Dublin

Submission – Dublin City Centre Transport Study

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To: Mr Keegan, Chief Executive, Dublin City Council

Thank you for meeting us recently to discuss issues related to the development of cycling and pedestrian networks in Dublin City. We are taking this opportunity, having studied the Dublin City Centre Transport Study, of commenting on the proposals. We welcome the overall thrust of the proposals in the Study. We have laid our submission out in such a way that all bulleted points below are issues which we feel are not fully addressed in the Study and need to be.

General

Overall Dublin Cycling Campaign welcomes these proposals which are generally in line with the DRAFT Development Plan, should help to safeguard the future of the City, cater for the increasing commuter numbers, and develop the Public Realm. We do however note that,

  • While a specific sum of €150million is suggested as being ‘protected’ for the various projects proposed – other than LUAS – over the next 8 years, there is no breakdown of approximate costings for individual proposals, or even approximate timelines for the different projects. There are a number of substantial projects proposed within the overall bundle and we would welcome clarification that this suggested sum is adequate to cover these projects.

As with the overall GDA Transport Strategy we fully agree with the prioritisation of modes, while understanding the needs of certain sections of the population to be able to access critical services. We fully endorse the Principles guiding the transport proposals as set out in Section 4.2 of the Study.

Traffic Network

Through Traffic – We fully agree with the proposal to remove through traffic from the city centre. Besides the major visual effect this traffic has on various streets, it also has a major effect on pedestrian and cycle mobility and health, and the effectiveness of Public Transport.

  • But, we note that there does not seem to be any particular emphasis on identifying private and public sector car parking destinations, which are major causes of the present private car traffic levels. A reduction in the available car spaces could potentially be achieved by a variety of standard methods. Dublin City Council itself might take the lead on this by reducing their own level of car parking availability and encouraging greater use of sustainable transport by its own staff! Methods of taxation of car park spaces could also be explored.

Reallocate Road Space – We commend the proposals to reallocate road space and convert a number of streets/areas to Public Transport/Cycling/Pedestrian only. But,

  • We would like to see some of these design ideas extended to the North City Centre area, particularly along the full length of O Connell Street, and parts of Abbey Street.

Car Parking – Controlling the access and egress to car parks is critical for smooth traffic movement, and we commend the possibility of possible relocation of some car parks, but

  • Further work needs to be done to develop Park & Ride sites away from the City Centre, which would encourage mode transfer, and reduce the impact on the City Centre itself.
  • The possible use of car parks as taxi ranks, as suggested in the Study, should be given some priority given the difficulty, particularly at night, with illegal parking and dangerous practices by taxi operators.

Freight Movement – The management of delivery systems in the city centre is absolutely necessary, in order to provide safer streets and less conflict between road users. This particular problem has been highlighted recently by Dublin Cycling Campaign’s #Freethecyclelanes project. While we commend the suggestions outlined in Section 5.3.6 of the Study we are disappointed that there is no specific reference to the possibility of diverting a major percentage of city centre freight deliveries to bicycles. The benefits and possibilities of such a policy are well documented: European Examples

The European Cyclists’ Federation Cycle Logistics project has further data on this.

Public Transport

Dublin Cycling Campaign has already voiced its support of the BRT concept and its potential to also improve cycle facilities and inter modal travel. We are delighted to see the proposal to remove bus termini from the city centre. This leads to clogging up of transport arteries. We suggest that

  • All Dublin Tourist Coach termini on O Connell Street should also be included in this proposal and alternative locations sought.

We welcome the promise to introduce simpler fare structures for public transport as this will undoubtedly lead to an increase in usage.

The development of high quality areas of passenger interchange proposals is welcomed as this will also encourage greater usage.

The rail proposals including LUAS extension are welcomed but

  • Interim provision for the efficient and safe use of road space during LUAS works needs to be critically improved, and well advertised.

Cycle Network

Section 8.1 of the Study outlines the 8 cycle schemes that are at present ‘either in design or moving to construction’. As only one of these schemes is at present ‘moving to construction’, Dublin Cycling Campaign would be very happy to see the ‘acceleration of funding’ referred to, as it is a ‘key element of this study’!

