Tag Archives: Behaviour&Legal

Any legal or Gardai related issue; also road user behaviour: cyclists, motorists & pedestrians

Dublin, International Posts

University of Notre Dame & Irish Cycling Campaign Collaboration

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Irish Cycling Campaign was contacted in May 2024 by Ann-Marie Conrado, Associate Professor of Industrial Design at the University of Notre Dame, Indiana, in the US. The reason: to explore the feasibility of us helping to steer a project conducted by its ‘Design Thinking’ students on the challenge of increasing cycling ridership in Dublin. The students were engaging in a Notre Dame Dublin study abroad program. We were delighted to get on board!

Research Process
Soon afterwards, ICC members Colm Ryder and Dave Anderson joined the students in interactive and lively workshops to provide the background knowledge of what is happening in the cycling domain in Dublin and to help define the research question. Then in June, the team of Design Thinking students spent the month engaging on the streets with both cyclists and non-cyclists so as to understand the barriers to cycling, and proposing new approaches to addressing the challenges to get more people on bikes. 

The students presented their findings to an ICC delegation on 27th June at the home of Notre Dame in Dublin, O’Connell House on Merrion Square. Additionally, the students also discussed their findings with a delegation from Sligo Cycling Campaign while in the west the following week. 

Prof Ann-Marie Conrado with her University of Notre Dame students taking part in the project

On ‘Design Thinking’ itself, there appears to be no shortage of definitions of what it is, but essentially it can be thought of as an approach to problem-solving where it focuses on the solution to a problem instead of the problem itself. And according to Ann-Marie in conversations at the presentation, the process can be understood visually as a ‘double diamond’, which is a way to describe the steps taken in any design and innovation project, irrespective of methods and tools used. You can read more about it here.

Findings
The students covered a lot in their condensed month-long project. They delved into some of the fears around cycling such as the difficulty in using the Dublin Bikes bike-sharing scheme for the first time, the safety fears around navigating on two wheels, and the fear of bike theft. Then they examined what they described as ‘trigger events’ in prompting people to take up cycling after a long absence. Amongst the opportunities the team identified were proposals around improving the navigability of the city centre, as shown here:


Additionally, their proposed solutions examined the need for better poster campaigns to remind commuters of how quick and predictable (journey time-wise) journeys by bike can be – and wider campaigns to share tips and information between new and experienced cyclists. 

The students’ (59 slide long) presentation can be viewed here HERE and there is plenty in there for cycling advocates to chew on! 

A Perspective from Sligo
The eight members of Sligo Cycling Campaign who attended the Notre Dame presentation in the Sligo Park Hotel are looking forward to viewing it again and applying some of the learning.  Initially we wondered if a cycling project researched in a Dublin context would be applicable in a  town with a rural hinterland. We need not have worried as all of us were captivated by the positivity of the students and the transferability of their ideas. One thing that struck us was the value of diversity within the student team. They were students of Industrial Design, Political Science, English, Finance and other disciplines. 

Cycling advocates are all too aware of the barriers to cycling and the presentation covered these, but the kernel of the presentation for us was the focus on opportunities. The students described a scenario where Emma’s bus is delayed in traffic and she looks out the window to see people on bicycles whizzing by, to a subsequent scene where Emma is deciding to try cycling to work. But there was no road to Damascus, rather incremental steps with various supports along the way. Some supports, for example the map mentioned above, targeted practical issues such as “I don’t know the way”. Others addressed deeper emotional obstacles, such as “I’m scared!”. In the students’ scenario, this fear was addressed by Emma joining a “Cycling Sisters” support group and cycling, in the first instance, away from busy traffic.

In Conclusion
Irish Cycling Campaign sincerely thanks the students and staff of the University of Notre Dame for their work on this important topic. We think the collaboration was a valuable exercise, both for campaigners and students. We will, no doubt, be taking many of the recommendations forward as we advance our own advocacy strategy. We would also like to pay a special thanks to Eimear Clowry Delaney, Director of Notre Dame Dublin, for her contact with ICC from the outset. 

Finally, if your institution (academic or otherwise) is interested in working with Irish Cycling Campaign to further explore how to reshape the mobility system so that everyday cycling plays a much bigger part, we would love to hear from you. Please contact us via [email protected].   

Irish Posts

MARY ROBINSON CLIMATE CONFERENCE – E-MOBILITY PANEL – ICC REPORT

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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.

