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.
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.
The Irish Cycling Campaign’s initiative to prohibit or reduce fossil fuel advertising has moved forward a significant step with today’s Earth Day promotion by Paul Murphy TD of his Bill.
Deputy Murphy’s Bill was initially published last month. It seeks to prohibit the advertising of any fossil fuels, and any land vehicle or aircraft using fossil fuel. The way our transport system is skewed towards the use of cars, the dominance of our roads by car use, and the huge health detriments of our sedentary lifestyle and chronic car dependence are all worsened by advertising.
To quote Deputy Murphy, ‘Once you start to notice it, it is striking just how much car advertising there is: how many advertisements you see on TV are for cars; how many billboards are for car advertisements; and how much sponsorship of popular TV programmes, such as “The Late Late Show”, is from car manufacturers. There is evidence this has a direct link to the lack of media coverage of climate change, a topic, for example, that “The Late Late Show” has barely covered in all its years of showcasing shiny new cars. Last year in Ireland the number of new fossil-fuelled cars increased by 10% to more than 99,000’.
So some restriction on the ability of the motor industry to spend tens of millions in the Irish market would bring huge benefits to society. Action is long overdue.
The Bill’s already passed the first stage in the Oireachtas and received significant news coverage, such as the following:
Attending the press release at Buswells Hotel today was (centre of photograph) the Campaign’s Board Member Mary Sinnott, who worked to bring the issue to the attention of Deputy Murphy and team, filmmaker and activist Peadar King and Dr. Seán Owens, whose campaigning work focusses on the devastating effects of climate change on public health. Deputy Bríd Smith is on the far left, beside Deputy Murphy.
We understand that Sinn Féin also have a Bill, promoted by Senator Lynn Boylan aimed at restricting fossil fuel lobbying and (as an apolitical advocacy group) the Campaign will be glad to work with any body seeking to improve our transport choices, improve road safety, reduce air and noise pollution, and of course to limit climate change.
Reflecting on the Bill, Mary told the press conference,
‘Irish road transportation contributes 94% of transport-related greenhouse gases.Restricting fossil fuel product advertising will rebalance consumer choice towards sustainable modes of transport. It will reflect our national commitment to reduce our CO2 emissions by 2030, and to phase them out by 2050. Those committments we are already behind on.’
Mary quoted the poem “Begin” by Brendan Kenneally:
Though we live in a world that dreams of ending that always seems about to give in something that will not acknowledge conclusion insists that we forever begin
We made an in-depth submission on the Climate Action Plan 2024 today, calling for continued investment in active travel, quicker roll-out of urgently needed protected, connected cycle tracks.
We pointed out that it’s not only our cities that matter; our towns should be focusses of active travel too. Local Authorities each now have to make an Action Plan, and we urged the Department to keep an eye on their quality – our Navan colleagues have found serious flaws in the Meath County Council version.
And we reminded the Department of the Environment, Climate and Communications that joined-up thinking is crucial when building new rail stations, bus stops and transport hubs. More cycle parking! And less car-focussed development and giant SUVs!
Here’s the text of our full submission:
Introduction
The Irish Cycling Campaign (formerly Cyclist.ie, the Irish Cycling Advocacy Network-ICAN), is the federation 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 delighted to submit our observations on this vital and necessary plan. Our comments relate generally to specific Chapters 9 (Citizen Engagement) and 15 (Transport) within the Climate Action Plan 2024.
We set out general comments initially, then our responses regarding Chapters 9 and 15 to the questions posed in the Public Consultation Summary Document (red text), finally including some brief comments on Chapters 11 and 19 regarding local authorities.
2 General Comments
The Irish Cycling Campaign welcomes the updating of the Transport Appraisal Framework (TAF) to take account of Climate Change.
We welcome the statement that interventions under the Sustainable Mobility Policy include supporting a shift to active travel and public transport, including the reallocation of road space;
We welcome the proposed publication of a Demand Management Strategy
We welcome the proposal to amend legislation to extend the remit of the NTA to the 5 cities but think this does not go far enough, Page 268 of the CAP states “This will bring a coherent approach consistent with the Climate Action Plan objectives for transport” But why aim for consistency just in the 5 cities. Should not residents of Letterkenny, Tralee, Wexford, Drogheda, Navan, Sligo, Castlebar or Portlaoise etc be treated in the same way as residents in the cities?
We are disappointed that the Citizen Engagement chapter omits mention of Environmental NGOs and of PPNs as Stakeholder groups who should be an integral part of the consultation process given their expertise and outreach into communities. PPNs are mentioned in the context of Climate Conversation workshops only and NGOs in the context of global outreach. Both groups need to be at the table.
3 Specific Comments on the Shift Sector of Chapter 15
Ref 15.2.4.1 Active Travel Infrastructure and Accessibility Work Programme
Cycle Connects and The National Cycling Network are both welcome initiatives and we recognise this vast work programme will take many years and considerable resources to implement. However, these initiatives unfortunately still leave many communities unserved by cycle infrastructure including safe routes to school. SRTS is also mentioned as a priority in this section and we strongly urge the Departments of Transport, Climate Action, and Housing to consider ways in which measures can be taken to enable all communities to avail of safe walking and cycling infrastructure including safe routes to school. Dedicated walking or cycling infrastructure should be prioritised, where possible, including cycle lanes adjoining roads, cycle paths alongside waterways and re-allocation of road space to cycling and active travel. Where this is not possible, measures such as traffic calming, reducing speed limits, and developing the Rothar Road concept should be employed.
