KILDARE BICYCLE ACCOUNT 2013

Transcription

1 KILDARE BICYCLE ACCOUNT 2013 TRANSPORTATION DEPARTMENT

2 Table of Contents PART Introduction Government Targets Modal Split Cycling & Health Budget Major Schemes 6 PART Introduction Secondary Schools Primary Schools Level of Cycling in Towns Level of Cycling in the County Cyclists and Road Safety Green & Active Travel Schools Cycle Training Railway Stations Bikeweek Public Cycling Parking Cycling in Kildare Local Authorities 13 PART Requirement for Further Data Conclusions 14

3 PART Introduction A Bike Account is an annual or bi-annual report on the state of cycling. Its purpose is to benchmark performance against government targets and other indicators of change in the level of cycling and conditions for cyclists. This is Kildare County Council s first Bike Account. 1.2 Government Targets The key target for cycling in Ireland was set out in the Smarter Travel policy document which was published in December 2008: However, these targets were never broken down on a county by county basis. 1.3 Modal Split The level of cycling is measured in terms of modal split or the share of cycling relative to other transport modes. There are a number of different ways to measure modal split some are based on peak travel patterns while others take all journeys into account. For the purposes of this report, Kildare County Council has chosen to estimate the modal split for cycling by recording the number of bicycles parked at primary and secondary schools and by combining these figures with attendance records to obtain the proportion of cyclists. The modal share for a town is estimated by combining the results of all the schools within the town 3

4 boundary while the county modal share is estimated by combining the results of all primary and secondary schools. 1.4 Cycling & Health It is recognised that obesity is one of the major health challenges facing Ireland. Its costs are estimated at 1,127M pa 1 which equates to 51.6M pa for Kildare or 712 per household per year. Based on studies in the US, Prof Donal O Shea 2 of St. Vincent s University Hospital estimates that the true cost should be double this to nearly 3 billion per year nationally or 1900 per household each year. Fig. 1 below shows a graph of cycling levels 3 versus self reported overweight (including obesity) among 15 year olds 4 for a number of European countries. 35 Fig. 1 OVERWEIGHT 15 YEAR OLDS vs CYCLING LEVEL Percentage Netherlands Denmark Belgium Finland Poland Latvia Cycling Level Slovenia Italy Ireland Overweight 15 Yr Olds France Spain Lower levels of cycling are associated with higher levels of obesity and vice versa. At cycling rates above 7.5%, overweight rates are less than 15% whereas at cycling rates below 7.5%, overweight rates tend to be greater than 1 The Cost of Overweight and Obesity on the Island of Ireland, Safefood, Report on Apr Future of transport Table 1a. 4 Health at a Glance:Europe OECD 2012 Reported Overweight (incl Obesity) among 15 year olds

5 15%. Obviously the causes of obesity are complex and there is no simple causal relationship between level of cycling and obesity rates. Nevertheless, it is accepted that cycling helps to maintain a healthy weight and an increase in active travel including cycling was identified in 2005 as one of the measures to combat increased obesity by the Report of the National Taskforce on Obesity. The above statistics refer to (self) reported levels. When measured, as opposed to being self-reported, the rate for overweight and obesity in Irish teenagers (13-17 years old) was found to be 19% (11% and 8% respectively) which is 35% greater than the self reported total of 14%. A more recent study among nine-year-olds Growing Up in Ireland 5, found that 19% were overweight and 7% obese, confirming that obesity is affecting more and more Irish children at a younger age and that the problem continues to worsen. 1.5 Budget The National Transport Authority is the principal source of funding for the design and construction of cycling infrastructure including cycle parking. Out of a 2013 grant of 2.5M, approximately 750,000 was earmarked for cycling or part-cycling schemes (excluding shared space). This equates to 3 per head of population which is broadly in line with the national funding for cycling under Smarter Travel of 65M over five years. Internationally, this compares to an estimated annual expenditure of per year in the Netherlands and calls in the UK to increase annual funding from its current level to 10 sterling ( 12.5) per head per year. The only other sources of cycle funding in Kildare are the Road Safety Authority which provides grants for cycle training and the Department of Transport which provides a grant of up to 5,000 for the promotion of Bikeweek. In the current financial environment, Kildare County Council is unable to provide dedicated funding from its own resources for the 5 Source :Growing up in Ireland overweight and obesity among 9-Year-Olds 5