More details of the Mary Robinson Climate Conference are available at http://www.maryrobinsoncentre.ie/mrcc24.html.

For more information on the IS Cycle (Inclusive Sustainable Cycling) research project, see https://iscycle.ie/. 

Irish Posts

How to Report Illegal Parking in Bike Lanes

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Earlier in January, one of our members emailed the Garda National Roads Policing Bureau seeking clarity on how one should report illegal parking in bike lanes.

The questions posed are immediately below and the responses are beneath those. 

1) Can it only be done at a Garda station? If there are other ways, please list all ways
2) Must photos be provided? If so, how? And is there anything else regarding photos that is required?
3) Must a statement be given in order for a penalty to be issued?
4) Are there restrictions as to when the report can be made? Eg. Next day?
5) Are there any other requirements when reporting illegal parking?

Response

Thank you for contacting this office.

With reference to your email hereunder, this office is to advise as follows in relation to your query.

With regards to the reporting of illegal parking of vehicles in cycle lanes, this office is to advise that reports can be made as follows;

  • Reports can be made at your local Garda Station.
  • Reports can be made using the Traffic Watch lo-cal number – 0818 205 805
  • Reports can be to the relevant local authority.

It is advised that documentary evidence of an offence is recorded by reporting persons, such as photograph/video.

In submitting documentary evidence of a road traffic offence, the provision of a statement to a member of An Garda Síochána may be necessitated.

It is advised that reports to An Garda Síochána are made at the earliest convenience, to ensure an appropriate and timely response.

In the event that a prosecution is instigated against a vehicle user/owner by a member of An Garda Síochána following such report, the reporting party may be required to attend any prosecution before the District Court in a witness capacity.

Please find information on Traffic Watch from the attached hyperlink, which may be assistance to you:
https://www.garda.ie/en/roads-policing/road-safety/traffic-watch.html 

Note:
The photo above was kindly provided by Noel Hogan in the Drogheda Cycling Group – https://www.droghedacycling.ie/. The image above shows illegal car parking on footpaths, not bike lanes in this case.

Irish Posts

We can do this!

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Jo Sachs Eldridge from Leitrim Cycling Campaign and Cyclist.ie’s Executive Committee has penned this piece on the proposed speed reductions announced by the Minister last week, and how in particular they relate to rural roads.

At Velo-city[i], the international cycling conference, some years ago I tracked down speakers of many nations to quiz them about their rural roads – did theirs look like ours, did they have similar widths, volumes of traffics, speeds, could they help me demonstrate that the concept of ‘Rothar Roads’[ii] could work. The Swiss said no, the Austrians said no, the Slovenians said no, the French said no…and then I spoke to the Danish and they said yes! They said ‘we have roads like that and it works’ but then she laughed and said ‘but of course we have a different culture of driving in Denmark’.

As she saw it, that difference in driving culture was a fact.

And she’s right but maybe it doesn’t always have to be that way.

I went to a school where kids were regularly hit by teachers. Not so long ago you might have found yourself in a restaurant with people smoking at the next table. And driving home after a few too many drinks down the pub was the norm. All of these are almost unthinkable now.

Although there are some things that seem to be sewn into the fabric of our damp souls, we in Ireland do culture change well. That’s one of the strengths of this country. We are willing to learn new behaviours, adopt new attitudes, change our perspective.

I have huge hopes for the reduction in speed limits on our urban areas and rural roads. We probably all instinctively know that 80kph is not the appropriate speed to travel on those narrow, bendy roads with limited visibility. We know this yet we are sometimes confused by the signs we see as we enter such a road environment – the 80kph speed limit standing proud. Somewhere in our brain we think maybe it is ok. Yet the collision rates and road death statistics tell a very different story. In 2022 73% of road fatalities occurred on a rural road[iii]. This is not acceptable. The numbers of road deaths in any rural or urban area are not acceptable.

The speed reductions are not the answer, of course. As with many complex problems there is no one answer. But this is one huge step towards creating a very different kind of public space.

Some years ago, as part of the ‘Vision for Cycling in Rural Ireland’[iv], the Rural Cycling Collective called for changes on our rural L roads, our “Rothar Roads” as we call them. We know that in many road and street environments we need new infrastructure to create safe, segregated spaces for people on bicycles. We also know that the creation of segregated spaces on our narrow rural roads is often not feasible. Yet we also know those same rural roads already create an almost perfect cycling network.