We welcome the recognition that the growing number of electric bicycles (E Bikes) means positive changes to the potential for modal shift become viable, but safe routes are the other essential requirement for this to happen.
BusConnects
We welcome the CAP’s support for the BusConnects scheme, particularly the 50% increase in services proposed in Cork. The BusConnects corridors, if constructed as planned, will provide a step-change in the quality and extent of cycle infrastructure, while improving walking facilities significantly (e.g. crossings across all arms of a crossroads, rather than 2 or 3 out of 4). A protected, connected cycle network – as planned by BusConnects for inner Dublin, for instance – has the potential to encourage a rapid and significant growth in cycle traffic: a step-change which could potentially become a tipping point in transforming Ireland’s transport culture.
Rapid social acceptance of cycling as a normal, daily travel mode is possible, in the same manner as attitudes to plastic bag use and workplace smoking changed rapidly, given rapid roll-out of infrastructure and good leadership. The communications and storytelling approach outlined in the CCCC and Chapter 9 will assist this cultural change. Ongoing social and behavioural research is crucial.
Opposition to BusConnects, often rooted in misinformation and micro-local concerns and sometimes touted by elected representatives, must be addressed and confronted by the NTA and local authorities, now that several of the required planning permissions have been granted and construction is imminent. The strengthened social contract dealt with in Chapter 9 is critical. Loss of street-side parking privileges, for example,, balanced against the common good of on-time bus services, must be put into accurate perspective.
However our reviews of BusConnects corridor plans, in the process of making many submissions during the various consultation phases, show that BusConnects infrastructure plans require improvements:
Cycle tracks often too narrow;
Junction designs (conflicts between motor vehicles and people on bicycles are made more likely than necessary by the designs/ traffic light phasing);
Compromise of designs for public and active travel at many locations, in order to maintain car traffic flows;
Failure to account for the real potential health benefits of modal shift, e.g. by using World Health Organisations’ HEAT methodology.
These issues must be addressed in detailed design. Thus, we would submit that the CAP should specifically endorse the standards set out in the National Cycle Design Manual, over and above the mention on p. 272.
Additionally, CAP should recommend revision of Transport Appraisal Frameworks e.g. National Investment Framework for Transport Infrastructure, to include HEAT or equal methodology: Human health impacts of transport are not only from vibration/ pollution/ access to services (as appraised in current practice) but also – and far more significantly – from access to or preclusion from active travel. Active travel facilitated by good cycle tracks, quality walking environments and linkages with public transport, can engender daily, habitual physical activity. Significant mental and physical benefits are known to result. Conversely projects that facilitate or enable motor dependence often worsen the environment for walking and cycling, thus denying opportunities for exercise. CAP is in a position to leverage health benefits for GHG abatement by addressing how projects are appraised and prioritised.
Ref 15.2.4.2: Major Public Transport Infrastructure Programme:
” Public transport projects will ensure quality active travel access and cycle parking for passengers”.
We suggest that this measure should not just apply to major new projects but to smaller projects such as bus shelters and include retrofitting of existing infrastructure. Connecting Ireland does not appear to be incorporating cycle parking in its enhanced services.
Rail
Facilities for combining bicycle/wheelchair/pram users and train travel should be improved through lifts at train stations which are long enough for non-standard bicycles and mobility aids, or providing other means for these vehicles to easily change platforms. Latency in lift capacity, i.e. additional provision to cater for breakdowns, should be built into station design.
Cycle parking at stations must be in compliance with development plan requirements and best practice. Neither Dublin MetroLink nor Dart + West projects, for example, have been designed with adequate cycle parking spaces, compared to local authority standards. Inadequate cargo bike/ disability trike/ non-standard cycle provision is shown on plans.
When procuring train carriages and buses, design of the train carriage or bus should include space which can be used by bicycles/wheelchairs/prams or seated passengers through fold-up/down seats, and straps for securing the bicycle when the seats are folded up. Embarking or disembarking with a bicycle/ wheelchair/ pram should be facilitated by ensuring there is not a large step up/down to embark/disembark.
If bicycles are allowed on particular train carriages within a train but not other carriages, this should be very clearly marked on the side of the relevant carriages so cyclists can easily find the carriage to enter.
Bus and bike
For buses, a rack on the back of the bus, or space in the hold of the bus, can be alternatives.
Secure parking facilities for bicycles, and availability of public shared bicycle schemes at train stations and bus stops, should be prioritised. A mix of parking provision is necessary, in some cases a simple Sheffield stand may suffice, in others more secure supervised indoor parking or secure bicycle cages/lockers may be necessary
Consistency of access for all wheeled modes to all public transport should be built into the Plan.