The imminent appointment of a Cycling Officer for Dublin City should help to accelerate some of these projects and promote greater bike usage. Promotion will remain key to the development of Dublin’s bike culture. In the meantime many parts of the City Centre remain hostile to bike users and in the interim we propose that

  • This Study should prioritise the identification of unsafe areas for bike usage and develop temporary proposals to improve the situation, before the completion of the various major projects.
  • This Study should promote the improved identification and enforcement of the 30kph city centre zone to increase safety for cyclists and pedestrians.
  • We would like to see a movement to 24 hour cycle lane facilities to encourage all time usage of bikes, and not just an emphasis on commuter cycling. This would also help to reduce night time and weekend ‘conflict’ situations for bike users.
  • The Study needs to ‘signpost’ the necessity for proper direction and guidance signage for Cycle Routes, and a long term identification process.
  • The Study needs to highlight the difference that getting more people to walk and cycle can make to the overall health of the City. These new proposals need to be included within the Healthy City Dublin agenda. Everyday mobility is critical to population health!

We welcome the commitment to the enhancement of safety for cyclists, the development of contra flow routes, and the cycle friendly land use cells. We also note the proposal to develop high density cycle parks. A Cycle Parking report is about to issue from Dublin City Council, which will move things in the right direction but

  • Contra Flow routes should be prioritised on all one way street systems, in line with best European practice.
  • Present cycle parking proposals are nowhere near meeting the expected demand, and further options need to be developed, and guidance for cycle parking design criteria for developments needs to be implemented.
  • We note some changes in the ‘Priority Cycle Routes’ (Figure 8-2) from the very recently published GDA Cycle Network, and some particular omissions. We are unclear why these are proposed?

Pedestrian Network

We applaud the proposals to develop a series of strategic pedestrian routes and public spaces, but

  • We suggest that the ‘proposed pedestrian routes’ outlined in Figure 9-1 should be revisited, and clarified in relation to their logic within the overall cityscape.

We are fully in favour of reprioritisation of space at junctions and along streets in favour of pedestrians.

Specific Measures

We applaud the measures proposed for the development of specific public locations in favour of pedestrians, bikes and public transport, but

  • We seek clarity on the proposed ‘pedestrian area’ at Stephens Green North, which indicates in the graphic that cycling would be permitted, but under present regulations for pedestrian zones this could not happen. This area is also part of a designated cycling ‘feeder route’ in the GDA Cycle Network
  • The wider issue of the movement of bikes through pedestrian zones also needs to be addressed.
  • We suggest that, together with the development of the LUAS Green Line, there is great scope to introduce a specific measure for a complete redesign of the existing Parnell St area from Gardiner St through to Capel St/Bolton St. This is a particularly busy pedestrian area, with high cycling usage, and includes the wonderful Parnell Square.
  • The strict definition of ‘local access’ needs to be spelt out to ensure the integrity of the proposed plans.

We look forward to development of Masterplans for Connolly/Amiens St/Busáras and Heuston interchanges. Both of these areas present clear opportunities for enhancement of the public realm and improvement of mobility options for pedestrians and cyclists, but

  • We wonder what is the timetable for development of the Masterplans? This should be spelt out.

We note and applaud the pedestrian bridge proposals as shown in Figure 10-8 but we question the need for 2 pedestrian bridges in this Eastern Docklands area while

  • Advancing the proposed cycle/pedestrian bridge over Liffey at Winetavern St, as proposed under the GDA Cycle Network, seems to be ignored, and would be of more immediate benefit!?

We are fully in favour of rationalising coach parking, which at present causes major disruption to road users at a number of locations. We also support the review of taxi rank locations with a view to improving overall road safety. We look forward to the enhancement of the general streetscape and public realm as part of these plans.

Conclusion

Overall we are very supportive of this latest vision for Dublin City Centre, and we suggest it is based on good science, and on the results and evidence provided by many other international cities. We would ask that the separate bullet points and queries listed above in relation to the Study, be addressed, and we look forward to your responses. We would be happy to meet with yourself and/or your officials, at any time, to elaborate on any of the above points.

International Posts

Cyclists in Paris can now legally ride through some red traffic lights in the city

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A pilot scheme launched by the City of Paris in 2012 had revealed that allowing cyclists to treat red lights as yield signs would ease bike traffic in the city, would not lead to more road accidents, and could even prevent the accidents that sometimes arise due to cyclists in drivers’ blind spots.

A new policy permitting cyclists to ride through red lights under certain conditions will therefore be rolled out between July and the end of September. New signs will indicate when bikes can either turn right or go straight ahead, even when the lights for cars are on red.  In all cases, cyclists will still need to yield to pedestrians and any other vehicles that have the right of way.