So often these L roads have low motor traffic volumes, have smooth running surfaces, are often lined with beautiful bio-diverse hedgerows and crucially already connect us to where we want to go. What makes them less than perfect is the culture of driving – inappropriate speeds, particularly on blind bends, overtaking without allowing for safe passing distances, driving with the assumption there will be no one else on the road.

The proposed speed reductions are, I believe, the start of a new culture of driving in Ireland. The start of the creation of an environment where people walking and cycling on our rural roads really are ‘expected and respected’.

And I say this, not just as an optimist but as someone who has observed so many changes in our culture over the years.

I know we can do this.

[i] https://ecf.com/projects/velo-city

[ii] Rothar-Roads_Discussion-Paper_April-2022_Cyclist.ie_040622-compressed.pdf

[iii] 13% rise in road deaths recorded in 2022 (rsa.ie)

[iv] What is Cyclist.ie’s Rural Vision? – Cyclist.ie – The Irish Cycling Advocacy Network

With thanks to Joan Swift, Sligo Cycling Campaign and Damien Ó Tuama, Cyclist.ie National Cycling Coordinator, for their inputs on an earlier draft.

Irish Posts

Cyclist.ie Meeting with An Garda Síochána Assistant Commissioner

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A delegation from Cyclist.ie was delighted to meet with An Garda Síochána Assistant Commissioner Paula Hilman and her staff earlier today (Wed 5th April 2023) in Dublin. Assistant Commissioner Hilman’s area of responsibility is Roads Policing and Community Engagement, so there was plenty for us to discuss.

The Cyclist.ie delegation comprised Neasa Bheilbigh (Chairperson of Cyclist.ie), Dave Tobin (Vice-Chair), Conor Cahill (Dublin Cycling Campaign) and Dr. Damien Ó Tuama (National Cycling Coordinator with Cyclist.ie and An Taisce), while the AGS team comprised the Assistant Commissioner, Jane Humphries (Chief Superintendent in the National Roads Policing Bureau), and Sergeant Sinéad Downey.  All are pictured below (bar Sergeant Downey).

Overall it was extremely valuable for Cyclist.ie to be able to share some of our members’ experiences of road danger issues such as close overtaking, illegal car parking on footpaths, and speeding which, collectively, lead to so many people not feeling safe cycling in Ireland – as reported, for example, by The Journal in this article (from 2018). We also began to discuss some of the interventions, policies and enforcement practices advanced in other jurisdictions where cycling levels are much higher and where more children travel to and from school on their own due to better quality infrastructure and enforcement practices. 

Additionally, we stressed how much the wider public benefits from more and more people cycling even if an individual does not cycle him or herself – with the benefits accruing from improved air quality, reduced congestion and less noise pollution. And at a population level, we know that physical activity like walking and cycling has been proven to reduce the risk of heart disease as well as cancer, and is recognised as having a positive effect on managing conditions like depression and Parkinson’s – as set out by the Irish Heart Foundation here. 

We wish to thank the Assistant Commissioner and her team for their time in meeting with Cyclist.ie and we look forward to continuing the conversations in the near future. Ultimately we look forward to helping to improve walking and cycling conditions for the benefit of everyone who currently cycles and those who would love to cycle but are dissuaded by the existing hostile conditions felt on streets and roads in communities and neighbourhoods throughout the country. 

We note here that this meeting with AGS follows on from a recent constructive meeting with senior personnel in the Road Safety Authority on the topic of cyclist safety. These engagements with state bodies are part of a wider suite of work, with much of it carried out behind the scenes, conducted by Cyclist.ie – all with the aim of “celebrating, advocating for, encouraging and enabling everyday cycling as a means of travel and as a way to secure many health, societal, economic and environmental gains, as well as it being an enjoyable activity in its own right” as per our mission statement.

Irish Posts

Removing and Replacing 80km/h Signs on Certain Rural Roads

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Like you, we have questioned the existence of 80km/h speed limit signs on many of our rural roads. And it turns out that guidance already exists to remove or replace many of them. 

We have put together a short document setting out what the guidance says, why we think this matters and what else we think should be done. 

We hope that this document might help in ensuring the guidance is followed across the country. 

Simply removing and replacing 80km/h signs is not the solution. We know that. 

But we also know that each of these small acts contributes to creating a safer and more attractive road environment for all. 

And that is, we believe, always worth doing. 

