Shane Ross (Dublin Rathdown, Independent) | Oireachtas source

I thank the Cathaoirleach for the opportunity to address this question which was not addressed completely last week. I apologise for that but it is difficult to address all the questions in the Chamber. If I do not address all the questions or have precise answers today, the Senator is welcome to send them on to me and I will address them.

I am sympathetic with what the Senator said, particularly when only 8% of young boys and only 1% of young girls cycle to school. That is a stark figure and not satisfactory. The cycling community is vocal about what it feels and is powerful. It is a strong lobby group which has made a good case for greater attention in the future. Many of the initiatives which have gone wrong or have not met their targets are, for some reasons, beyond their control. Some of the targets were certainly overambitious and could not be fulfilled because the principal programme was initiated in 2009. Everybody knows what happened between 2009 and now. The finances of the State meant cycling was not the only project in which targets were missed. Most of these programmes were cut vehemently.

I said before that the 10% target was an ambitious one. In retrospect, it was probably overambitious and one which we were unable to meet. However, it must be recognised this target, as well as others, contained in the national cycle policy framework and smarter travel were predicated on substantial investment under the Transport 21 investment plan at the time which, given the economic crisis which ensued, could not be delivered on. That said, it is obvious we will not achieve that ambitious target. However, that does not mean progress has not been made. The Senator rightly referred to some of the progress made. It may be, as she says, due more to the spontaneity of those enthusiastic about cycling than Government policy. However, that is a matter for debate. Success has been achieved and there has been a big modal shift which is fair to acknowledge. It might not have happened to the extent we wanted, but it has happened. We are continuing to strive towards achieving further growth in the numbers cycling.

In that regard, the canal cordon count report published by the National Transport Authority and Dublin City Council last week showed the number of people using sustainable modes of transport, namely, public transport, cycling and walking, into Dublin city centre increased further in 2016 and now accounts for over two thirds of all journeys. The number of journeys by sustainable modes of transport in 2010 was 59%. This has increased every year since then to 67% in 2016. This is obviously an indication that the gap between people using sustainable and non-sustainable modes of transport continues to grow. It might not be fast enough, but it is happening.

Of the journeys made into Dublin city centre, cycling continued its steady trend of increasing usage. That represents a modal share of 6%. While overall cycle numbers are up 150% on 2006, the cycle mode share has more than doubled in the same period and has increased year on year since 2010.

It must also be borne in mind that these heartening statistics do not include the numbers using the Dublinbikes scheme within the canals. It is likely that a further few thousand cycling trips took place during the 7 a.m. to 10 a.m. peak period of the count if users of the Dublinbikes scheme were factored into the equation. The numbers now cycling into Dublin city in the morning peak are on a par with those using the Luas. We see continued growth year on year in the numbers cycling in Dublin.

Cycling will continue to play an important part in addressing congestion in Dublin city centre and in other urban centres. We need to persuade the 33% who continue to use private motor vehicles, usually occupied by only one person during peak commuting times, to switch to a more sustainable and an efficient mode of transport, be that public transport, cycling or walking. We have no more space for private motor vehicles in Dublin city centre and we need to use the limited space we have in the most efficient way possible.

However, while the numbers cycling in Dublin show significant increases, we are not seeing similar increases in the regional cities of Galway, Cork, Limerick and Waterford. Unfortunately, we do not have similar counts set up for those cities at present. However, my Department, along with the NTA, is investing in cycling and walking infrastructure in these cities.However, my Department, along with the NTA, is investing in cycling and walking infrastructure in these cities. Last week, my colleague, the Minister of State, Deputy O'Donovan, officiated at the opening of the Limerick smarter travel area flagship route from the city centre to Corbally and the University of Limerick. I am sure this route will see excellent usage in the years ahead.

The significant investment of €21.7 million made in Limerick, Dungarvan and Westport by my Department under the smarter travel area scheme will be assessed this year to see the effect it has had on the numbers choosing to travel by sustainable transport modes, and will inform our future funding decisions. We will take action as a result of those findings.

We need to see what has worked and what has not before we make further funding decisions. We also invested significant amounts under the active travel town banner in a further 11 towns. I do not believe that setting a target of expenditure for the NTA for cycling infrastructure would be helpful at present. It is important to remember that for the first time, the greater Dublin area cycle network plan is included in the NTA’s greater Dublin area transport strategy.

In addition, a draft network plan is currently being developed for Cork. These network plans will now guide the funding requirements for those areas and ensure that there is a steady stream of projects in planning, design and construction. While there is currently no national cycling officer in place, a number of local authorities have appointed cycling officers for their regions, which is a welcome step and a recognition of the importance of cycling as a reliable and viable mode of transport. My Department will be undertaking a review of the national cycle network policy this year and will consider the appointment of a national cycling officer in that context.

I acknowledge that we are below expectations in what we had aspired to do in the cycling area. This is mostly due to financial constraints. As a result of the mid-term capital plan this year, we intend to put cycling and cycling projects as top priorities. Some of the money which might have been used for certain projects sometimes gets diverted. This year, for example, the Luas cross-city project has taken up an enormous amount of funds, but it would be wrong to delay that for any particular reason. Competing areas have created a problem for cycling and meant that we have not met our targets. We intend to improve that in future, however, and particularly in terms of the mid-term capital plan.