For overseas travel via ferry, cyclists should be offered the same choice of ferry routes and timetable as motorists are offered, and the same or lower prices based on the lower weight involved.
Omission from Shift Proposals: Transport and Sustainable Tourism
The preceding comments on integrating cycling with public transport were focussed on the needs of people who cycle for transport but could equally be applied to Cycling Tourism. We are surprised that the only reference to the promotion of Sustainable Tourism in the main CAP24 doc or in the Annex of Actions occurs in the chapter on a Just Transition for the Midlands. A major focus on the Midlands is entirely justified given the job losses arising from the cessation of exploitation of the bogs for production of electricity and fuel. Actions such as regenerative tourism, the development of walking and cycling trails and the decarbonisation of the bus fleet are laudable and welcome.
However, we would like to propose that the Departments of Climate and Transport engage with the Department of Tourism and with Local Authorities and bring the same imaginative thinking on regenerative tourism to bear on sustainable transport projects countrywide. We have already seen a significant expansion in rural bus services and we have seen many walking and cycling trails developed under ORIS, Community Recognition and other funding streams. What we have not seen is some joined up thinking and effective marketing to encourage tourists to avail of these new services and to access local walking routes.
The Midlands undoubtedly attracts fewer tourists than the Wild Atlantic Way but much of the tourism to the WAW is car and coach intensive and causes congestion on narrow roads.
We think a section on regenerative tourism on a national footing would be a worthwhile addition to the CAP. The aim should be to highlight and promote routes and itineraries which integrate different modes of transport, walking, cycling, train, bus. Maximum use should be made of the expanding network of Greenways.
For illustrative purposes we will look at an example from County Clare. At the moment it is difficult for someone based in Ennis to plan a day out in North Clare to visit some of the sights and get reliable information on bus stop locations and timetables as well as walking routes and cycling options. For example it is possible to take the bus from Ennis to the start of a walking trail, complete a walk on that trail in one direction and link up with a bus back at the end of this trail but information on the bus services is not integrated, eg 350 bus from Ennis to Fanore, walk to Ballyvaughan,local link bus from Ballyvaughan to Ennistymon and 350 from Ennistymon back to Ennis.
The TFI Live app could be an amazing resource if it was populated with all the Local Link information and if it was marketed effectively. All popular visitor destinations whether Walks, OPW sites, Historic Houses and Castles, Farm Attractions should be requested to display options for access by Sustainable Transport where such is possible. Bus companies should make their timetables widely available.
4 Responses to Summary Document Questions
1. What do you think are the key challenges/risks to delivering the measures/actions set out in the Plan?
We agree with the statement in the Climate Plan (p247) which follows on the acknowledgement that transport emissions increased in 2021 and 2022 that “Decoupling the direct correlation between transport emissions and wider social and economic activity thus forms the fundamental challenge for the sector” Decoupling is extra challenging at a time when the population is increasing.
The shortage of student accommodation means that many 3rd Level students must commute long distances daily
Construction inflation is a major issue for delivery of transport projects.
If we are to meet our 2030 targets we need people to switch modes now, but many major public transport and active travel projects are still at the early planning stages
There is a sense in which some Local Authorities are citing National Policy re Sustainable Transport but not treating the necessary implementation plans with sufficient urgency. Local Authorities have now completed their own Climate Action Plans and submitted them to the DECC but there appears to be huge variance in the sustainable transport measures and targets (e.g. Meath, as noted above).
With respect to Active Travel, the original announcement in January 2021 about the setting up of Active Travel Teams stated “The new staff will be dedicated to delivering and promoting active travel in Ireland and will work across design, communication/community liaison and construction oversight functions.”However, outside of the cities, as far as the Irish Cycling Campaign can ascertain, Active Travel Teams comprise almost exclusively engineers with some technicians or administration personnel. This means that the teams do not have the expertise for the essential work of communicating with communities and “selling” sustainable schemes. It also means schemes may not be optimal in terms of enhancing liveability. Our experience is that Local Authorities are still falling back on online consultations as their main means of community engagement and this is unlikely to result in community buy-in.
2. Are there additional supporting actions that could be taken in 2024 to address or mitigate any identified challenges or risks to implementation?
Inflation proofing: It may not happen in 2024 but it is essential that the next PfG introduces a clause that funding for sustainable and active travel will be capped as a percentage of each year’s land transport budget and not as is currently the case as a % of the budget for the first year the current government takes office, as happened in 2020. €350 m annually represented exponential progress at the time but unfortunately it was insufficient to absorb shocks like the Pandemic and the War in Ukraine.
Active Travel Teams: We urge the Government to recognise that while engineers are essential for the delivery of AT schemes, engineer only teams lack some of the skills needed for successful roll-out and ‘selling’ of active travel projects. Areas outside the cities need multi-disciplinary teams just as much as their city counterparts. Clearly it would not be feasible to appoint large teams to each county but architects, planners, public liaison officers, could be shared between counties, possibly via the existing local Regional Design Offices. There are already many examples of local authority shared services and there are cooperation mechanisms in place via the Regional Assemblies.