The document is available to read and download here.

And you can email Jo Sachs Eldridge on [email protected] if you want to help out on this topic or if you have any questions on it.  

Dublin, Irish Posts

Campaigners Address Road Safety Authority Conference

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Cyclist.ie supported advocates from the Love 30 campaign who addressed Ireland’s Road Safety Authority annual conference last Wednesday.

Mairéad Forsythe and Justin Fleming shared the final speaking slot of the day-long conference. They jointly made the case for having 30 km/h as the default speed limit for all of our towns, villages and urban areas. The theme of the conference was ‘Tackling Speeding – Risk Factors and Interventions’.

Rod King MBE, who has been a great supporter of the Love 30 campaign over the years, also spoke. Rod has played an instrumental role in empowering local communities in the UK to implement 30km/h speed zones. The UK version of the campaign is ‘20’s Plenty for Us’.

On enforcement, Minister of State for Transport Hildegarde Naughton opened the conference with the announcement of a doubling, that very night, of fines for speeding and many other offences such as using a mobile phone while driving. Before this, speeding attracted a minimal €80 fine. No graduated increases apply for higher speeds.

Among the other speakers, Dr Judy Fleiter, Global Manager with the Global Road Safety Partnership, discussed the motivations for speed choices on the road. Guro Ranes, Director of Road Traffic Safety, Norwegian Public Roads Administration talked about Norway’s approach in tackling speeding with a particular focus on graduated speeding. Fines for dangerous speeding there are much more realistic, but don’t take Finland’s approach of being linked to the offender’s income level.

Senior Gardaí also addressed the conference, describing new technologies now available to the Roads Policing corps such as speed guns for patrol cars linked to automatic number-plate recognition. It’s to be hoped these technologies will be rolled out quickly and used widely so we can catch up with international best practice, but a timeline for this wasn’t clear. The appallingly widespread offences of driving and parking in bus lanes and cycle lanes were not addressed, and unfortunately question time didn’t allow for queries on this. It’s something the Campaign will work hard on in the coming year. Addressing car-dominated viewpoints that fail to prioritise the needs of vulnerable road users – never mind the environment – in official circles and culture is a high priority.

Closing the day, RSA Director Michael Rowland welcomed the Love 30 proposals and indicated that the Authority would support a national default 30 km/h limit. Needless to say we’ll be tracking whether RSA backs up these words with actions.

For more on campaigns for lower and safer speed limits in built-up areas, see:

https://www.love30.ie/
https://www.20splenty.org/

Irish Posts

Cyclist.ie Demands an Immediate Response to Deaths and Serious Injuries on Rural Roads

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The provisional figures published on the 26th of July 2021 by The Road Safety Authority (RSA) identify several worrying trends on the country’s roads. The review shows that from 1 January to 15 July, 2021, 65 people died on Irish roads in 60 collisions with a further 406 people were seriously injured. [1]

Speaking on behalf of Cyclist.ie – the Irish Cycling Advocacy Network, Colm Ryder, Chairperson said:

“We welcome the publication of this report but are extremely concerned that safety on our rural roads is in severe decline. The RSA statistics identify a 13 percentage point increase in the proportion of the fatalities occurring in rural areas, as against urban areas. In 2020, 69% of fatalities (corresponding to 51 deaths) occurred in rural areas, while in 2021, 82% of fatalities (corresponding to 53 deaths). It’s an unacceptable trend for rural Ireland and one which demands a strong response from government bodies and local authorities responsible for roads, transport and mobility.”

Of particular concern is that school finishing time has been highlighted as being the most dangerous time of the day on the nation’s roads. The time between 12pm to 4pm was the period within which accounted for 31% of fatalities to date this year. Ireland’s statistics documenting the number of children cycling to school continues to show a worrying downward trend. Since 1986, the number of girls cycling to school in Ireland has fallen from 19,000. At present, only one in 250 girls cycle to school in Ireland each day. Just 694 secondary school girls in Ireland cycled to school as per the most recent census data. [2] 

The Department of Transport has announced funding to implement its Safe Routes to School Programme. The aim of the pilot programme is to assess routes to schools, selected by An Taisce Green Schools, and implement changes which would enable safe cycling and walking [3]. Speaking on behalf of the  Cyclist.ie Rural Cycling Collective, Anluan Dunne said: 

“The pilot scheme to create safe routes to school shouldn’t be needed. Like the amazing cycle buses, such programmes are only needed because we have a legacy of poor design and even poorer priorities. I believe there is a growing acceptance that we have collectively made the wrong choices and now we need a concerted effort to rectify this. Specifically, we need less cars on our roads, increased enforcement of traffic law and severe penalties for people who endanger vulnerable road users such as children cycling to or from school.”