6 construction or maintenance of cycling infrastructure or for the promotion of cycling. 1.6 Current Major Schemes To develop mass cycling and gain the economic and health benefits that this would entail, the provision of high quality infrastructure which prioritises cycling is essential. There are five major schemes which are currently under design: Sallins Road Corridor (Naas) Dublin Road Corridor (Naas) Straffan Road-Moyglare Road Corridor (Maynooth), and Maynooth-Leixlip Royal Canal Greenway Maynooth- Hill of Down Royal Canal Greenway The last scheme has been subject to Part 8 Public Consultation and is now at the detailed design stage. 6

7 PART Introduction According to the Department of Education & Science s website, there were 28,434 primary school pupils and 16,231 secondary school pupils in Kildare during This amounts to a sample size of 44,665 out of a population of 210,312 (Census 2011) or 21%. While it is not claimed that this analysis of travel patterns will give the cycling modal share for all journeys in a day or even all journeys during the morning traffic peak, it is a good indicator of the cycling modal share and of the general state of cycling in the county. It is also one that can be repeated annually and at low cost. 2.2 Secondary Schools Appendix 1 gives the results of cycling to the twenty five secondary schools in the county. The results confirm very low levels of cycling with an average level countywide of 1.6%. Six schools, including one which is a boarding school, reported no cycling at all. Only Salesians College in Celbridge stands out with a cycling level of 21.6% which probably makes it one of the highest in the country. Excluding Salesian College, the average cycling rate at secondary schools is only 0.7% which reflects the low level of investment over the past decade. Unfortunately, it may also be an indicator of future low levels of cycling when pupils, part of the Lost Generation - the first generation to be largely driven to primary school - reach driving age. This is in stark contrast with the Netherlands where many secondary schools have cycling rates in excess of 90% and it is common for pupils to cycle a round trip of 20km. 2.3 Primary Schools Appendix 2 gives the results of cycling to primary schools. Compared to secondary schools, the overall level of cycling is slightly higher at 2.6%. Primary schools were divided into three categories rural, town and village. 7

8 The top school in each category are - Tigh Mochua (Rural) at 18.8%, North Kildare Educate Together (Celbridge Town) at 14.4% and - Derrinturn (Village) National School at 8.2%. The most surprising result is the high level of cycling to some rural schools which are far removed from any cycle facilities. Even more impressively, it is the older pupils who cycle alone. This is in contrast to urban schools where older pupils tend not to cycle and younger ones cycle on the footpath beside a walking parent. The other feature of urban schools is the high proportion of BMX bikes which derives their popularity from their use in stunts rather than as a means of transport. There is little indication that when the fashion for BMX passes, the pupils in question will continue to cycle. 2.4 Cycling in Kildare Towns Appendix 3 gives the level of cycling in Kildare towns. For the purposes of this report, a town is defined as an urban area with at least one secondary school. The town with the highest level of cycling was Celbridge at 8.1%. One of the reasons for this high outcome was that most schools had above average levels of cycling. The town with the lowest level was Rathangan with a cycling share of only 0.3%. 2.5 Cycling in the County The overall modal share of cycling across the county ie to all primary and secondary schools (peak traffic) was estimated at 753 out of a population of 41,497 or 2013 Cycling Modal Share KILDARE = 1.8% The impact of Celbridge is particularly dramatic for if it is excluded from the results, the cycling modal share for the county would be only 1.2%. This is approximately half of the cycling rate for the United Kingdom which is generally taken as the benchmark for the worst country in Western Europe. 8

9 The only factor not taken into account in the above analysis is the number of pupils who are carried on a parent s bicycle but as this only affects a small minority mainly in urban primary schools, the effect is not significant. 2.6 Cyclists and Road Safety Appendix 4 gives the number of accidents involving cyclists for the period Accidents were divided into three categories - Fatalities, Serious Injuries and Minor Injuries and the accompanying diagram, Figure 2, shows that most accidents occur in urban areas. Although full figures are not available after 2011, there was a further fatality in June 2012 and another in May In order to compare the safety record of different places in a meaningful way, the number of accidents should be related to the amount of cycling ie number of kilometres cycled rather than a straight comparison of accident or fatality numbers but such data is not available for Kildare. In its absence, it cannot be stated whether three fatalities in six years or five fatalities in eight years is good, bad or average. All that can be said is that nationally the number of cycling fatalities is decreasing although at a much lesser rate than the decrease in the number of fatalities of car drivers and passengers. Although cycling has never been safer in Ireland, it is not the lack of objective safety but the lack of subjective safety (or perception of safety) which is the real barrier to increased cycling especially by young people. Based on the evidence from the U.K., it is likely that no amount of training will ever persuade a considerable proportion of the Irish population to share roads with motor traffic based on the current road environment. In contrast, a safe environment enables and encourages people to cycle wherever they want. 2.7 Green & Active Travel Schools The Green Schools programme helps schools to develop a travel plan which aims to reduce car dependency and promotes walking and cycling to school. Children and young people who cycle to school have 8% higher fitness than 9