Now that the Department should have received copies of their LACAPs from every Local Authority we suggest it would be a useful exercise to highlight examples of best practice of SMART measures and ask the more progressive authorities to share their thinking via CPD, podcasts, social media etc. It would be important to have a variety of exemplars that could be replicated by smaller, as well as larger, better resourced, areas.
Inclusion of the Irish Cycling Campaign in the relevant sections of the Annex of Actions and Citizen engagement as a key stakeholder in supporting the design and delivery of Active Travel infrastructure and a key facilitator of encouraging modal shift to cycling.
Irish Cycling Campaign should be included as a key stakeholder in the National Dialogue on Climate Action.and the National Climate Stakeholder Forum. According to Chapter 9, the Forum comprises Government, Departments, Local Authorities, Public Sector Bodies, national organisations, academics, representative bodies, voluntary organisations, and community groups but the Irish Cycling Campaign has not been invited in its own right.
Here is why the Irish Cycling Campaign should be added:
Electrification of the private car fleet is invested with doing a lot of the heavy lifting in meeting emissions targets but it is unlikely they will be met by 2030.
Major Public Transport projects, while welcome and necessary, will not be complete by 2030 either.
It is more important than ever that Active Travel is prioritised and the roll-out of infrastructure is accelerated. Funding of projects and of well resourced Active Travel Teams is essential but it would be foolish to discount the experience of people such as the advocate members of the Irish Cycling Campaign, who already engage with local and national officials, and in the everyday cycling to school, college, work, leisure activities that the Climate Plan and the Sustainable Mobility Policy wish to expand.
3. Do you have any specific suggestions on how the implementation of measures/actions in the Plan should take account of the four principles of Ireland’s Just Transition Policy Framework (as set out in Chapter 7 of Climate Action Plan 2024)?
The Just Transition section of the Transport Chapter already recognises the need to tweak the balance of avoid/ shift/ improve depending on the capacity of communities to absorb the proposed changes.
4. Are there any specific improvements that could be applied to the Plan in general, or to specific measures/actions or chapters in the Plan?
Annex of Actions (p67) SHIFT Public Transport Services and Escort to Education Journeys: TR/24/16/TG Connecting Ireland In our view this excellent initiative merits a further degree of joined up thinking. Connecting Ireland has already made phenomenal progress in providing bus services in rural areas. It is truly remarkable that communities who had only one daily bus service now have up to 9 services including early morning and late night services. In other areas hourly bus services have become half hourly again with early and late services. Increased services and reduced fares are game-changers. The plan is only at the half-way stage so progress in rolling out services will continue. However in our view two further changes should be implemented at the same time as services are being improved.
There needs to be a major acceleration in the programme for the provision of bus shelters in both rural and urban areas. From the emissions reduction point of view Connecting Ireland will only be successful if it brings about a modal shift. Current bus users will appreciate the lower fares and extra services but in terms of achieving the substantial reduction in kilometres driven mandated by the Climate Action Plan, people who currently choose to drive need to be persuaded to take the bus instead. For example, surveys undertaken by Sligo PPN and Sligo Comhairle na nÓg cite the lack of bus shelters as a major deterrent to choosing to travel by bus.
The second related issue is that the take-up of bus services is hugely dependent on their perceived reliability. Two issues related to reliability, i.e. a shortage of drivers and a shortage of buses are being addressed. However a third issue; the extension of the LA winter gritting programme to cover routes used by local link services requires DECC and DT to liaise with DEHLG, and of course will require a larger winter maintenance budget. The very nature of Local Link services means they use Local Roads for part of their routes and these roads are currently not included in the winter maintenance programme. Gritted roads means that on days when there is frost the service is often cancelled or curtailed, and this unreliable. This leaves people unable to get to work or to appointments and is the last thing that should be happening if the policy is to encourage a move from car-dependency to sustainable transport. Gritting of roads used by Local Link services could be regarded as a just transition measure.
Active Travel: TR/24/15(TF) SMP Pathfinder: Accelerate implementation of Safe Routes to School Programme: It is welcome that it is planned to identify additional phase 3 schools and bring them into the SRTS Programme but a more basic step also needs to be taken. The CAP makes reference to whole of government collaboration and in Chapter19 to the essential role of Local Authorities in achieving our emissions reduction targets. In this context it is almost incredible to read on https://irishcycle.com/ this morning about a brand-new school which the Department of Education and Mayo County Council has allowed to be built without provision being made for active travel access. https://irishcycle.com/2024/04/04/a-new-school-at-the-edge-of-town-is-opening-on-an-80km-h-road-with-no-footpath-or-crossing/. SRTS involves retrofitting walking and cycling infrastructure at existing schools. The idea that in 2024 one is permitted to build a new school and retrofit active travel at some later date is unacceptable.
Smart, Shared and Integrated Mobility: TR/24/17(TF)Development and publication of Policy Statement on Mobility Hubs
15.2.4.4 (p277) of the Plan is about mobility hubs. It states, ” it is intended that the NTA will go to tender in 2024 for the staged commencement of services across the 5 Cities.” and also, “Policy underpinning the approach to shared mobility and mobility hubs on a national basis will be advanced in 2024 with plans to develop a Policy Statement on Mobility Hubs in the third quarter of 2024”.