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Dublin

Gardaí urged to make cycle lanes and tracks safe for use

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Dublin Cycling Campaign “liberated” a section of cycle lane on Ranelagh Road (near Elmpark Avenue) between 8.30 and 9.30am this morning to highlight the issue of illegal parking in cycle lanes and the danger this poses to people travelling by bike. This problem is well known to anyone who cycles regularly in Dublin yet the Gardai only managed nationally to issue 144 fines to drivers who parked illegally in cycle lanes in all of 2014. When a cycle lane is blocked it forces people on bikes to veer into the main stream of traffic. This is particularly problematic and scary for children and those new to urban cycling.

Dublin Cycling Campaign recently started the Twitter campaign #FreeTheCycleLanes @Dublincycling to highlight the issue. Hundreds of instances of illegal parking in cycle lanes/clearways Dublin Cycling Campaignduring their period of operation have been posted already.

Cyclist.ie, the Irish Cycling Advocacy Network, recently met with An Garda Síochána to discuss the planned introduction of on-the-spot fines for a range of cycling offences on the 1st August. They raised the issue of fly-parking in cycling lanes and the lack of enforcement. The Garda response was that they are reluctant to target drivers who park illegally because the drivers are trying to make the city work economically – for deliveries, etc. and the Gardaí get a lot of complaints from businesses, business associations, truck drivers, taxis and transport companies about strict enforcement of this regulation.

“The Gardaí are using discretionary policing to allow motorists to park willy-nilly in cycle lanes, rather than considering how to make the roads safer for people who cycle…….or might cycle if conditions were more conducive” says Keith Byrne, Chair of the Dublin Cycling Campaign.

Dublin Cycling Campaign is calling for serious issues of speeding, dangerous overtaking and parking in cycle lanes to be addressed in a way that will make Irish roads safe and attractive environments in managedwhich to walk or cycle for people of all ages and abilities.

Dublin Cycling Campaign is an independent, voluntary group lobbying local and national government to bring about improved conditions for cyclists and greater recognition of the benefits of cycling.

 

Irish Posts

Fixed Charge Notices – Promotion by Gardaí & RSA

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Today the above poster appeared on the Gardaí social media platforms. Such mixed messages and inaccuracies are not a good start to their promotion of Fixed Charge Notices which are due to be introduced from the end of next week. We have written to them outline the issues, as follows:

To : John Ferris (Garda Press Office)

Thanks once again for meeting us last week on the ‘On the Spot Fines’ issue. Much appreciated, and hopefully we can liaise regularly on issues such as this.

We have just seen the Facebook & Twitter image posted by yourselves, together with RSA (see attached) and we would like to point out that it is not technically correct. You might note that Items 4 and 7 on your list are virtually identical.

We are also disappointed that the issues of helmet wearing, hi-viz, and front reflectors, all of which are not mandatory, and do not incur a fine or are not illegal, are bound up with the agreed issues which are illegal – although not having a rear reflector, does not incur an FCN. We suggest that these need to clearly distinguished as not incurring any fine, or not being an offence.

In summary we are disappointed with the inaccuracy of the post and we suggest it be corrected as soon as possible, and that the non-mandatory items be removed from the post.

Feel free to contact me if you wish to discuss further.

Colm Ryder

Dublin Cycling Campaign / Cyclist.ie

Twitter: @dublincycling or @cyclistie – #CyclingFCN

Contact Us at Dublin Cycling Campaign or Cyclist.ie using a subject line of “Cycling FCN”

Irish Posts

Meeting of Cyclist.ie delegation with Garda Press Office

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  • Cycling fines will be enforced by An Garda from Aug 1, for a range of offences, listed below.
  • Cyclist.ie wants safer streets and roads and encourages all cyclists to observe the new rules and not contribute to the creation of a convenient revenue stream for the Exchequer. However, it does not believe the proposed legislation, and the attitude towards its enforcement has struck the right balance to achieve safer road conditions for cyclists.
  • Cyclist.ie, at this meeting with An Garda on the subject, called for balanced policing which improves road safety for all road users. i.e. stricter enforcement of motoring offences which are hazardous for cyclists such as fly-parking in cycle lanes, safe overtaking distances, lower speed limits etc.
  • Official government policy – as outlined in NCPF – needs to inform all traffic-related activities in the state.

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See also earlier post on fixed charge notices for cyclists

International Posts

EU Roadmap for Cycling

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A High-level Think Tank meeting on an EU Roadmap for Cycling earlier this week brought together stakeholders to devise, debate and define measures to meet cross-sectoral EU policy targets
through increased cycling.

The meeting was organised by the European Cyclists’ Federation (ECF) to further the goals also of
Cycling Forum Europe, launched in November 2014 in conjunction with several members of the European Parliament (most notably Michael Cramer MEP, chair of the TRAN Committee).

