Dr. Damien Ó Tuama:

Good afternoon Chairman and members of the committee. My name is Damien Ó Tuama. I am the national cycling co-ordinator with Cyclist.ie, the Irish cycling advocacy network and with An Taisce, the National Trust for Ireland. Cyclist.ie is part of the European Cyclists Federation, which advocates at a European level.

The discourse around e-mobility and electric vehicles in Ireland has been largely, if not exclusively, been dominated by e-cars. What we hear much less about is the role of e-bikes, e-trikes and e-cycling in decarbonising transport. This mirrors what has been happening internationally. At COP26 in Glasgow a few weeks ago, there was a near-exclusive focus on electric cars and a total absence of debate on electric bicycles. However, in the end the following text was included in the declaration signed by the Irish Government:

We recognise that alongside the shift to zero emission vehicles, a sustainable future for road transport will require wider system transformation, including support for active travel, public and shared transport, as well as addressing the full value chain impacts from vehicle production, use and disposal.

In thinking about mobility in Ireland, it is important to note that the highest proportion of trips nationally are between 1 km and 3 km, according to the most recent National Transport Authority, NTA, household travel survey. In that context, I want to talk about how e-bikes can broaden the use of active travel. E-bikes or electric assist bikes work by assisting the cyclist through a compact, onboard electric motor that enables them to cover longer distances than they would otherwise cycle. This is particularly useful in countries where there are high-quality cycle routes like cycle superhighways. E-bikes also make life much easier in hillier towns and cities. Anyone who has cycled in Cork city, Kinsale, Enniskerry, Drogheda or other towns in Ireland will know that they make getting around much easier. They have huge potential for parents bringing young children around. In Copenhagen, there are approximately 40,000 cargo bikes, which are a much better use of finite city space than parents using cars, particularly bigger models of car. In terms of cycle logistics in town and city centres, recent research by the European Commission shows that 25% of all goods and 50% of all light deliveries in urban settings could be serviced by cargo bikes. There is enormous potential in this area and we are beginning to see the use of such vehicles by DHL in Dublin and other cities. For the mobility impaired, electric assist cycles open up and even transform their independent mobility opportunities. It can be difficult for some people to walk but easier for them to cycle, especially with electric assist.

E-bikes are not just about decarbonising transport. They are very much at the heart of decongesting Irish towns, cities and villages, making them more economically vibrant. They improve the liveability of towns because more space is opened up for businesses and public space. Crucially, they improve public health through being active travel vehicles. The user only gets the kick from the electric power when he or she pedals. E-bikes use minimal resources compared to electric cars, which are certainly not zero carbon. We need to think about and acknowledge the mining of the raw materials and rare earth elements in geopolitically turbulent parts of the world and the energy used in the manufacturing and disposal of electric cars.

In terms of policy interventions which will assist in the transition we are seeking, the most important is the development of safe cycle routes in urban and rural areas. This means dedicated cycle infrastructure and lower, safer speed limits. As we do not expect people to cycle for 20 km or 30 km, for longer trips combining public transport with cycling or e-cycling has the greatest potential to help us to decarbonise transport in Ireland. This raises questions around high quality, high capacity, safe and secure bicycle parking at every single public transport stop in the country. We will also need e-charging points for e-bikes at all public buildings, in new apartment blocks and so on.

The SEAI currently issues grants for e-cars but we would like to see subsidies for e-bikes on a par with e-cars to support this transition. There is a particularly interesting scheme in France under which old cars are scrapped and a grant is provided for the purchase of an e-bike, an e-cargo bike or public transport tickets. There is great potential for such a scheme in Ireland.

In conclusion, worldwide, the transport sector is responsible for 24% of direct CO2 emissions from fuel combustion. The vast majority of this is coming from cars, and these numbers are not decreasing. We simply cannot afford to wait decades for fossil fuel cars and trucks to be fully replaced by EVs. In any case, that solution that will not help solve other problems, such as traffic congestion and sedentary lifestyles. I will finish with a quote from Frans Timmermanns, the executive Vice-President of the European Commission with special responsibility for leading the Commission's work on the European Green Deal. At the Velo-city 2021 conference in Lisbon in September 2021, he stated that: "The Bicycle is the most important instrument in meeting climate change targets." I would extend his quotation be referring to the potential for e-bikes. Our policies need to reflect that truth.