10 children and young people who are driven or walk to school. 6 A difference of 8% may not sound like much but it corresponds to a 50% greater risk of developing metabolic syndromes in children and young people. 7 In Kildare, a total of thirty six schools have either achieved or are working to achieve their green flag for travel. Appendix 5 lists the schools and their modal share for cycling. Twenty five of the thirty six primary schools have a cycling share of less than 2.6%, the average level of cycling for all primary schools in the county. It is a similar situation in secondary schools, where the level of cycling at Scoil na Tríonoide (0.1%), Scoil Lorcain (0.3%) and St. Wolstans Community Schools (0.4%) is below the 0.7% average for secondary schools (excluding Salesians College) and is in stark contrast with the cycling rate of 21.6% at Salesians College itself. It must be repeated that the objective of the Green Schools movement is to encourage both walking and cycling. While Green School advisors make heroic efforts to encourage cycling, their effectiveness is severely compromised by the road environment outside the school boundary which is generally in charge of the council or occasionally the responsibility of a private developer. The Department of Education and Skills awards the Active Travel Flag to schools which strive to achieve a physically educated and physically active school community. The initiative is also endorsed in the Department of Health s Healthy Ireland strategy document. Of the eight primary schools which have been awarded the Active Travel Flag, three have no cyclists, a further three have cycling levels of less than 1% and the remaining two have cycling levels less than the county average for all primary schools. 6 Active travel to school and cardiovascular fitness in Danish children and adolescents, Cooper et al 2006 (Healthy and Bicycle-Friendly School Roads 2012) 7 Low cardiorespiratory fitness is a strong predictor for clustering of cardiovascular disease risk factors in children independent of country, age and sex, Andersen et al, (Healthy and Bicycle-Friendly School Roads 2012) 10

11 2.8 Cycle Training The Road Safety Authority provides funding to the Council which the Road Safety Officer re-allocates to trainers for cycle training in schools. Appendix 6 lists the schools in receipt of a financial contribution towards cycle lessons and their modal share for cycling. Eleven of the twenty six primary schools have modal shares of less than 2.6%, the average modal share for all primary schools. Funding is also given to one preschool. This prompts the question as to whether limited resources would be better spent in schools where more pupils cycle. Against this, it is easier for urban schools to have higher levels of cycling when they are located beside off-road cycle tracks. 2.9 Railway Stations Appendix 7 gives the results of cycle counts at a number of Kildare stations. Monitoring of railway stations was sporadic but even a small number of counts is indicative of the levels of cycling. Most commuters who cycle to the station, leave their bike there during the day and return in the evening to cycle home. Therefore, a count of bicycles (during the day) is a measure of the number of commuters who cycle. Maynooth station was a problem as bicycle counts were affected by third level students who park at the station overnight but who may or may not use their bicycle during the day. Also, the presence of bike boxes at some stations added to inaccuracies as it was not possible to see if they were in use or not. As passenger numbers for the individual stations are unavailable, it is not possible to estimate the cycling modal split. However, numbers are consistently low (generally in single figures) and again are in stark contrast with the Netherlands where 42% of train journeys start or finish with a bicycle. 11

12 2.10 Bikeweek Tours The number of cyclists who participated in Bikeweek 2013 and a comparison with previous years, where available, is given below: Event / Year Heritage Cycle Celbridge Family Cycle Maynooth Family Cycle Newbridge Family Cycle >50 25 Naas Lunchtime Cycle Primary Schools The Council contacted some 20 primary schools inviting them to organise Bikeweek activities and offering support. Although it was late in the year when contact was made, the response was poor most schools did not reply and of those which did, a majority did not forward any report on outcomes. Early contact is essential and schools that receive funding from the council should be earmarked for support Secondary Schools Talks on cycling were given to pupils in Salesians College, St. Wolstans Community School (both Celbridge), CBS Naas, Scoil Lorcain (Castledermot) and Athy Community School. The Council also donated funding to support Bikeweek activities in these schools. In Celbridge, the Council sponsored a picnic for St. Wolstans pupils at Castletown House and offered further financial support for cycle training. 12

