Wednesday, 13 February 2013

Cycling in Dublin - Ireland is years ahead of UK on cycling policy; way ahead in implementing that policy; and has much higher targets for cycling than anywhere in the UK. It's fantastic to see but embarrassing to put the UK in such sharp perspective.

Cycle lane behind bus stop. Standard design guidelines exist for this already in Ireland but not yet in the UK. 
Last month, Transport for London announced design plans for Cycle Super Highway2 Extension to Stratford. The design would include what the Americans now call "barrier protected" bike lanes running the length of the route. At most points, when the bike lane comes into contact with a bus stop, the plan is to route the bike lane behind the bus stop.

For Transport for London this is quite a brave move and something not yet seen in London. It has the feel of something quite new and quite untested.

And yet, get on the plane to Ireland and it turns out Ireland already has exacting national design standards for exactly this sort of thing. Those standards have been created by the National Transport Authority which was founded in 2009 to act "(a) to regulate the provision of public transport services in the State and (b) within the Greater Dublin Area, to secure the development and implementation of an integrated transport system in a manner that contributes to environmental sustainability and social cohesion and promotes economic progress."

Get that second part? The Irish transport authority is designed to develop and implement integrated and sustainable transport that provides social cohesion and promotes economic progress. Have you ever heard such an incredibly common sense approach in the UK? Does TfL have an obligation to do this? It does talk about delivering on cycling in its road surface transport commitments but there is nothing as clear and undeniably 'let's get people on bikes' in the Act that gives TfL legal powers. The Highways Agency? Not really. The Department for Transport? Again, not really.

What an off-road bike lane looks like at the moment
in Ireland (and UK). No priority over driveways, no
clarity of design. Courtesy
Irish National Transport Authority Cycling Manual
The NTA has a hugely detailed set of designs for cycle lane infrastructure. It has designs for what a cycle lane should look like behind bus stops, for example There are four designs, each to cater for different pedestrian and cycle flows. They have minimum requirements and minimum standards. None of this exists in the UK. It has designs for bike tracks, it has policies for how to plan a cycle network, it dictates what traffic speeds and traffic volumes require what sort of cycling solution. In short, it's embarrassing. The UK is a decade behind Ireland.

A year ago, I wrote about the fact that Transport for London already has a set of cycling design standards. In 2005, Peter Hendy, then managing director of surface transport, ie head of London's roads and now TfL commissioner, wrote to all local authorities saying the standards were to be included in ALL new road schemes in the capital. There were two problems. Firstly, the standards were nowhere near as good as those in Ireland and secondly, they were never implemented and have just sat on shelves gathering dust.

What that cycle lane should look like. Courtesy NTA Ireland
Last week, I wrote a submission to the All Party Parliamentary Cycling Group Inquiry to Get Britain Cycling. My key theme was this: "I worry that the government wants cycling to be delivered at a local level. In many ways, that is the right thing to do. But the disparities between Hackney and Newham make it abundantly clear that different local authorities have very different biases when it comes to cycling. It often seems that the personal opinion of one or two heavy-weight councillors about the use of bicycles will determine the chances of a local authority going the way of more cars and more congestion or the way of giving its residents the chance to walk or cycle instead."

Brighton's new bike lane behind a bus stop. Picture by
Mark Strong, Transport Initiatives
Not only does each local authority have different biases, each authority seems to be able to get away with implementing cycling infrastructure at an entirely different level. So you have the complete farce of cycling along a protected bike lane in Camden but as soon as you reach the City of Westminster boundary, that bike lane becomes a lane for parking cars and you're back to mixing with motor traffic. On the same road.

It can be done in the UK. Just look at the bike lane that has just been built in Brighton (pictured left, courtesy Mark Strong of Transport Initiatives) and bear in mind that Transport for London really is getting its act together these days.

Cycling in Dublin - The numbers.
By the excellent Cycling in Dublin blog
But Ireland's authorities are being much more vocal about what's really wrong than their equivalents in the UK. Michael Aherne from the National Transport Authority came out last year and said this: “For years local authorities have had aspirational networks on their development plans – we want to work with them to move from aspirational to reality and to make that reality a prioritised one.” This is exactly what the UK needs too. A national transport body that commits to getting people using sustainable transport methods (and I don't mean electric cars, for goodness sake) in a way that actually means something for people's social and economic well-being. 


I leave with a infographic created by freelance journalist Cian Ginty on his excellent Cycling in Dublin blog. Not everything in Dublin is rosy. But the direction of travel is simply astonishing when you compare to the average UK city. You can read more of the background on Cyclist.ie and it's well worth having a look at this brief speech by the National Transport Authority. It will make you want to move to Dublin.  




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Just a couple of examples from the Irish National Cycle Manual. If only the UK was thinking about this as well.

Design for a cycle-friendly roundabout

How to handle left-hand filter lanes and make them friendly for people on bikes




13 comments:

  1. If you're willing to go through the hassle of moving, better move to some city in the Netherlands (preferrably not Amsterdam). There's the language issue to be sure, but then, English as spoken in Dublin can be a bit exotic too to foreign ears.

