. Catering for the diverse needs of public and private motorised traffic, cyclists and pedestrians is, in general, notoriously difficult. Vancouver deals with these problems with a particularly simple traffic light system: when the traffic light is green for one way, the pedestrian light is also go (white) for the same way. Turning traffic is required to wait for pedestrians; this applies both to left and right turning traffic.
Pedestrian crossing on (white) pedestrian light; straight on traffic in the same direction is “green” but turning traffic must wait until clear
This means that traffic behind the waiting, turning, vehicle is also waiting, but the two-lane road means that straight-on traffic is not usually delayed.
Significantly, the pedestrian waiting time is lower, and the walk time (time you can walk) is higher – than more highly segregated systems common in Europe.
Also significantly, this means the buses than ply generally straight up and down the major roads, are less delayed by lights than their European counterparts.
Arguably, this system is dependent on a highly traffic regulation compliant population, which is possibly the case in Canada, more so than some other jurisdictions.
Public Transport Ticketing
The majority of users, including tourists, use a “Compass Card” to “touch” on buses and the Sky-train. Like similar systems elsewhere, you only “touch on” on buses, but have to touch both on and off on the Sky-train. Compass cards can be bought and topped up etc. at machines at every Sky-train station. Recently, it has also become possible to use credit cards. Cash also is used occasionally.
Bus Features
It is very obvious that buses are much used by senior citizens and those less physically able, including wheelchair users. The bus includes a hydraulic fold up and down ramp than can be quickly deployed for a wheelchair, as on the right.
There is also a cultural element to this: when a wheelchair user is boarding, other passengers move out of the way, vacating fold-up seats to make space for the wheelchair.
Bus ramp used by wheelchair user
Buses operate a conventional two-door system, where you board at the front and exit from the middle door. It appears acceptable to exit from the front also e.g. when the bus is full. There is a touch pad for fare payment at the front door.
It is not uncommon to see one or two people board from the middle door, where there is also a touch pad, but this appears to be done to evade payment. Interestingly, drivers do not seem to attempt to intervene, perhaps because the subsequent disruption and delay would represent a worse outcome than the loss of the fare.
Bus stops are quite closely spaced, and are placed just after junctions, which offer slightly reduced delay ((Transit Design Manual: https://www.bctransit.com – 2.1))
Buses also feature a front mounted cycle carrier, for perhaps a couple of bicycles, see above. This shot also shows the on-street cafe, common in the city centre; this goes a long way towards “humanising” the street.
Bus Power Source
Buses use overhead power-lines, which provide low voltage direct current. This offers a system that is both energy and space efficient: electric engines are much smaller – and quieter – than internal combustion engines. They also offer better acceleration.
This does mean a somewhat cluttered “sky-scape” of overhead wires
The overhead wires characterise buses as semi-guided, as they can move sideways somewhat i.e. to move lanes, but cannot operate detached from their power source. There are plans to introduce electric buses with battery backup, which will offer flexibility e.g. to divert round road works or temporary road closures. Some diesel buses are also used.
Bus Information Technology
Buses include a visual and audio indication of the next bus stop; a stop will not usually stop unless either there are passengers waiting to board, or a passenger has requested the next stop, which is common elsewhere.
Most bus stops only show the number of the bus service(s) offered at the stop; no real-time information is given. However, every bus stop has a unique code; if this code is sent as a text to a number shown on the bus stop, the time of the next bus(es) is returned; this obviously requires a passenger to have a phone and be willing to use it. Apps offer the same and more information, but this requires a Smart-phone and the use of mobile data, hence is less likely to be useful to an overseas tourist.
Most buses seem to be sufficiently frequent that even this modest effort is largely unnecessary.
By devolving the point of use system to the users’ phone, the IT systems become cheaper to install and supply, as the distributed part of the system, always the most difficult and expensive, is externalised.
Vancouver Cycling
In the city centre, cyclists are evident on all roads, although not in large numbers. Certain roads offer a bi-directional cycle lane, placed every few roads, in the grid structure.
Cycle lane seen across junction in green; also marked with a bicycle symbol on ubiquitous street signs, show US style, high up, placed in the same direction as the street they identify
Such roads are thereby reduced to one lane each way, with perhaps a single line of parked cars also.
Since wheeled traffic and pedestrians use the same traffic light system, the addition of cyclists does not need additional signaling. However, it is not clear how a cyclist might turn onto or off a cycle lane, nor exactly how pedestrian and cycle traffic interact.
Off-road i.e. non transport oriented cycling is very popular e.g. in Stanley Park, undoubtedly the jewel in Vancouver’s “Green” crown. In fine weather a nearly continuous stream of cyclists is seen, many on rental bikes. This route is one-way only for most its length.