13 Promotion Despite good weather for most events, support from the public was generally poor. The strategy for Bikeweek 2014 should be reassessed Public Cycling Parking Appendix 8 shows the extent of cycle parking which was installed in public areas in the main towns in To date, no surveys have been carried out on their use Cycling in Kildare Local Authorities Bike to Work Scheme Appendix 9 shows that to date a total of 103 people availed of the scheme in Kildare Local Authorities. It was not open to applicants in 2013 and at the present time it is not known if it will be reopen in Bicycle Parking At Aras Chill Dara Bicycle parking was monitored intermittently over the last couple of years. The two favoured areas for parking were the basement and the overhang at the front of the building. The results are also shown in Appendix 9. It is not possible to accurately quantify the number of staff in headquarters at any particular time but it is estimated at 250 staff which would put the cycling modal share at 1.5%. This is in line with the results of the 2011 Census which found that the modal share for cycling in Kildare was 1.5% (1941 people out of 131,729). For comparison, cycle parking at Naas General Hospital was also checked on a small number of occasions. One or two cycles were observed in the bicycle parking area in the covered car park. It is likely that some other bicycles were parked elsewhere in offices and/or basements but they were not taken into account. Either way, the effect on the cycling modal share is not significant and confirms low levels of cycling in the county for work purposes. 13

14 PART Requirement for Further Data The Council needs more detailed data on cycling parking especially at primary and secondary schools to monitor annual changes in the level of cycling. In addition, many teachers and parents are unaware that the Council provides any financial contribution to cycle training. It is recommended that the Requires the Principal of schools which receive a financial contribution from the Council for cycle training to make periodic returns of cycle parking. Provides an information board for cycle training which would acknowledge financial assistance from Kildare County Council. Reviews schools which currently receive a financial contribution for cycle training to ascertain if funding can be better targeted. Contacts primary and secondary schools early to ascertain if they are interested in participating in Bikeweek Conclusions As a result of a current modal share for cycling of 1.8%: There is little prospect of Kildare achieving the government target of 10% cycling by Increasing obesity related illnesses will place additional demands on the Health Services in the county. In contrast to the Copenhagen region where it is estimated that investment in cycle infrastructure will result in an annual health saving of 40 million 8, it is unlikely that there will be any equivalent savings in Kildare due to the current low level of cycling

15 LIST OF APPENDICES Appendix 1 LEVEL OF CYCLING TO KILDARE SECONDARY SCHOOLS Appendix 2 LEVEL OF CYCLING TO KILDARE PRIMARY SCHOOLS Appendix 3 LEVEL OF CYCLING IN TOWNS Appendix 4 CYCLISTS & ROAD SAFETY Appendix 5 GREEN & ACTIVE TRAVEL SCHOOLS Appendix 6 MODAL SPLIT OF SCHOOLS IN RECEIPT OF ASSISTANCE FOR CYCLE TRAINING Appendix 7 PARKING OF BICYCLES AT KILDARE RAILWAY STATIONS Appendix 8 PUBLIC CYCLING PARKING Appendix 9 CYCLING IN KILDARE LOCAL AUTHORITIES 15

16 Appendix 1 LEVEL OF CYCLING TO KILDARE SECONDARY SCHOOLS Official School Name Location_Type Total Pupils 2013 Bike_Count Bike Modal Split 2012 Estimated Bike_Count Clongowes Wood College Rural % 0 Curragh Post-Primary School Rural % 2 Árdscoil Na Trionóide Town % 2 Athy Community College Town % 15 Colaiste Lorcain Town % 10 Salesian College Town % 150 St Wolstan's Community School Town % 1 Scoil Mhuire Community School Town % 0 Scoil Dara Town % 2 Cross And Passion College Town % 0 Kildare Town Community School Town % Confey Community College Town % 0 Leixlip Community School Town % 10 Maynooth Post Primary School Town % 2 St Pauls Secondary School Town %

