19 minute read
European cycling superhighways
report transport Cycling superhighways: European exemplars
Cycle networks “as good as those in the Netherlands and Denmark” are needed if Ireland is to tackle its overreliance on the car, the Oireachtas Climate Action Committee has been told. eolas examines the infrastructure of the two countries that have become European exemplars of active travel.
“We need to design cycle networks as good as those in The Netherlands and Denmark,” Lynn Sloman, Director of Transport for Quality of Life and specialist in environmental and sustainable transport consulting, told the Oireachtas Climate Action Committee. “Growth in popularity of ebikes means longer cycle trips are feasible, and so cycle superhighways radiating out from towns for 15 kilometres or more should be part of a decarbonisation strategy.”
Cycling superhighways, also known as bike freeways, fast cycle routes, or bicycle highways, are bicycle paths meant for long-distance travel. Cycle superhighways feature an absence of single-level intersections with motorised traffic, road surfaces more suitable for cycling, typically asphalt or concrete, and no traffic lights. The routes are designed to offer an alternative for private travel to the car. They are typically separate from main roads and often follow the route of rail tracks.
The Oireachtas’s Climate Action Committee has recommended a 51 per cent emissions reduction target for transport by 2030 be adopted by the Government. Sloman’s recommendations were given as part of a series of hearings staged by the committee on how this goal can be achieved in a sector that accounts for 20 per cent of Ireland’s carbon emissions.
The kind of change needed to create more opportunities for active travel and to have fewer cars on the road is politically difficult, Sloman admitted, but is a change that “creates more winners than losers, and particularly benefits the young, older people, those on a low income and women”. “Places that have implemented a road user charge find that once residents see how it improves their town or city, there is net support,” she said.
The Netherlands
The Netherlands is one such place that has implemented a network of cycling superhighways that is often cited as an international example of the potential of these infrastructural projects. In the Netherlands, the following people can make use of their cycling superhighways:
• cyclists: ordinary cyclists, recumbents, cargo bikes, velomobiles, pedelecs;
• riders of motorised bicycles, with a maximum speed of 25 km/hour;
• in some locations, mopeds are permitted with a maximum speed of 40 km/h;
• pedestrians in the case of missing footpaths and pavement;
• Segway riders; and
• drivers of a disabled vehicle, with a maximum speed of 30km/h applied.
The Dutch Ministry of Transport, Public Works and Water Management provides guidelines for the development of cycling superhighways, which it describes as “a long cycle path without crossings, on which cyclists can travel long distances”. The Netherlands has almost 35,000km of cycling paths that are physically separate from motor traffic, approximately a quarter of the country’s 140,000km cycling path network.
In areas with these dedicated cycling paths, use of them is obligatory for cyclists. Mopeds are also obliged to use the paths, with a blue license plate, when the maximum speed is 25km/h; in the case of maximum speed being 45km/h, with yellow license plates, mopeds are only allowed to use the cycle paths if that is indicated, which typically happens in more built-up areas. Bi-directional bike paths on one side of the road are common in towns as well as in the countryside, with the paths divided into two lanes by a dashed line and sometimes existing on both sides of the road in order to limit the number of times cyclists are forced to cross the road. Some routes feature tunnels lit with smart LEDs that connect with and respond to passing cyclists’ phones, with more frequent riders unlocking a greater number of pastel lighting choices.
Denmark
Denmark has an estimated 7,000km of segregated dedicated bicycle paths and lanes, with its four biggest cities alone accounting for more than 1,350km: 609km in Aalborg, 510km in Odense, 450km in Aarhus, and 412km in Copenhagen. The country also has a network of national cycle routes featuring 11 routes in total.
A 2019 study found that, on average, the appearance of safe lanes in the superhighways in Copenhagen brought with them a 23 per cent increase in cyclists versus data stretching back to 2010. A survey of those using the routes found that 14 per cent of the new cyclists used to commute by car and that safe lanes had eliminated user bias, with 52 per cent of cyclists being women.
58 per cent of the Copenhagen population have a journey of less than 10km to make, and as such, cycling has proved popular in the Danish capital. 35 per cent now commute by bike, up from 29 per cent since 2010, although bicycle traffic levels have decreased by 5 per cent at national level.
It is estimated that every 11km cycle of the Allerød route in Copenhagen saves up to 2.8kg of CO2 over the same journey by car. The proliferation of cycle routes is also said to have had positive health effects in Denmark, with 333 fewer sick days per day reported amongst the population. This is based on the calculation that for every 1,200km biked, one less sick day is reported. Factoring in the 11km of the Allerød cycle route, would burn on average 209 calories and electric bike users 124 calories.