Proposals for mobility hubs already feature in some draft town transport plans as part of County Development Plans so it is important they are not seen as merely being for cities. Pilot hubs need to be established in urban centres of different population sizes.
TR/24/18(TF) Rollout of expanded Regional Bike sharing schemes in Limerick, Cork, Waterford and Galway, including enhanced e-bike provision. This is a welcome development but our understanding is there are problems with the maintenance of the current fixed station bike-share schemes in the regional cities, so merely adding a greater variety of bikes without ensuring the stations and bikes are well maintained will not lead to greater take-up. In some of our cities, one-way systems make bike routes circuitous and unattractive so local authorities need to be encouraged to provide for more contra-flow routes.
5 Chapter 19: Local Authorities Climate Action Plans (LACAPs): Need for Enhanced Guidance:
5.1Consistency of Guidance and Assessment While we welcome the statement that “A monitoring and reporting system for the LACAPs will be developed and best practice examples of LACAPs will be identified and disseminated across the sector through peer-to-peer engagement”, we are concerned that the statement, “Local authorities can take their own approach to the style and structure of the LACAP but it must be aligned with the key principles set out in the statutory guidelines; ambitious, action-focused, evidence-based, participative and transparent” has led to inconsistencies across the system and less than robust targets for sustainable transport.
The current guidelines for Local Authorities are vaguely-worded and contain optional phrasing such as “should” and “could”. In practice, this allows for unsatisfactory plans by Local Authorities, as the guidelines can be argued to have been followed. We would like to see more specific guidance so that local authority plans can be objectively assessed as having met or not met the guidelines.
An example of the outcome of this is that our Meath sub-group, Navan Cycling Initiative, have found the Meath County Council Climate Action Plan to have very few measurable and scheduled targets for the development of active travel, for instance having no annual targets for rapid-build cycle infrastructure, and no specified, measurable, timed actions set out regarding speed limit reductions.
We note that one of the actions listed in the Citizen Engagement chapter of the CAP is “Delivering robust systems to measure climate action at all levels”.
Measurement of climate action through citizen engagement will only be possible if measurement metrics are in place to start with. Having read the transport section of several LACAPs we note a distinct absence of robust measure/monitoring systems for active travel in many of them.
5.2Clarify Consequences for Local Authorities for failure to meet Targets While the emissions targets are statutory, the consequences for Local Authorities failing to meet these targets are entirely unclear. The targets are therefore being prioritised alongside every other KPI (e.g. NOAC KPIs). Clarifying consequences if any will allow Local Authorities to prioritise appropriately.
6 Spatial and planning policy (Chapter 11):
Local authorities are continuing to permit low-density and one-off, car-dependent housing developments on the periphery of towns and cities. Such planning denies access to healthy active travel.
We would support accessible, medium-density, mixed use neighbourhoods and the 15-minute city concept. We support Chapter 11’s section 2.3 and its reference to the National Planning Framework, particularly National Policy Objective 53, in seeking to minimise car-dependent new housing. We submit that the Climate Action Plan 2024 should include an Action strengthening its support for this Objective and highlighting its importance.
7 Summary/Conclusion
In summary; the Irish Cycling Campaign welcomes many aspects of CAP 24 and is cognisant of the work being undertaken by both the Department of Environment Climate and Communications and the Department of Transport to move us from car dependency and high emissions to a more sustainable means of transport with reduced emissions. We are happy with the Sustainable Mobility Policy, the proposed Demand Management Strategy, the Avoid Shift Improve approach, the expansion of Bike Share schemes, the concept of Mobility Hubs and the proposals for a Citizen Engagement strategy. We welcome Cycle Connects and the National Cycling Network Plans.
We feel the Plan would be improved by having a more robust integrated strategy for multi-modal transport, by accelerating the roll-out of the bus shelter programme and by expanding the Local Authority Winter Maintenance Programme to include bus routes served by Local Link.
In recognition of the volume of carbon emissions generated by the tourism sector and mindful of the benefits of sustainable tourism to rural communities, we would like to see a section on Transport and Tourism added to the Plan
We are concerned that the Department’s current strategy for engagement with stakeholders excludes groups such as the Irish Cycling Campaign and does not include environmental NGOs such as An Taisce or PPNs except in a minor way. We would like to see this change.
We are also concerned with the variation we have observed in LA CAPs re the measurement and monitoring of sustainable transport targets and feel guidance for LAs needs to be more robust.
We are disappointed no start date is mentioned for the commencement of the proposed Smart and Sustainable Mobility Accelerator Project. This project featured in CAP23 but appears not to be on target. Meanwhile LAs are going ahead with projects without the relevant training.
We strongly urge the creation of Regional Active Travel Teams so as to incorporate the genuine multi-disciplinary skills that are available to larger city teams.
Elaine Baker from the Cycling Cloughjordan group in County Tipperary is taking a stand about the issue of Irish Ferries not allowing push bikes on the Pembroke to Rosslare ferry, despite allowing motorbikes and motorized vehicles on board. Cycling Cloughjordan is part of the Irish Cycling Campaign organisation.