    Joking aside, I think you're being a bit too generous with the NTA, and cycling policy in general in Ireland. I'm not arguing in relation to your comparison with the UK, my only knowledge of the UK comes from blogs like yours. But be careful of not embellishing the story.

    The cycle manual, while it is a laudable effort, has many shortcomings (mainly its zealous tendency to mix cyclists with pedestrians, but also its lack of guidance as to which solution to choose, when it presents many choices for the same problem). But even more importantly, its nothing of a standard. The NTA has repeatedly made it clear that the cycle manual is just there to provide some possible options. I'm not aware of any realisation that has a strict compliance with the cycle manual, not even the most recent ones (although the standard has definitely improved). Also, the NTA seems to be quite Dublin-centric, and other cities are left with the situation you describe with the local authorities doing as they see fit. In Cork, they have the ambition of creating a cycle network, but when you see the first realisations, it brings you back to where Dublin was 20 years ago, as if nothing happened in the meantime.

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  2. Not so sure about that roundabout. You really want space for a vehicle to pull off the roundabout itself before it has to give way to the bikes - as here, for example:

    http://international.fhwa.dot.gov/pubs/pl03020/images/fig5_6.jpg

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  3. Me too -- that roundabout design gives me the willies.

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  4. There is a world of difference between legislation which you have to follow and standards/guidance which are kind of the same thing. In London, the LCDS is 8 years old and not really up to it. But, if TfL were serious, they would tell boroughs that their funding requires them to meet all minimum standards. I cannot see Boris forcing Tory car-centric outer boroughs (and Westminster) to toe other line. I mean, TfL doesn't bother with the LCDS anyway!




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  5. Poor try at a dutch roundabout. No room for cars to wait for cycles when existing thus blocking roundabout, it is not even clear if cars have to give way to bikes when exiting as no give ways markings.
    The cycle lane should be moved outwards next to the pavement and grass moved next to the cars between the cars and bicycle lane like the dutch design.

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  6. Re UK Roundabouts: This is a pathetic attempt not too far from me:
    http://goo.gl/maps/vEDBW
    It isn't clear who has right of way and is partly blocked by traffic exiting the roundabout. I also think going right around the outside reduces the visibility of cyclists to traffic entering the roundabout. You wouldn't catch me using it in a million years.
    @rich22222

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  7. Roundabout looks very similar to one in Hatfield where I live that has had to be redesigned due to too many accidents, as the cyclist is put into the motorists blind spot on the right.

    You can see the old layout if you Google map Queensway Hatfield and go into satalite view. Note the red cycle lane round the outside of the roundabout, now removed, so no cycle lane at all. The roundabout has been rejigged to slow cars down by making the entry lanes sharper and the whole thing only one lane wide. Cyclists then are able to hold the lane against the cars.

    If anyone wants a copy of the how it looks now I can send you the plan if you email me.

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  8. As a regular visitor to Dublin (my in-laws live in Dun Laoghaire and Glenageary, on the south side) I have to say that I have yet to see much evidence of this on the ground. On the other hand, cycling in Ireland generally feels safer than in the UK simply because driver behaviour is generally better - drivers are less impatient, less hurried and generally drive more slowly.

    With the important caveat that deeds matter more than words, I like the tone of the Irish manual. For example, in the roundabout section: "Safety, and not capacity, is the over-riding principle for good roundabout design."

    Of course, you could repeat that, substituting the word "road" for the word "roundabout".

    Now wouldn't that be something?

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  9. I was in Dublin a year ago and the only thing about cycling that stood out was the numbers ignoring red lights if doing a left turn. I was so surprised that I asked a cyclist if it was legal. It turns out it isn't but, "we all do it anyway."

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  10. I for one like how the thinking is improving. To me, those look like the first signs of a real change coming on. Of course, it is not yet spot on. I think the Irish must be given some room to find out what works, for that way there will be room for growth and study, rather than importing things without real grasp of how and why.

    That being said, looking at the photo in which you show the improvement of the cyclepath having priority over driveways, I can't helpl but wonder how it must be for a baby in a pram being pushed over all those bumps. Really, if you take the effort to change the layout, would it be so hard to make a nice even pavement???

    (btw see Mark Wagenbuur on this:
    http://bicycledutch.wordpress.com/2011/08/18/but-we-have-driveways/ )

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  11. Koen: if you follow the link to the cycle manual from which the photo is taken, you'll see that the followng legend accompanies the photo: "Good detail for cyclists but should also be applied for pedestrians" :)

    Incidentally, I'm sure that more than one baby would be happilly rocked to sleep by all those bumps!

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  12. Yeah there is no doubt in that cycling is very popular and familiar activity for the people Ireland. The cyclist could be found at any area. They keep on their hobby as well as they are taking measures to reduce air pollution of their country.

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