Just 17km of cycling superhighway infrastructure existed in the region in 2012. This had risen to 38km by 2013 and 167km by 2019. 248km of superhighway is forecast to have been laid by 2022, with 680km due for 2030 over 750km by 2045.
Speeds on the superhighways average at 19km/h, with 400,000km covered per day and the number of cyclists counted on a weekday peaking at 29,000. 86 per cent make use of the network more than once weekly.
The entrance to the IJ Tunnel in Amsterdam.
Chief Executive Officer of the Road Safety Authority (RSA), Sam Waide, discusses the transformational nature of the forthcoming government Road Safety Strategy 2021–2030.
Contextualising that the Covid-19 pandemic has accelerated the modal shift of transport in Ireland, Waide, who took up post in September 2020, explains that the Government’s Road Safety Strategy 2021–2030 seeks to encompass and build upon emerging trends.
Due to be published later in 2021, following public consultation at the end of 2020, the Vision Zero and Safe System approach is to be adopted in the Government’s fifth road safety strategy since 1998 and is identified by Waide as a new approach.
“There has been significant progress in road safety in Ireland in the reduction of both fatalities and serious injuries. In 1998, we recorded circa 470 fatalities, compared to 2020, when that figure was 149. That is a positive downward projection but going forward we need to go beyond the status quo. We need transformation within road safety,” explains Waide. The CEO says that transformation is necessitated by “ambitious” and “challenging” targets. The Programme for Government includes a promise to introduce the Vision Zero principle through the new road safety strategy and targets include a 50 per cent reduction in road fatalities and serious injuries by 2030 before a zero target for 2050.
“That’s a significant challenge given that we have made really good progress in Ireland with regards to road safety. It is a massive challenge and requires nothing less than transformation,” Waide explains. Adding: “That transformation must be societal and the strategy out to 2030 involves a wide range of government delivery bodies and stakeholders from communities to employers and employees, working in partnership.”
Waide addresses several key themes embedded in the strategy, including one which has been fed back from various delivery partners and that is the increased need for data sharing to better inform decision-making and required interventions.
The RSA CEO believes that data and technology have a significant role to play in both road and wider public safety, specifically in relation to infrastructure. Pointing to inclusion in the strategy of international benchmarking, Waide says that better information for road users through invehicle technology and interconnectedness with traffic systems presents both opportunities and challenges for road safety.
Discussing the role of technology more broadly, he says: “Covid-19 has served to highlight that new technology can be embraced quickly when there is a pressing need. Through the likes of autonomous driving and in-vehicle technology, there will be an opportunity to embrace technology and leverage that for safety benefits. This opportunity also creates space for government and
government bodies to lead by example in their procurement of vehicles that have the highest Euro New Car Assessment Programme [NCAP] safety status.”
A second key theme is that of behavioural changes. The Chief Executive says that the pandemic has activated enhanced awareness of the need for protections for vulnerable road users, as more people walked and cycled. However, he stresses that the behaviours of all road users need to change and improve.
Despite the assumption that less travel in 2020 would automatically lead to less deaths and serious injuries on Ireland’s roads, Waide points to a recognition by the RSA of a continued prevalence of ‘dangerous behaviours’ on the roads in 2020. These include speeding, distractions, vehicle users not wearing a seatbelt and; in addition, An Garda Síochána has recorded a rise in drug and drink driving.
“These are behaviours we need to work in partnership to address and reduce. That will come as a dual approach. Firstly, working in a positive way to raise awareness of those behaviours and encourage change. Secondly, through enforcement, which will continue to be an important part of reducing those dangerous behaviours.”
A third key element of the strategy described by Waide is the inbuilt ability to “measure, monitor and recalibrate”.
“Our Vision Zero focus going forward is based on international best practice of safe systems and a major part of that is monitoring, reporting, and recalibrating, where necessary. Ten years is a longterm strategy and so we have proposed three phases within the strategy to allow for us to put in place the right governance and interventions for projects to ensure they are most effective and have a positive impact,” he explains.
Interconnectedness
The CEO points to a cognisance within the strategy of the importance of interconnectedness with various other government policies, including the climate change agenda and the modal shift in transport, driven by the pandemic.
“We need to be able to embrace the future of transport, including those emerging modes and interpret what that means for road safety. That means assessing what legislative and regulatory changes are required to facilitate those different, cleaner modes of transport.”
Waide explains that part of this new interconnected approach is a focus on safer travel to work. Part of the governance structure being proposed by the RSA is working on an ongoing basis with employers to identify how they can support road safety initiatives and help change behaviours.