In her series of video blog posts, filmed on Sat 17 to Sun 18 February 2024, she tracks her experience of trying to bring her folding bicycle on board the service from Pembroke having been visiting friends in South Wales, with a view to sailing into Rosslare and then travelling on back home to County Tipperary.
In this first video, filmed en route by bus to Pembroke, she explains her rationale for wanting to take the direct ferry to Rosslare – and thus avoiding the much more carbon intensive mode of flying.
In the next video, she reports on the refusal of the company to let her on board with her bicycle – despite there being no good reason for the rule itself.
In the third third video here, filmed at 2.30am on a wet morning, she elaborates on the absence of any logic in allowing motorbikes on board the ferry but not allowing bikes without motors on board. Despite spending several hours at the ferry port talking to many different staff members, she was offered no sensible reason for why push bikes were not allowed on the ferry.
And in this forth video, filmed with the early morning birds audible in the background and after she was asked by staff to leave the dark and fairly desolate area, she observes the ferry she was supposed to be on leaving the ferry port with motorbikes on board.
At the time of posting this article here, Elaine was en route to Holyhead in North Wales – which is quite a circuitous route by train from Pembroke.
Two updates further on Elaine’s journey – video #5 here and video #6 here, both from Holyhead port at around 5.30pm and 6pm respectively. In these videos (screen shot below), Elaine highlights that one of the two sailings from Holyhead around 8pm / 8.30pm would be taking foot passengers and cyclists, whereas the other one wouldn’t be.
At the time of updating this article (8.30pm on Sunday night), Elaine should have left Holyhead and be en route to Dublin Port…… after a very long and circuitous journey.
Elaine and Irish Cycling Campaign would like to make it a condition of the licences issued to ferry companies that any ferry which carries passengers who travel with a car or motorcycle should also be mandated to carry people on bikes and foot passengers. They can put limits on the total number of passengers of course and the total weight / size of vehicles, but they should not be allowed to carry larger vehicles but not the smaller ones.
Irish Cycling Campaign is fully behind Elaine’s activism on this issue. If we want to encourage less carbon intensive travel and therefore less flying, it should be safe, easy and permissible to take bikes on ferries and to continue journeys by bike and rail, or bike and bus.
We will add further updates to this story in due course.
More at:
My very negative experience of Irish Ferries discrimination against cyclists, in this video log https://t.co/hZGTKpK8m0 (after a lovely few days with friends in South Wales)
As Cyclist.ie has called for throughout its campaigning history, we need bold action to promote walking and cycling as part of the process of decarbonising our transport systems.
As COP28 takes place in Dubai, Cyclist.ie is proud to be joining hundreds of NGOs in signing a joint letter from The Partnership for Active Travel and Health to call on world leaders to promote active travel in facing the climate crisis – but we need more to join our open call!
Active travel delivers more than any other transport mode when it comes to sustainable development and climate action. If more people were enabled to walk and cycle safely, it could reduce transport emissions by as much as 50%!
Yet, the recent PATH report on the climate plans of UNFCCC countries – see here – reveals that only eight countries have properly linked walking and cycling with their climate plans!
Last week, an alliance of health, medical, environmental and sustainable transport advocates joined forces to call for the urgent implementation of BusConnects, the Government’s plan to improve public transport, cycling and walking, and reduce carbon emissions in Ireland’s major urban centres.
The press release circulated for the event (on 23 August 2023) can be read below, and a summary of the extensive media coverage that ensued on the back of the press event can be read here.
Members of the alliance include the Irish Heart Foundation, the Irish College of General Practitioners, Irish Doctors for the Environment, Royal College of Physicians, the Irish Pedestrian Network and Cyclist.ie, the national cycling advocacy network. At the launch in Dr Steeven’s Hospital on Wed 23rd August, Dr. Sean Owens of the Irish College of General Practitioners said, “BusConnects will provide more reliable, punctual bus services, better footpath and crossing facilities for pedestrians, and joined-up bike lanes across Dublin and other cities. Regular physical activity has been found to be one of the most sustainable ways of improving health. Designing a transport system that builds in some level of exercise, whether that be a 10 min walk at either end of a bus journey or a cycle to work or school, is the easiest way of achieving this. Active travel projects will have significant public health benefits and we need our public representatives to stand up and support them.”
At recent public meetings in Cork and Dublin, political support for BusConnects was lukewarm at best. Projects are at risk of being delayed or watered down unnecessarily. It is vital that public representatives give their full backing to these projects so that their many health, environmental and public realm benefits can be realised as quickly as possible. Members of the Active Travel Coalition, established in 2021, share the goal of enabling people of all ages to have healthier choices in transport. Active travel is defined as any functional transport that involves physical exercise, such as walking or cycling, and includes the use of public transport.