EU Roadmap for Cycling.

Irish Posts

Cyclist.ie and ‘Fixed Charge Notices’

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Cyclist.ie respects the decision of the Minister for Transport Tourism & Sport (DTTAS) to introduce Fixed Charge Notices (FCNs) for a limited number of cycling offences. We submitted proposals to the Minister prior to the recent announcement and some of these were taken on board. However we wish to state clearly our ongoing position on FCNs below:

  1. We are not in favour of law breaking and dangerous cycling. The same reasoning applies to drivers of motorised vehicles. We understand the need for a deterrent to bad cycling behaviour that puts other road users at risk​, but deterrents already exist in law and merely require application/enforcement of that law.
  2. We are not convinced that the ‘risk’ element associated with these proposed FCN offences has been properly assessed​ in the context of overall national road safety policy.  Do cyclists kill other road users?  What level of injury/offence is caused by cyclists in comparison with motor vehicles?  What quantum improvement in road safety will be achieved through the introduction of these FCNs?  We have yet to see real analyses / figures, or be convinced by anything other than anecdotal comments.
  3. The overall thrust of road traffic policy ​should be the safety of all road users.  To this end the continued investment in, and development of, high quality infrastructure for both cyclists and pedestrians and 30km/h speed limit zones needs to be accelerated in line with national aspirations, as enunciated in the National Cycle Policy Framework, and in various Local Authority development plans.  Present investment in cycling related infrastructure is totally disproportionate to the investment in general roads infrastructure.
  4. The media stories on the proposals for FCNs were leaked on the Monday of National Bikeweek, which is coordinated by the Smarter Travel Unit of DTTAS.  Bikeweek is meant to be a celebration of all things ‘bike’, and yet another arm of DTTAS felt fit to leak this issue to the press, which in turn raised a negative ‘storm’ about cycling, directly during the week when the Department is supposed to be encouraging cycling!
  5. Dublin Cycling Campaign are working on the possible roll-out of a ‘RESPECT’ Campaign, to encourage all road users to be aware of, and respect other road users. We feel that at this point in time a positive national initiative such as this, to encourage better behaviour by all road users, would serve as a constructive counterpoint to the FCN approach of penalising cyclists.
  6. Ireland needs to catch up with the rest of Europe in promoting cycling by introducing standard initiatives such as contra-flow cycling and red light initiatives
  7. While noting the above we are satisfied that FCNs have been introduced at the lower rate of €40, but we need to see an agreed monitoring and reporting strategy put in place, so that any ‘benefits’ of the approach can be properly assessed.

In Summary

  1. We feel that the introduction of FCNs at this point in time was premature and reactionary, and may in the long term negatively affect the government’s sustainable transport initiatives.
  2. We urge the Minister to:
    • Actively promote positive and respectful behaviour by all road users
    • Introduce a monitoring and reporting strategy to assess the impact of these FCNs
    • Seek the introduction of European standard initiatives such as contra-flow cycling, and red light initiatives for cyclists
    • Immediately increase direct investment in the improvement of cycle and pedestrian facilities.
Irish Posts

Kilkenny Exploits Cyclists during Bikeweek!

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The Kilkenny Cycling and Walking Campaign (KCWC) wanted to find away of getting people back on their bikes, but at the same time find out what was keeping from cycling in the City. We needed to find out what were the views of pedestrians and drivers of the behaviour of cyclists. How could we do this, while at the same time communicate our findings easily and effectively to the decisions makers in the County Council and other stakeholders such as tourism, the chamber of commerce and the general public? Free bikes and cup cakes was a good place to start!

Using funding through LA21 and the County Council we organised 4 bike rides around Kilkenny city of 30 minutes duration during bike week. The routes were to show the types of infrastructure available in the city, and the short cuts that are only available to cyclists and pedestrians in a city with a medieval fabric. Getting a free bike tour with a cup cake came with the price of giving feedback on cycling in Kilkenny by a voxpop. We were successful in attracting cyclists of all levels of experience, age and gender to participate doing 2 trips for novices and 2 trips for experienced riders. We even got some tourists to come along, and we ended up doing 5 trips in the end.

We got a vast amount of feedback on people’s experiences to help identify the barriers to cycling in Kilkenny, but also the views of shoppers and tourists who are the core of the city’s economic life.. We are editing it all into a 6-7 minute clip which we will then circulate and hopefully help influence the decisions and attitudes of the Council and Chamber of Commerce in future infrastructure development

Contact KCWC @kilkennycwc

Formerly Cyclist.ie