17 Meánscoil Iognáid Ris Town % 17 Coláiste Naomh Mhuire Town % 0 Gael Cholaiste Chill Dara Town % 3 Piper's Hill College Town % 9 Newbridge College Town % 2 Patrician Secondary School Town % 21 Holy Family Secondary School Town % 0 St Conleth's Community College Town % 15 St Farnan's Post Primary School Town % 0 Ardscoil Rath Iomgháin Town % 5 Totals %

18 Appendix 2 LEVEL OF CYCLING TO KILDARE PRIMARY SCHOOLS Official School Name Address Line 1 Location Type Total Pupils Bike_Count Bike Modal Split S N Cianog Naofa Timahoe Tigh Mochua Rural % S N Naomh Lorcain Levitstown Rural % S N Baile Mhic Adaim Baile Mhic Adaim Rural % S N Na Maighdine Mhuire Gearr Eiscir Rural % S N Tir Mochain Kilcock Donadea Rural % S N Oilibhear Plunglead Killina Rural % S N Na Cloiche Moire Ballyraggan Rural % Ballyshannon N S Ballyshannon Rural % S N Nmh Mhuire Staplestown Donadea Rural % S N Bride Lackagh Rural % Churchtown N S Churchtown Rural Brannoxtown N S Brannockstown Rural % % Ballyroe Central N S Athy Rural % Curragh Camp B N S Curragh Camp Rural % 18

19 S N Cill Cae Kilkea Castledermot Rural % Killashee Multi-Denominational Ns Kilcullen Road Rural St Brigids N S Ballysax Rural % % Kilberry N S Athy Rural % Hewetsons N S Clane Rural % Timolin N S Moone Timolin Rural % S N Ide Athy Kilmeade Rural % S N Naomh Ioseph Baile Ailbhir Rural Newtown Ns Enfield Rural % % S N Bride Suncroft Crochta Greine Rural % S N Brighde Ticknevin Ticknevin Rural % Scoil Phadraig Naofa An Tom Ard Town % Gaelscoil Átha Í An Tom Ard Town % Athy Model School Dublin Road Town % Scoil Mhichil Naofa Athy Town % Castledermot Ns Mxd Castledermot Mxd Ns Town % 19

20 North Kildare Educate Together Sch Celbridge Town % Scoil Naomh Padraig Hazelhatch Road Town % Aghards N S Celbridge Town % Scoil Na Mainistreach Oldtown Road, Town % Scoil Brid Main Street Town % Primrose Hill Ns Hazelhatch Rd Town % St Patricks Bns Clane Town % Scoil Naisiunta Bhride Prosperous Road Town % St Josephs Bns Kilcock Town % Scoil Chóca Naofa Cill Chóca, Town % Scoil Uí Riada Cill Choca Town % St Brigids N S Kilcullen Town % Kildare Monastery N S Kildare Town % St Brigids Primary School Kildare Town, Town % % Scoil C.Ui Dhalaigh Léim An Bhradáin Town % Scoil Mhuire Leixlip Town % 20

21 San Carlo Senior N S Confey Town % Scoil Eoin Phoil Green Lane, Town % Scoil Bhride Leixlip Town % San Carlo Junior Ns Leixlip Town % Maynooth Educate Together National School Celbridge Road Town % Presentation Girls Primary School Maynooth Town % Maynooth B N S Maynooth Town % Scoil Ui Fhiaich Bóthar Chill Droichid Town % Scoil Naisiunta Naomh Pheadar Monasterevin Town % Monasterevin Convent Monasterevin Town St. John's National School Monasterevin Town % % Scoil Bríd Oldtown Town % Scoil Chorbain Naas Town % Mercy Convent Primary School Naas Town St Davids Ns Dublin Road Town % % An Linbh Iosa Ballycane Town % 21

22 Gaelscoil Nas Na Riogh Nas Town % Naas Community National School Piper's Hill Town % Scoil Chonnla Phadraig Newbridge Town % St Conleths And Marys N S Newbridge Town % Scoil Na Naomh Uilig Sex Bridge Station Road Town % Newbridge Educate Together Green Road Rosetown Town % Ballymany Junior Ns Newbridge Town % Scoil Mhuire Ballymanny Newbridge, Town % St Patricks N S Morristown Morristown Town % S N Connlaodh Naofa N Newbridge Town % Gaelscoil Chill Dara Green Road Green Road Town Prosperous N S Naas Town % % Scoil Bhride N S Rathangan Town % Rathangan B N S Rathangan Town % Allenwood B N S Allenwood Village % S N Mhuire C Allenwood Village % 22

