National Spatial Strategy For Ireland 2002 - 2020 - Full ... - Kildare.ie

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62 Public transport network – It will be important to ensure that rail continues to offer realistic alternatives to road travel on the key inter-city routes — Dublin-Belfast and Dublin-Cork/Galway/Limerick/Waterford. – Better interconnection between Cork and Galway (via Limerick) would facilitate ease of interaction and enhancement of critical mass – Services to other gateways and hubs should be enhanced – Cities and large towns, particularly the gateways and hubs, require well-developed and effective internal public transport networks. Outside the Greater Dublin Area, bus services will be the principal means of providing such networks However if it is to provide an attractive and viable alternative to private car commuting, public transport must be supported by effective, on-street bus priority measures, appropriate demand management measures and complementary land use policy and practice – Encouraging the development of strong towns and villages will enhance the viability of rural public transport options such as local bus networks. Rural transport policy is being developed by the Department of Transport, with the support of other Departments and the Public Transport Partnership Forum – New arrangements for the procurement and regulation of bus services outside the Greater Dublin Area will be decided following the completion of consultations on the consultancy study, Regulation of Bus Services outside the Greater Dublin Area. Goods transport – Adopting a new approach to freight transport and goods distribution based on planning that takes into account the way in which the various links, such as road, rail and ports in the goods supply chain are interdependent – Implementing effective goods distribution strategies in major urban areas – Determining the future role of rail freight in the Irish economy in the light of the Strategic Rail Review. International Access For Ireland to have a globally competitive but regionally integrated economy, effective connections to the world are vital. Ireland needs good • national and regional airports and associated air services • sea ports and associated shipping services. The economies of scale needed to support effective international access require a focused approach. This will support access from the regions, by ensuring that connections to and interchanges at nationally strategic access points are quick, straightforward and reliable. In relation to air access, a critical mass of population is required within an airport’s catchment to support a range of services to and from a wide choice of destinations. A number of key points arise from this. In Ireland, Dublin Airport serves the city, region and country and offers the greatest number of international connections. It has direct links to nearly all of the main cities in Europe and a limited number of key routes to the United States. In 2001 a total of seventy airlines served 122 international destinations from Dublin Airport. Expanding the level of services available from Dublin Airport to an even wider range of destinations is essential in the interests of underpinning Ireland’s future international competitiveness. However, in a liberalised aviation market, route planning decisions of airlines depend primarily on the anticipated level of demand. The national and regional benefits of expanded services from Dublin Airport can be enhanced through improved connections with (i) the integrated public transport network proposed by the Dublin Transportation Office in A Platform for Change, (ii) the national roads network and (iii) regional airports. The National Spatial Strategy | People, Places and Potential
Shannon and Cork airports are strategically located, close to significant population bases and serve particular functions. These airports will continue to have an important role in the future by facilitating linkages to as many commercially viable international destinations as possible, as well as linkages to Dublin. In the case of each of these airports, expanding its range of air services will also require an enhancement of the population base they serve. This will also require effective public and private transport connections, in order to bring additional large centres of population within approximately one hour’s travel time or less of the airport. While recognising the transatlantic role of Shannon Airport, its strategic location between Limerick and Galway also suggests an enhanced role for it in serving a wide catchment in the West with a growing population base, through new, commercially viable services to the UK and mainland Europe. This will require improved access to the airport, particularly in public transport terms, through measures such as reducing the travel time from Galway to Shannon. These measures also include consideration by the Strategic Rail Review of the potential for linking Shannon, through the national rail network, to cities such as Cork, Limerick, Galway and Waterford. Some regional airports have limited direct international connections on a commercial basis, some have links to Dublin Airport in a ‘hub and spoke’ arrangement, or offer local access in remoter areas for passengers and airfreight. For sea access, transit between Ireland and other countries passes principally through four main bands of routes which contain one or more ports. These are • the Central band – to and from Dublin/Dun Laoghaire/Drogheda • the Northern band – to and from Belfast/Larne/Warrenpoint/Greenore/Derry • the Southern/South Eastern band – to and from Cork/Waterford/New Ross and Rosslare • the Western band – to and from the Shannon Estuary and Galway. (See Map 3) The spatial structure outlined in the NSS raises a number of key points in relation to the future roles of these bands and their ports. Dublin Port is vital to the national economy and that of Dublin itself and adjoining regions. However the port faces a shortage of capacity, giving rise to its need for more land to accommodate its expanding activities. A possible solution to this, in the medium to longer term, and of benefit to both the port itself and the city, might lie in promoting alternative locations for some current and future Dublin port activities, such as the transit and storage of petrochemicals, bulk