BusConnects is a Government-led initiative to reorganise bus routes in five main cities and construct continuous bus lanes, connected cycle lanes and enhanced footpaths and crossings for pedestrians. Roisin Breen from the HSE’s Strategy and Research group added that “Supporting healthy behaviours from childhood through to healthy ageing is a key pillar of the HSE Healthy Ireland Plan for 2023-27. The plan calls for a shift towards a culture that places greater emphasis and value on prevention and keeping people well.
One of the key focus areas in the plan is on active living. BusConnects helps facilitate active living which will keep people healthier longer.
In addition The HSE Climate Action Strategy 2023-2050 includes action to enable transition to low carbon and active travel alternatives for people working in, visiting and using our services.” Buses are the backbone of our public transport so supporting an expanded and more effective bus system makes sense. In Dublin for example, buses carry more passengers than car, rail or Luas. Major rail projects take many years just to obtain planning permission, and cost many times what a bus lane would.
“Ireland has a transport problem, but more specifically a car problem”
…said Dr. Colm Byrne, consultant geriatrician and member of Irish Doctors for the Environment. “We rank only behind Cyprus as the most car-dependent country in the EU, with 76 per cent of people using a car as their daily transport, with even very short journeys done by car.”
According to Mark Murphy, advocacy officer with the Irish Heart Foundation, “30 minutes of moderate intensity activity, such as walking or cycling, five days a week, reduces your risk of developing heart disease and stroke, and contributes to overall improved levels of health”.
Cycling has immense pent-up demand, according to the Coalition, and cycle traffic would be greatly increased by BusConnects. “In Dublin, for example, roughly 25% of adults cycle one or more days per week. There is a further 21% who would cycle if they felt safer. The #1 reason given by people for not cycling is fear of sharing road space with motor traffic. With safe segregated cycling infrastructure therefore, we could almost double the numbers of adults cycling in Dublin. This is to not even consider the potential for growth in schoolkids cycling to school. Cycling can be an option for almost everyone if we design for it correctly. Segregated bike lanes will be delivered alongside the improved bus routes as part of BusConnects,” said David Timoney of Cyclist.ie.
Air pollution improvements, reduced congestion and addressing our carbon reduction commitments were cited by the Coalition as ‘co-benefits’ that improved bus, pedestrian and cycling facilities would bring. However the Coalition pointed out some issues with the plans. ”We’re aware of weaknesses in the designs, and we do acknowledge that the loss of private garden space and the inconvenience of losing habitual car park spaces are difficult for those affected,” said Timoney, “but we are convinced that BusConnects will bring such major benefits to the public good – improvements in peoples’ cardiovascular and respiratory health, even their sense of general wellbeing – that any losses will be far outweighed by the gains”.
Cyclist.ie is part of an incredibly exciting European Commission funded Erasmus+ project with themes of cycling promotion, social inclusion, intergenerational relationships and climate action – as we announced back in October 2022 after receiving the news of our application’s success.
The next LTT will take place in Azambuja in Portugal from Thu 12 to Tue 17 October 2023 with a wonderfully diverse programme of activities planned by the local partner organisation, Agrupamento de Escolas de Azambuja, and Cyclist.ie is looking for ambassadors to represent us on the trip. Broadly we are looking to form a small team (of around 4 or 5 persons) which will bring some new faces and some consistency to the project, and we invite active members of Cyclist.ie to apply to attend. The full costs of travel, accommodation, meals and activities are covered under the project fund.
We are asking you to send us a one page letter (say, 400 words max) explaining why you would like to apply to represent Cyclist.ie at this international LTT. We particularly welcome applications from (i) members of Cyclist.ie groups that have not yet taken part in the LTTs to date, and (ii) those in the 18-30 cohort (since Erasmus+ projects have a particular focus on younger adults).
Please send your letter to our National Cycling Coordinator at [email protected] by latest Monday 04 Sept 2023 (11.59pm!). Applications will be assessed by a team comprising members of the Cyclist.ie Executive Committee (plus, possibly, members of the Board of DCC CLG / Cyclist.ie). The criteria for assessing applications are set out in Appendix I below – these should guide you as you prepare your letter of application. The plan is for applications to be assessed and for successful candidates to be contacted in early September with a view to booking travel arrangements at the soonest possible date so as to keep costs down.
If you have any questions on any of the above, please email [email protected] by latest Mon 28 August and we will respond to all queries ASAP after this date.
Many thanks. The Cyclist.ie Executive Committee
Appendix I – Criteria for Assessing Applications for Partaking in the LTT trip to Azambuja in Portugal as an Ambassador for Cyclist.ie
Criterion
Details
Marks
1
Member of a Cyclist.ie Member Group
The current list of groups is here. Please confirm that you are a member of your local cycling advocacy group – and include a copy of a short email from your group Chairperson or Coordinator confirming that (i) you are a member of that group and (ii) your Chair / Coordinator supports your application for being an ambassador for Cyclist.ie on the LTT.
Mandatory
2
Active in your local group
Please describe in your letter of application what you have been active in within your own cycle campaigning / advocacy group, particularly over the last year. Extra marks for those who have been on the organising / Executive Committee of the local group and/or of Cyclist.ie.
35
3
Enthusiasm, experience working with younger groups and broader skills!