Broader interconnectedness will also aide with what Waide describes as the “policy and legislative challenge”. Stressing that, at a minimum, government, departments and the RSA must ensure regulations keep pace with societal changes, he reiterates that greater data sharing should better inform and increase the pace of policy and legislation.
“If we cannot keep up with how things are changing both on our roads and with vehicle technology then that will be a growing challenge,” he asserts.
Waide is quick to point out that the RSA’s influence in improved road safety stretches further than Ireland. The RSA continues to work with the European Transport Safety Council and the EU Commission on road safety. Highlighting the RSA’s influence on European policy, the Chief Executive points to their successful lobbying of EU member states which saw the timeframe for legislation on intelligent speed assistance within vehicles brought forward from 2027 to 2025.
“As an organisation we have a vision of becoming a centre of excellence for road safety in Ireland and leading road safety in Europe,” he explains.
Concluding Waide says that the forthcoming strategy is purposefully challenging and points to the inclusion of “transformational” targets that will require a wide range of extraordinary measures.
“Our main objective is challenging, but simple: Ireland can achieve Vision Zero, and lead other EU members and neighbouring countries by becoming an exemplar society in road safety. While confident of success, we are pragmatic and realise that change will take time. Nonetheless, every positive step plays a part along the way,” he adds.
T: 096 25000 E: info@rsa.ie W: www.rsa.ie
Credit: Luka Slapnicar
Decarbonising aviation
The Covid-19 pandemic has posed an existential crisis for many sectors of the aviation industry; however, air travel will return. Yet, when the Covid crisis subsides, the climate crisis will loom larger than ever, and aviation must accelerate sustainability efforts.
Overall, transport contributes almost 25 per cent of global energy-related CO2 emissions and the sector remains an EU climate target laggard. As travel and tourism returns, aviation will resume contributing around 3 per cent of the world’s total greenhouse gas (GHG) emissions. Indeed, the European Commission projects that demand could push aviation’s GHG emissions 300 per cent above 2005 levels.
Alongside cement, steel, plastic, road haulage and shipping, aviation in particualr is regarded as one of the hardest sectors to abate GHG emissions. Established in 2019, the Clean Skies for Tomorrow (CST) Coalition seeks to provide a platform to identify and address decarbonisation challenges, driving sustainability in aviation. A public private partnership led by the World Economic Forum (WEF), in collaboration with the Rocky Mountain Institute and the Energy Transitions Commission, its objective is to facilitate a transition to net zero flight by the middle of the 21st century.
Alongside other ‘clean propulsion’ technologies, one steppingstone on the route to decarbonisation of aviation is the deployment of sustainable aviation fuels SAF. Synthesised from feedstocks, such as municipal waste, waste lipids and agricultural residues, SAF has fuelled over 250,000 commercial flights and is compatible with existing aircraft and infrastructure.
It is unlikely that hybrid and hydrogen powered technology will develop beyond application in small aircraft in this decade. In the meantime, the CST Coalition has identified SAF as the most scalable alternative.
In 2019, commercial airlines used 300 million tonnes of jet fuel, while only 200,000 tonnes of SAF were produced globally. Increased capacity relies on scaling alternative production pathways
that require more abundant feedstocks. As this occurs, costs will decline, though it is important to recognise that no single feedstock or pathway will provide sufficient yield.
However, one barrier to application of SAF at scale is an unwillingness or inability on behalf of producers and consumers to bear the initial cost burden required to achieve cost competitiveness in relation to fossil fuels.
As such, the cost of SAF is likely to continue to exceed the cost of refining fossil fuels. The central argument, however, is that if the Paris Agreement’s 1.5°C or 2.0°C global warming targets are exceeded, the cost will be infinitely greater.
Through the CST Coalition, the World Economic Forum is contributing to the aviation industry’s transition by incentivising the intervention of leaders. Sufficient production of SAF to fuel all aviation by 2030 will require economic viability and scaled production. Along the aviation value chain, the WEF has asserted that collaboration is required to deliver three crucial ingredients.
1. Supportive policy framework:
Policy interventions that stimulate experience curve effects and economies of scale would drive uptake of SAF while simultaneously delivering economic benefits.
Likewise, a policy bundle could incentivise investment and ensure sustainability criteria that inhibit potentially counter-productive repercussions from SAF development.
2. Corporate and consumer
demand: There is a growing willingness among corporate flyers to pay premium prices for sustainable transport. A scalable
SAF marketplace could ease access to SAF for consumers, meaning that the aviation industry could directly reduce emissions rather than relying on offsetting schemes.
3. Innovative finance: The differential cost between SAF and fossil jet fuel necessitates creative financing. A rapid transition requires collaboration between industry, investors, and lenders to produce a financing blueprint that mobilises capital and reduces investment risk.