Increasingly, other forms of non-vehicular traffic are seen; these include electric bikes, electric scooters, roller skates, hover-boards etc. Some of these move quite quickly and present new and mostly unexplored issues.
Overall, although there is some visibility of cycling in Vancouver, it seems unlikely that levels are high enough to manifest the well-known safety-in-numbers effect ((Safety-in-numbers: An updated meta-analysis of estimates, Rune Elvika / Rahul Goelb, Elsevier, 2019))
Even at a casual glance, it is obvious that Vancouver has got something important “right”, at least compared to other North American cities. This is obviously no accident, and is only so, and will only remain so, if the necessary political will is present. ((Environmental determinants of cycling, Samuel Nello-Deakin, Elsevier, 2020))
The core features of the city and its built, IT and social infrastructure that seem the most important are:
Frequent and reliable buses and Sky-trains i.e. every 5 – 10 minutes for at least 18 hours of the day
Dense i.e. high-rise city centre accommodation, where people can live a connected life without needing a car
A tolerant society, where the less able feel confident to get out and about and use public transport easily, and all users feel safe
Good Information Technology, in printed material, in display systems, in ticketing, in Apps, in websites
Cycling is fairly well supported, although not yet all that popular
Diverse use culture e.g. a) cash is rarely used but is still acceptable b) having a Smartphone and being able to use it confidently is an integral part of most peoples’ use of public transport, but is not essential to use the services c) Lifts, ramps and / or low-floor buses are available for the less physically able
Further Comments
It is obvious that there are fewer cars than are seen in other car dependent jurisdictions, both parked on-street and in motion; were this not so, it is doubtful that Vancouver would be as successful as it is
From a European perspective, four lane roads would generally be seen as undesirable in a city centre; Vancouver seem to have made this work quite well, apparently by a combination of limited on-street parking, frequent buses, frequent on-street cafe spaces and periodic cycle lanes
Anecdotally, the city “feels” reasonably safe; not that streets are quiet, more that noise and activity seem harmless
This short paper was based only on a brief visit; there is clearly scope for further investigation
Liam O Mahony, Cathaoirleach of the Great Southern Trail Ltd (GST) visited the Greenway work in progress at Kilmorna near Listowel. The GST which has campaigned for over thirty years to convert the disused railway from Rathkeale to Tralee into a Greenway welcomes this long awaited extension of the Limerick Greenway across the Kerry Border and which is scheduled to be opened to Listowel by the summer.
The development of “cycle superhighways” in major cities where there is greatly-curtailed private car use, transport-led housing plans and increasing road charges are recommended in a new report by the OireachtasClimate Action Committee.
Ireland should fundamentally redirect transport policy and apply the internationally recognised “avoid-shift-improve” approach to cutting emissions in the sector, according to its report issued on Thursday.
A 750m long cycle path has been opened along the Royal Canal in Dublin’s North Strand at a cost of nearly €9 million.
The stretch is part of Dublin City Council’s Royal Canal “premium” cycle route, a 7km path running from the north quays to the city’s border with Fingal at Ashtown.
The first section of the route, a 500m stretch from Guild Street at the north quays to Sheriff Street, was completed more than a decade ago, but despite several announcements, work on the second phase to bring the path to Newcomen bridge at the North Strand only began in February of last year.
The newly opened section costing €8.9 million, consists of a segregated three-metre wide cycle track and two-metre wide footpath on a viaduct bridge alongside a linear park. The project also involved the realignment of the junction of Seville Place, Guild Street and Sheriff Street Upper and the provision of a pedestrian and cyclist crossing at its entrance with North Strand Road.
Last week a Zoom meeting was called for any interested groups, to discuss creating a new sub-collective of Cyclist.ie in order to build a mutual support network to promote and celebrate cycling in towns, villages and in between. Cyclist groups introduced themselves and discussed their strengths, challenges and the vision for the collective. As smaller ‘rural’ groups often struggle with fewer volunteer resources, expertise, and energy than larger city-based initiatives, by banding together the idea is that they will be able to move forward more efficiently and effectively, with mutual support (and with less-burnout!).
Towns and cities represented at the meeting were Thurles, Bandon, Skiberreen, Clonakilty, Kilkenny, Leitrim, Sligo, Navan, Bandon, Kerry and Wexford.
While the mission and manifesto of the collective are currently being worked on with a launch expected later this month, the aim is to work alongside one another to better engage and work with relevant authorities and stakeholders, and to help bring forth a national transition towards a cyclist-friendly Ireland. To spread the love of bikes and work towards their manifesto goals, the collective will propose regular actions, fun-cycles and campaigns that member groups can host in their own communities. By joining forces to gain momentum, allies, and media attention the sum of their local actions will be greater than the sum of the parts.