23 St Annes National School Ardclough Village % Scoil Bride Athgarvan N S Village % S N Mhuire Ballymore Eustace Village % Caragh N S Naas Village % S N Cloch Rinnce Cloch Rinnce Village % S N Coill Dubh Naas Village % Curragh Camp G N S Curragh Camp Village % St Conleths N S Derrinturn Village % St Patricks Ns Johnstownbridge Village % S N Cill Daingin Kildangan Village % S N Brighde Kill Village % S N Scoil Treasa Kilshanroe Village S N Brighde Milltown Village % % S N Colmcill Naofa Moone Village % Scoil Bhríde Nurney Village Rathcoffey N S Rathcoffey Village % % 23

24 S N Rath Mor Naas Village % S N Baile Roibeaird Baile Roibeaird Village % Almhaine N S Kilmeague Village % St Laurences National School Sallins Village % Straffan N S Straffan Village % Ursaille Naofa Teach An Da Mhile Village % St Laurences N S Crookstown Villlage % St Raphaels Special Sch Celbridge Special St Annes Special School Ballymany Cross Special % % St Marks Special School Piercetown Special % Saplings Special School Kilwarden Special % Total/Total/Average % 24

25 Appendix 3 LEVEL OF CYCLING IN TOWNS Primary Secondary Combined Primary & Secondary Town ATHY CASTLEDERMOT CELBRIDGE CLANE KILCOCK KILCULLEN KILDARE LEIXLIP MAYNOOTH MONASTEREVIN NAAS NEWBRIDGE PROSPEROUS RATHANGAN URBAN - ALL TOWNS Town_Attend /Day Bike_Count /Town/Day Bike_Mode Town Town_Attend /Day Bike_Count /Town/Day Bike_Mode Town Town_Attend /Day Bike_Count /Town/Day Bike_Mode Town % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % % COUNTY % % % 25

26 Appendix 4 CYCLISTS & ROAD SAFETY Year No. of Deaths No. of Serious Injuries No. of Minor Injuries Figure 2 Location of Accidents involving Cyclists T 26

27 Appendix 5 Green & Active Travel Schools The following table lists the schools in Kildare which have achieved a Green Flag for travel and their cycling modal share. Primary School Address 1 Address 2 Green Module Cycling Modal Share An Linbh Iosa Ballycane Naas Citizenship 0.0% Gaelscoil Chill Dara Green Road Green Road Newbridge Biodiversity 0.0% S N Rath Mor Rathmore Naas Biodiversity 0.0% Scoil Naisiunta Bhride Prosperous Road Clane Citizenship 0.0% St Brigids Primary School Kildare Town, County Kildare Citizenship 0.0% S N Mhuire C Allenwood Naas Travel 0.0% Straffan N S Straffan Travel 0.0% Primrose Hill Ns Hazelhatch Rd Gn Homes 0.0% Caragh N S Naas Co Kildare Biodiversity 0.4% S N Connlaodh Naofa N Newbridge Citizenship 0.5% Rathangan B N S Rathangan Co Kildare Travel 0.5% Scoil Bhride N S Rathangan Co Kildare Citizenship 0.7% St Patricks N S Morristown Morristown Newbridge Travel 0.9% Scoil Mhichil Naofa Athy Biodiversity 1.0% Monasterevin Convent Monasterevin Co Kildare Gn Homes 1.0% Ballymore S N Mhuire Eustace Naas Travel 1.0% Scoil Chóca Naofa Cill Chóca, Co. Chill Dara. Ciitizen 1.3% St Patricks Bns Clane Co Kildare Biodiversity 1.4% St Laurences N S Crookstown Ballytore Citizenship 1.6% Maynooth B N S Maynooth Co Kildare Biodiversity 1.7% Rathcoffey N S Rathcoffey Donadea Biodiversity 1.7% Scoil Bhride Leixlip Co Kildare Biodiversity 1.7% Mercy Convent Primary School Naas Co Kildare Biodiversity 1.9% Presentation Girls Primary School Maynooth Co Kildare Biodiversity 1.9% Scoil Eoin Phoil Green Lane, Leixlip Gn Homes 2.5% Brannoxtown N S Brannockstown Travel 3.0% St Brigids N S Kilcullen Travel 3.0% Scoil Diarmada Castledermot Travel 3.2% 27