Driver behaviour was highlighted by the RSA survey and by senior Gardaí as being the most impactful factor impacting the statistics. Mr Sam Waide, Chief Executive, Road Safety Authority said:

“Our own research is telling us that one factor behind this is a deterioration in road user behaviour. The Driver Attitudes & Behaviour Survey  which we conducted late last year revealed more drivers admitting to speeding in 50km and 100km speed zones. It also showed an increase in motorists texting while driving plus driving while fatigued and nodding off while behind the wheel.”[4]

Cyclist.ie are calling for a zero-tolerance approach to road safety and an increase in penalties for drivers. An Garda Síochána issued 181,263 Fixed Charge Notices to motorists for speeding with detections continuing to rise across 2021. Cyclist.ie has also called for new infrastructure, such as fixed speed cameras and an online traffic offence portal, to be employed to make enforcement more effective. 

Neasa Bheilbigh, Vice-Chairperson of Cyclist.ie stated: 

“Clearly the current penalties and detection rates are insufficient. We need widespread deployment of fixed speed cameras, an online submission portal for traffic offences and new technology to detect motorists utilising mobile phones while driving. In addition, we need to see plans to reduce the number of car journeys taken in Ireland, particularly where viable alternatives exist. We want to see a robust response from the Gardaí and other state organisations.”

For more information please contact:

Anluan Dunne
Member of the Cyclist.ie Executive Committee
Chairperson of Kerry Cycling Campaign, [email protected] 

References:

[1] Road Safety Authority Six Month Road Safety Review, Jan to July 15 of 2021, Presentation – Available here. 

[2] Get Ireland Cycling Strategy Framework (2018) – Available at this link. See Chapter 2 and Appendix II.   

[3] New Safe Routes to School Funding is Allocated

[4] Majority of road deaths occur on Rural Roads in 2021

Irish Posts

Dangerous Overtaking of Cyclists Legislation

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Cyclist.ie Statement

Up until today, drivers who overtook cyclists dangerously could be prosecuted under the general law regarding dangerous overtaking and be given a fine of €80 and three penalty points. Examples of dangerous overtaking (or ‘punishment passes’ as they are sometimes known) can be seen on the following video links, here and here.

Cyclist.ie welcomes the new regulation regarding the dangerous overtaking of cyclists announced today (11th November 2019) by Shane Ross, Minister for Transport, Tourism and Sport. Under the new regulation, drivers will incur a penalty of a maximum of €120 for the dangerous overtaking of a person on a bicycle. There will be no increase in the number of penalty points awarded under the new law as this would require primary legislation.

Cyclist.ie is cautiously optimistic that there will be serious and systematic enforcement of the new regulations by An Garda Síochána. The impact the new laws will have on driver behaviour is critically linked with the enforcement regime to be employed by the Gardaí.

We are hopeful that with additional promotion of safe overtaking practice by the Road Safety Authority and other state bodies – and an active enforcement regime – that people cycling on the roads are given much greater overtaking distances by people driving, and that a normal and safe culture of cycling to and from school (especially) can be re-established.

Enormous credit for the introduction of this law is due to campaigner Phil Skelton from Safe Cycling Ireland, a member group of Cyclist.ie – the Irish Cycling Advocacy Network. He has worked consistently and tirelessly on this issue for over six years, following the deaths of two cyclists in Wexford as a result of collisions with cars moving in the same direction as them. Speaking to Irish Cycle, Phil Skelton said: “This legislation sends a clear unambiguous signal to drivers that cyclists have a legitimate right to the road and recognises cyclists as legitimate road users.”

Cyclist.ie is conscious that already in 2019, nine people lost their lives while cycling. This regulation is but one element of a wider tool box of interventions to completely change cycling conditions on Irish roads. Other crucial elements include the roll-out of 30km/hr zones in all built-up areas, the construction of high quality and segregated cycling infrastructure and making all of the most hostile junctions in the country safe for people of all ages and abilities on bicycles.

Cyclist.ie will be posting a more detailed response to the new legislation after we have had a chance to scrutinise it.