The Erasmus+ trips are very much convivial gatherings of diverse people, brought together under common themes. If you are especially sociable / easy to get along with, or perhaps you play an instrument or sing a song or do a dance, or have experience working with younger groups (maybe in outdoor settings), please let us know in your application! These softer ‘people skills’ are valued a lot in this project where it’s all about nurturing exchange between diverse groups.
35
4
Younger adults
Erasmus+ focuses particularly on the youth and younger adults (see here), so we are especially keen that within the Cyclist.ie delegation we have at least some members who are under 30 years of age. Let us know if you are under 30 (but also 18 years or over) – while noting that people of all ages are very welcome to apply! We are aiming to have a group of a mixture of ages representing us.
10
5
Language Skills
There are partners on the project from Spain, Portugal and Poland so it would be advantageous if you have (even basic) conversational Spanish, Portuguese or Polish. Please let us know in your application.
10
6
Organised / Can help out with some basic admin
Besides the trips themselves, there is an amount of admin support work to help to manage the project well – plus a need to post lively / informative web articles and blog posts. Let us know in your letter of application if you are prepared to help out with this and/or if you have experience writing articles of various types. You will receive guidance and training on this as needed / appropriate.
10
Additional Criterion to be used in assessing all applications collectively, after the initial individual assessment has been completed
7
Diversity
For this project, we are keen for the Cyclist.ie delegation to be diverse in every sense of the term. We are especially keen to have a good spread of active members of our network from all around the country, both urban and rural, with a good gender balance and mix of backgrounds. Do please tell us a bit about yourself in your application!
NOMINATIONS ARE OPEN! 17th – 21st July In recognition of all the charities who work tirelessly to support the Climate and Environment, Benefact Group are giving 10 charities £5,000 each in this limited-time special draw. All you need to do is nominate a charity whose core charitable purpose is to protect and conserve the natural environment and/or combat climate factors such as preventing global temperature increase. Click here to nominate us. Search for ‘Dublin Cycling Campaign CLG’
Transport Emissions Continue in the Wrong Direction – Urgent Pivots in Policy, Practice and the Sponsorship of Media Programs Needed
Cyclist.ie is incredibly concerned by the latest data released by the Environmental Protection Agency (EPA) that show transport as by far the worst performing sector in Irish society and the economy in terms of tackling its emissions.
The EPA’s data, as issued on 13 July 2023 (see [1] and [2] below), show that transport emissions increased by 6 per cent in 2022; transport’s emissions were 10.978 Mt CO2 eq in 2021 and this increased to 11.634 Mt CO2 eq in 2022. The EPA reports that “overall higher transport activity – both private cars and freight transport – is eroding the impact of electric vehicles.”
Cyclist.ie is deeply disturbed by the absence of real and urgent action in transforming our transport system so that we can enter a rapid period of decarbonising the sector. We know from our legally binding sectoral emissions ceilings that transport needs to halve its emissions from 12 MtCO2eq (2018 figures) to 6 MtCO2eq by 2030 [2]. Furthermore, we are all acutely aware that the EPA’s figures have been released in the week that a heat wave is sweeping across parts of southern Europe, and temperatures are expected to surpass 40C (104F) in parts of Spain, France, Greece, Croatia and Turkey. [3] National Cycling Coordinator with Cyclist.ie and An Taisce, Dr. Damien Ó Tuama, stated “we are simply on the wrong trajectory with transport. At this point, emissions from transport need to be reducing every single year from here on in – not rising by 6% in a single year”. He continued:
“We need rapid action in multiple domains immediately. We need to be increasing further the spend on high quality active travel schemes and the ‘quick-wins’ with enhancing public transport provision. When are we going to see a halt to the domination of our airwaves by adverts urging us to buy ever-bigger Sports Utility Vehicles for our micro-urban trips? When are we going to have our most popular public radio and TV shows not sponsored by car companies with the evitable framing of ‘normal life’ as being characterised by owning super-sized 2000+ kg metal boxes?”
Cyclist.ie asks – “where are the political and business leaders articulating a vision of a low carbon future where one can lead a fulfilled life without owning climate destructive personal transport vehicles? Where is the moral leadership on all of this?” Cyclist.ie points to the leadership shown in Paris recently where city hall is to impose higher parking fees on owners of SUVs in its battle to reduce pollution in the capital [4]. Vice-Chairperson of Cyclist.ie, Dave Tobin, added “We need similar policies introduced in Irish cities so as to completely rebalance how mobility happens. Without such urgent action, we are complicit in passing on a burning planetary ball to our children to deal with.” This is the opposite of the mature and responsible approach we now need.
ENDS
Notes for Editors Cyclist.ie – the Irish Cycling Advocacy Network, which brings together 35 groups/branches around Ireland who are campaigning locally on cycling safety and promotion, is the organised voice for cycling advocacy in Ireland. It was founded in 2008, building on the campaigning work of its founding member groups, who themselves came into being in the early and mid 1990s in response to the virtual exclusion of cycling and walking from transport policy and practice, and to the massive danger posed to walkers and cyclists by the systematic growth in motorised mobility. https://cyclist.ie/
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