28 Baile Roibeaird Nas Na Riogh Biodiversity 3.4% Scoil Mhuire Leixlip Biodiversity 4.8% Scoil Phadraig Naofa An Tom Ard Baile Atha I Biodiversity 6.4% S N Bride Suncroft Crochta Greine Currach Travel 6.5% Scoil Na Mainistreach Oldtown Road, Celbridge Biodiversity 6.6% St Conleths And Marys N S Newbridge Co Kildare Citizenship 7.1% St Conleths N S Derrinturn Carbury Biodiversity 8.2% North Kildare Educate Together Sch Celbridge Co Kildare Gn Homes 14.4% Secondary School Address 1 Address 2 Green Module Cycling Modal Share Ard Scoil na Tríonoide Athy Citizenship 0.0% Scoil Lorcain Castledermot Biodiversity 0.0% St. Wolstans Community School Celbridge Biodiversity 0.0% Active Travel Schools Name Address Location Location Type Green Travel School Cycling Modal Share Kilberry NS Athy Rural No 0.0% Rathmore NS Rathmore Village Yes 0.0% St Josephs Halverstown Rural No 0.0% An Libh Iosa Ballycane Naas Town Yes 0.8% Kilcullen Kilashee Road Naas Rural No 0.8% St. Patricks Morristown Newbridge Town Yes 0.9% Two Mile Two Mile House House Village No 1.3% Scoil Bhríde Nurney Village No 1.6% 28

29 Appendix 6 MODAL SPLIT OF SCHOOLS IN RECEIPT OF ASSISTANCE FOR CYCLE TRAINING School Name Address Line 1 Location Name Location Type % Cyclists Primrose Hill Ns Hazelhatch Rd Celbridge Town 0.0% St Brigids Primary School Kildare Town, Kildare Town 0.0% Straffan N S Straffan Straffan Village 0.0% Caragh N S Naas Caragh Village 0.0% Scoil Bhride N S Rathangan Rathangan Town 0.7% St Brigids N S Ballysax Rural Rural 0.8% Scoil Mhichil Naofa Athy Athy Town 1.0% Teach An Da Ursaille Naofa Mhile Two Mile Town Village 1.3% Scoil Bhríde Nurney Nurney Village 1.6% Scoil Bride Athgarvan N S Athgarvan Village 1.7% Presentation Girls Primary School Maynooth Maynooth Town 1.9% Brannoxtown N S Brannockstown Rural Rural 3.0% Scoil Brid Main Street Celbridge Town 3.2% S N Baile Roibeaird Baile Roibeaird Robertstown Village 3.4% Kildare Monastery N S Kildare Kildare Town 4.2% S N Nmh Mhuire Staplestown Donadea Rural Rural 5.0% Scoil Bríd Oldtown Naas Town 5.0% Scoil Phadraig Naofa An Tom Ard Athy Town 6.4% S N Bride Suncroft Crochta Greine Rural Rural 6.5% Scoil Na Mainistreach Oldtown Road, Celbridge Town 6.6% S N Tir Mochain Kilcock Donadea Rural Rural 7.3% St Conleths N S Derrinturn Derrinturn Village 8.2% Scoil Naomh Padraig Hazelhatch Road Celbridge Town 9.3% Scoil Chonnla Phadraig Newbridge Newbridge Town 9.5% North Kildare Educate Together School Celbridge Celbridge Town 14.4% S N Cianog Naofa Tigh Mochua Rural Rural 18.8% 29

30 Appendix 7 PARKING OF BICYCLES AT KILDARE RAILWAY STATIONS Year Ref Railway Station Sample Size Average No. of Bikes Sample Size Average No. of Bikes Sample Size Average No. of Bikes 1 Hazelhatch Maynooth 0 n/a Leixlip Confey Leixlip Louisa Bridge 0 n/a Sallins n/a 30

31 Appendix 8 PUBLIC CYCLING PARKING Ref Town Installed Athy 28 2 Celbridge 15 3 Clane 14 4 Leixlip 10 5 Maynooth 6 Naas 26 7 Newbridge 8 Kildare 9 Monasterevin 31

32 Appendix 9 CYCLING IN KILDARE LOCAL AUTHORITIES Number of Participants in Bike To Work Scheme Year * Total No. of Participants n/a * It is unclear if the number of participants includes Naas Town Council staff Average Daily Bike Parking at Aras Chill Dara Year No. of Bike Counts No. of Bikes Parked