Maintaining the status quo is no longer a viable strategy for aviation. While demand for air travel and the associated social and economic benefits will return post-Covid, the industry must now coherently undertake its energy transition to deliver climate action obligations.
Transdev awarded key energy certification
Seamus Egan, Managing Director, Transdev Dublin Light Rail.
Transdev Dublin Light Rail (TDLR) was awarded certification in ISO 50001 — Energy Management by SGS, the first time Luas, Dublin’s light rail network, has achieved this standard.
Moving You strategy
Seamus Egan, Managing Director, said: “Achieving this certification in 2021 is even more rewarding for Transdev in Dublin as it embodies our global strategy which is referred to as Moving You.” This strategy is based around five pillars:
• People;
• Performance;
• Innovation;
• Customers; and
• Clients and Communities. the award: “This day is 15 years in the making and it is teamwork which got us here today. This certification not only shows our commitment to our client, Transport Infrastructure Ireland, but also the wider community, Luas commuters and Dublin City.
“The energy projects which we intend to work on will be innovative and lead the way, all as part of Transdev’s Moving You strategy.”
Sweeney continued: “As ISO 50001 is the energy management standard that is recognised worldwide, it enables us to demonstrate our commitment to energy improvement and to demonstrate we are top in class when it comes to energy management. Very importantly, it also makes a significant contribution to achieving Ireland’s carbon reduction goals.”
Transdev Dublin Light Rail (TDLR) was certified to ISO 50001 on 31 March 2021.
Transdev’s commitment
TDLR has committed to a reduction in greenhouse gas emissions of 30 per cent and a 32.5 per cent improvement in overall energy efficiency by 2030. This will represent an important contribution to the Irish Government’s targets in this area.
How will Transdev achieve this?
TDLR has undertaken a full review of operations and maintenance and compiled a list of opportunities for improvements within the most energyintense processes in the business. A feasibility study is now completed for any potential projects identified. Project teams are now formed to get the projects implemented as efficiently as possible.
Discussions are being held with the wider teams in TDLR on an ongoing basis to identify future energy efficiency projects that will help TDLR to achieve the ambitious targets it has set for 2030 and beyond. Detailed in this article are but some of the projects being considered or commenced.
Energy monitoring system
TDLR is nearing completion of the installation of a new energy monitoring platform to enable the proactive monitoring of energy consumption for all operations. This will reduce reliance on our current system, and it will allow live proactive energy consumption monitoring at any location on the network. In the event of an energy spike
reduction goals.” Eoghan Sweeney, Transdev Chief
Performance Officer
or metering point going offline, we will be notified within 15 minutes of this allowing for proactive investigation and repair, reducing the potential for lost data and spikes in energy consumption. This will also enable us to identify, implement and complete other energy efficiency projects, and accurately track and validate energy savings that will contribute to our overall energy consumption reduction targets in 2030 and beyond.
LED upgrade
We are currently trialling LED retrofitting on trams to allow for better lighting for staff and customers. We are also rolling this out in Luas depots, including street lighting along the whole Luas network. This will allow for a better aesthetic feel for everyone using the Luas network.
Heating and ventilation modification
TDLR is currently completing a trial on the heating and ventilation systems on trams. This should enable a 40 per cent reduction in energy consumption, and simultaneously it will help improve customer comfort on the tram.
Testing is also taking place on a new tram monitoring system that will enable us to identify other high energy consumers and look at more energy efficient alternatives.
Eco driving
network, based on some promising results from other Transdev operations. This will tie in nicely with the rollout of our energy monitoring systems to see what savings are achieved from this initiative.
Solar PV
We are currently looking at installing solar PV in Luas depots. This will enable us to reduce our dependence on fossil fuel alternatives. This is another project that we can feed into our energy monitoring platform. It will allow us to see what we are generating each day and will prompt future improvements.
Depot heating
We are also looking to improve the heating system in our maintenance areas. As can be imagined, these are large open areas that are difficult to heat as once doors are opened to let a tram in or out much of the heat also escapes. An innovative solution will be required to get a much better system in place that can operate to our needs but also contribute to our energy efficiency targets.
Commenting on these initiatives Seamus Egan, MD of TDLR said: “As you can see some of these projects that we are working on are simple in nature but the energy savings from implementation will be very effective. These projects will be the cornerstones of what will be the start of a long process in overhauling what is in place currently but in doing so will ensure we have a sustainable business that is a leading light for our staff and customers every day.”
T: +353 (0)1 461 49 10 E: info@luas.ie W: www.transdevireland.ie
