CyclingForAll.ie

Integration

As well as developing a national network of cycle routes and cycling-friendly streets, acceptance of everyday cycling needs to be integrated into culture and institutional planning, policy and practices.

Integration of plans and policies
All plans, policies and design manuals etc of local authorities, departments, state agencies, semi-state companies and bodies funded by the state should be in line with Cycling for All or should be re-written as soon as possible to be comply with the principles and details of Cycling for All. Where there is a conflict in policy or detail, Cycling for All should supersede other documents.

Use of state land
Local authorities, departments, state agencies, semi-state companies and bodies funded by the state should also make their lands available for the use of cycle routes, or, where required, hand these lands over to local authorities or the relevant state bodies for cycle routes.

Access on state land
No local authorities, departments, state agencies, semi-state companies and bodies funded by the state (including schools or hospitals) should make any rules or bylaws or erect signage which bans cycling from roadways or general use paths where motor vehicles are allowed. Rules or bylaws or signage in place should be repealed and/or removed. For example, if there is a school and staff/students are allowed to drive up to the school, they must also be allowed to cycle to the same location.

Bicycle parking
Bicycle parking needs to be provided at homes, schools, shops, offices, cafes, restaurants, hospitals, sport centres, factories, and all workplaces and destinations. The type of and placement of bicycle parking should follow the Dublin City Bike Parking Guidance, with allowances for local development plan conditions (on the numbers of spaces to be provided etc).

High-density bicycle parking / cycle hubs
High-density parking needs to be funded to be built at the main railway stations in cities — these will be staffed and guarded and/or by use of related bicycle retail / maintenance / rental which will give passive-supervision if the opening times of each match.

Households with no access to sheds
Local authorities in the Netherlands and London have extensively funded and provided a system of bicycle lockers (or ‘hangars’) for on-street bicycle parking for households with no access to sheds (apartments or terraced houses etc).

Where households have no access to sheds suitable for bicycle storage, Irish local authorities must provide similar solutions at the same or cheaper cost to those provided in the UK and the Netherlands.

Local authorities should also ensure that their planning policies enable the building of bicycle sheds in front gardens / driveways — even larger sized ones which are suitable for accessing cargo bicycles.

Public transport and cycling
Cycling needs to be seen as the key method of substantially expanding the reach of public transport. Intercity rail, Dart, Commuter, Luas and future Metro services should all allow bicycles on board outside the peak commuting hours.

At high-use times, allowing full-sized bicycles on board public transport which would otherwise be used by passengers or luggage is undesirable, so, the focus must be on providing a mix of solutions to allow the use of different bicycles at both ends — for daily / weekly commuters the main means of this will be secure bicycle parking at both ends and for people on day trips, business trips etc where they are unlikely to have a bicycle a both ends, bicycle rental should be encouraged (ie the placement and use of city rental bicycle, OV-fiets-type system or dockless bicycle share).

The pricing of the carriage of bicycles should be reviewed, especially for regional and intercity services — currently the bicycle price on Irish Rail and Bus Eireann is too high for mid-range and shorter trips. At the very least the current one-way cost should be turned into the two-way/return price and should be free where there is low demand (ie midweek intercity buses and generally intercity buses between regional towns and cities have very low demand for the carriage of bicycles or luggage).

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