goods and cars. More port business to and from various parts of the country through other nationally strategic ports could be encouraged. This may in some cases require substantial investment in facilities at alternative ports. Developing shipping facilities additional to those at Dublin Port will need to be supported by improved access so that transit times and costs are competitive with those available from Dublin. This will encourage shippers to invest in services. The use of the linking corridors set out in the transportation framework would promote the ports in the northern and southern/south-eastern international access bands thus relieving congestion at Dublin Port. The export-oriented nature of the Irish economy is highly dependent on effective access to foreign markets. Therefore it is important to maintain a wider international perspective in order to identify critical interventions abroad that would improve Ireland’s onward connections and thus reduce the time and cost of moving people and goods between Ireland and the EU. Initiatives in this regard will be undertaken through trans-national collaboration within the EU context. A priority already apparent is the need for up-grading of alternative corridor links to and through Great Britain and to the European mainland in order to avoid the congestion and bottlenecks on the main corridor link from Ireland to the UK and Europe shown in Figure 2.1. The National Spatial Strategy | People, Places and Potential 63
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National Spatial Strategy for Irela
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MESSAGE FROM THE TAOISEACH Ireland
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Table of Contents Section 1: What i
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What is the National Spatial Strate
Page 11 and 12: The overall approach taken by the N
Page 13 and 14: • promote certain strategically l
Page 15 and 16: Addressing these contrasts is a key
Page 17 and 18: Ireland’s Changing Spatial Struct
Page 19 and 20: Agriculture will continue to be an
Page 21 and 22: Figure 2.1 Ireland - International
Page 23 and 24: Figure 2.2 Cities and Towns on the
Page 25 and 26: • A substantial amount of new hou
Page 27 and 28: The projections based on current de
Page 29 and 30: (2) Towns with populations in exces
Page 31 and 32: However over time, as the process o
Page 33 and 34: Housing output reached a new record
Page 35 and 36: The availability of a critical mass
Page 37 and 38: Ireland - Future Spatial Structure
Page 39 and 40: This will lead to • a strong and
Page 41 and 42: Substantial progress towards balanc
Page 43 and 44: Ensure the effective use of the exi
Page 45 and 46: In the South East, there is substan
Page 47 and 48: Factors such as • the proposed de
Page 49 and 50: 3.4 Gateways and Hubs - Overall App
Page 51 and 52: Looking to the period to 2020 and b
Page 53 and 54: 3.5.4 Types of Rural Areas Box 3.1
Page 55 and 56: 3.6 Summary of Strategic National R
Page 57 and 58: Map 1 Gateways National Spatial Str
Page 59 and 60: However, these integrated networks
Page 61: Map 3 National Transport Framework
Page 65 and 66: The trend of growing demand in a li
Page 67 and 68: Not Feasible Feasible The National
Page 69 and 70: The net effect of these planned and
Page 71 and 72: The radial corridors: The NDP provi
Page 73 and 74: How each region will participate in
Page 75 and 76: The spatial elements in the regions
Page 77 and 78: to Dublin Strategic Rural Assets wi
Page 79 and 80: Map 5 Dublin & Mid East Regions Map
Page 81 and 82: Map 6 Midlands Map 10 Midland Regio
Page 83 and 84: Towns 1,500-5,000 population Opport
Page 85 and 86: Towns 1,500-5000 population Towns s
Page 87 and 88: County Towns and towns over 5,000 p
Page 89 and 90: The contribution that is being made
Page 91 and 92: development opportunities and subse
Page 93 and 94: Location of Development: Policies S
Page 95 and 96: 5.2 Economic Development 5.2.1 The
Page 97 and 98: Effective physical and electronic a
Page 99 and 100: Ireland must also build an ‘infor
Page 101 and 102: In the agricultural and food sector
Page 103 and 104: 5.3.1 Housing Location in Urban Are
Page 105 and 106: 5.3.2 Housing Location in Rural Are
Page 107 and 108: The types of housing demand that ar
Page 109 and 110: Well-located and appropriately scal
Page 111 and 112: Progress towards more successful an
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Community Facilities City Planning
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guidelines and city and county deve
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Implementing the National Spatial S
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Plans setting out the actions neede
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The benefits of an NSDI are seen as
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Such policies or objectives include
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The Department of the Environment a
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Conclusion Section 7
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Appendices
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As a consequence, is it a valid pro
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Rural Areas Suggestions were made o
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• Rail access to Shannon Airport
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G GAA (Cunnane, Stratton Reynolds)
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Appendix II: Population Distributio
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This trend has been continued beyon
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Appendix III: Population Trends in
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Table 3 Towns by Order of Size 1971
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There are some key lessons from the
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Appendix V: Selection Rationale for
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Tuam Tuam will both assist in build
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en n Derry llingar re Kilkenny rd M
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Notes The National Spatial Strategy
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