If you, as a group or individual would like more information, or to get involved, please contact Allison Roberts (Cyclist.ie Executive Member/Clonakilty Bicycle Festival)
The team at the Clonakilty Bicycle Festival started a podcast! Now on it’s 7th episode it was started to spread the news about their festival and have decided to keep it going on a weekly basis year round! Already on the podcast at warmshowers.org are interviews with Tahverlee, Mairead Forsythe (Love30), a cycle-history of West Cork, an episode with Cycle Bus leaders from around the country and more!
You can find the Clon Bike Cast most places you get your podcasts, or here. Please share and subscribe!
The Clonakilty Bicycle Festival had it’s 9th year in June at it was a roaring success, by branching out and re-envisioning what was possible in the lock-down organizers put together a programme of ‘anywhere in the world’ events, live streaming talks, film screening with director Q&A and more. Thank you to all who joined in, especially for our Global Scavenger Hunt which had 28 teams and over 100 participants from all corners of the globe. We are so looking forward to next year – our 10th Clon Bike Fest – we are already hatching plans to take over Clon with bikes… will you join us?
Donegal County Council is set to issue a tender in June for construction of the first phase of the greenway. The 2.7km section through the town of Muff will create a segregated route to allow cyclists and walkers to move through the village, separate from existing vehicular traffic.
This development comes hot on the heels of Derry City & Strabane District Council submitting a planning application for a new cycling and walking bridge to cross the Penny ‘burn’, located on the shore of River Foyle in Derry city. This forms part of the overall section linking Derry to Muff. The Council in Derry is confident that planning for the 8km section linking the city to the outskirts of Muff will come before its Planning Committee in October.
Donegal County Council has also begun preparatory work on the planning application for the Buncrana-Derry section of the greenway. It is planned that this 29km route will come before An Bord Pleanála some time during Q1, 2021, with the northern section being submitted for planning next month. At present the team tasked with delivering the project is now engaged with landowners regarding accommodation works as part of the construction phase.
Through its Council sources, the Wee Greenway Initiative is also confident that Donegal County Council is seeking financial assistance to begin the planning of the sections linking Buncrana to Carndonagh (32kms) and Muff to Quigley’s Point (8kms). These sections are vital to the overall project and if the Council progresses them, it will be a mark a massive boost for cyclists and walkers alike in the region.
Cyclist.ie ,the Irish Cycling Advocacy Network, welcomes the recent Garda Siochána and Road Safety Authority road safety appeal in advance of this June Bank Holiday weekend. However Cyclist.ie is strongly of the view that the publication of Ireland’s new road safety strategy must be brought forward.
Just as for Slow Down Day one week ago The Road Safety Authority (RSA) and An Garda Síochána renewed their appeal for road users to take extra care on the roads this weekend. Shocking provisional collision figures for 2020 show that there has been a 17% increase in the number of fatal crashes and a 9% increase in road deaths compared to the same period last year. Pedestrian deaths have doubled to 18 compared to 9 in 2019. The number of collisions is particularly disappointing at a time when Covid 19 restrictions meant that traffic levels have been greatly reduced.
Cyclist.ie Chair, Colm Ryder stated that the effectiveness of all elements of the current road safety strategy needs to be examined. Mr Ryder said, “ It almost beggars belief that at a time when people are working from home, businesses are closed, and traffic levels have been significantly reduced, that fatalities have actually increased”
Mr Ryder suggested that the new upcoming Road Safety Strategy must adopt the Swedish Vision Zero/Safe Systems approach. The Swedish Safe Systems Approach states that “human life and health are paramount and take priority over mobility and other objectives of the road traffic system”
However, a strategy is of no value without the means to enforce it and Mr Ryder stated that the new government must provide the Garda with sufficient resources for roads policing. “While we acknowledge the work of the Garda in enforcing road traffic law, collision and fatality statistics are a clear indication that current levels of enforcement are insufficient”. The desired operational strength of the Garda Road Policing Unit is 1200 but at the start of 2020 the number of garda deployed was just over 700.
While we await a new strategy and enhanced budget we can still act to reduce speeding on our roads. Mairéad Forsythe of Love30, Ireland’s campaign for lower speed limits stated that government and local authorities need to step-up. “Once again, we appeal to the Minister for Transport, Tourism and Sport to do the right thing and introduce a default 30km/h in all urban areas, and in areas where people walking and cycling are sharing space with cars, buses, trucks and HGVs.”
