Greater Dublin Area Draft Transport Strategy 2011-2030

The Greater Dublin AreaExecutive Summary: page 2 www.2030vision.ie

ContextThis Strategy has been prepared following thepublication of the Regional Planning Guidelines(RPGs) for the Greater Dublin Area and the relevantlegislation requires that the Strategy and the RPGsare aligned in their objectives and intent. The RPGsin turn were prepared to be consistent with theNational Spatial Strategy (NSS), published by theGovernment in 2002. The NSS provides the policyframework for all regional plans, including thisStrategy and the RPGs.The RPGs break the GDA down into two distinctparts; the Metropolitan area and the Hinterlandarea. A key policy of the RPGs is the consolidationof development into the Metropolitan area. In theHinterland, development is to be consolidated intoidentified key Growth Towns.Smarter Travel – A Sustainable Transport Future,published in 2009 by the Department of Transport,includes a number of key goals and national targetsfor 2020, including a reduction in Green House Gasemissions from the transport sector from 2005levels, a reduction in the share of journeys to workby car to 45% of total journeys to work, and a 10%share of all journeys to be by cycling.The National Cycle Planning Policy Framework,also published in 2009, reiterates the target forcycling journeys in Ireland and sets out a series ofactions, including improving facilities for cycling,reducing traffic volumes in towns and nearschools and improving the integration of publictransport and cycling.Several other key national policy documents - suchas the National Development Plan, the NationalRecovery Plan, Retail Planning Guidelines, NationalClimate Change Strategy - played a major role inshaping the Strategy objectives and targets.The Strategy is subject to Strategic EnvironmentalAssessment and a Habitats Directive Assessment inaccordance with national and European legislation.plans and programmes. Accordingly, the deliveryof many of the capital intensive projects in theStrategy is unlikely to occur in the short-term andthe level of development and population growthmay fluctuate from current predictions.It is recognised that the Strategy cannot rely onhigh levels of investment in its early years. Inaddition, it also needs to be sufficiently flexible toaccommodate varying levels of funding availabilityand to react to changing circumstances during theperiod of the plan. That is reflected in the spectrumof measures set out in the Strategy – while itincludes some necessary capital intensive projects,it also focuses on providing a range of lowercost measures delivering significant benefits fortransport throughout the region.Strategy vision and objectivesThe Strategy vision for the Greater Dublin Area in2030 is for “a competitive, sustainable city-regionwith a good quality of life for all.”The five overarching objectives for the Strategy tosupport this vision are:Objective 1:Build and Strengthen communitiesObjective 2:Improve Economic CompetitivenessObjective 3:Improve the Built EnvironmentObjective 4:Respect and Sustain the Natural EnvironmentObjective 5:Reduce Personal StressA set of transport specific sub-objectives wereidentified associated with each of these higherlevel objectives.The unprecedented economic circumstancesprevailing in Ireland at the time of the adoption ofthis Strategy, mean that the level of investment intransport provision will be significantly curtailedfrom that anticipated under prior investmentExecutive Summary: page 3 www.2030vision.ie

Travel in the Greater Dublin AreaThe population of the Greater Dublin Area grewby 19% in the ten year period between 1996 and2006. Employment grew by 40% in the same tenyear period. Both population and employment areexpected to grow by a further 39% in the period upto 2030.Travel patterns in the GDA are related todevelopment locations, in particular the locationof housing relative to jobs, schools, shops andother facilities.Dublin city’s footprint increased dramatically fromthe early twentieth century onwards as people movedout of the old city (which was largely containedwithin the Grand and Royal Canals) to more spaciousaccommodation and in response to easier mobilitybrought about by the advent of the motor car.Population growth also contributed to the growth inthe size of Dublin. In the last fifteen years the rateof population growth accelerated, particularly in theHinterland area. In many cases this growth has takenplace in smaller towns or villages and rural areas,away from public transport. Forecasts up to 2030assume 24% of the GDA population will be locatedin the Hinterland area, but future Hinterland growthis expected to focus much more on larger towns,where public transport is more readily available.Whereas job growth has also taken place in theHinterland, most jobs are still located within theMetropolitan area of Dublin, with office based jobsparticularly focussed in or close to the city centre.Forecasts up to 2030 assume the large majorityof GDA jobs (85%) will continue to be located inthe Metropolitan area, with a particularly stronggrowth in jobs anticipated in the Dublin city centre.The growth in population and employment in thelast fifteen years, and the larger distances betweenhouses jobs, shops and schools has led to a hugeincrease in demand for travel.More information is contained in Chapter 4 ofthe Report.Transport challengesThe GDA generates just under half of Ireland’soutput (in terms of Gross Value Added), andcontains Ireland’s foremost city of internationalscale. Its economic well-being is of vital importanceto the wider Irish economy.Because much of the recent population,employment and retail growth in the GDA hastaken place at locations remote from publictransport, a large share of the associated growth intravel has been by car. This, coupled with increasedcar ownership and use in established areas, has ledto a substantial increase in road congestion overmost of the Greater Dublin Area.Recent major road construction and publictransport improvements, coupled with theeconomic downturn have resulted in someimprovements in congestion. However, forecastsindicate that this alleviation is temporary andwithout further transport interventions, severecongestion can be expected to return throughoutmuch of the Greater Dublin Area. This hasserious implications for businesses and the widereconomic competitiveness of the GDA, as well asimposing serious social costs on those caught upin congestion.Challenges include how to lock in the economicbenefits of new transport infrastructure, theidentification of network improvements to tackleroad congestion and overcrowding on publictransport services, and how to encourage some ofthose using the network at busy times to use moreappropriate means of travel or to travel at lesscongested times.From a public transport viewpoint, Dublin citycentre is the most accessible location in theGreater Dublin Area, as it is where a large numberpublic transport services converge. Improvementsto public transport and restrictions in city centreparking have seen the share of travel by publictransport, cycling and walking to central Dublin inthe morning travel to work period grow from 50%in the late 1990s to 65% in 2007.Executive Summary: page 4 www.2030vision.ie

Challenges include how to free up road spacefor economically essential traffic by furtherincreasing the share of travel by means other thanthe car, particularly to the city centre and otheremployment centres. We need to consider howto target public transport improvements to areaswhere access is currently poor. This will increasethe labour pool that can access jobs in Dublincity centre and other employment centres, andwill allow more people participate in the GDAemployment market.At a local level too, there is a need to connectpeople to the jobs, shops, schools, health facilitiesand other essential community services they need,by a range of travel modes, focussing in particularon improving local public transport, cycling andwalking facilities. The Strategy needs to payparticular attention to improving connectivity forthose living in disadvantaged areas. The Strategyalso needs to ensure that transport facilities aredesigned with the needs of mobility impairedpeople and people with disabilities in mind.The current public transport network is not very easyto understand, deterring new users. Simplificationsof fares and ticketing and improvements to travelinformation all need to be addressed. Making thepublic transport network easier to use needs to be atthe heart of the Strategy.Very good progress has been made in reducingtraffic accidents throughout the GDA in recentyears. The Strategy needs to build on this further,placing a particular emphasis on improvingsafety, and perceptions of safety, for those whowalk and cycle.Walking and cycling can contribute to thehealth and wellbeing of GDA residents andthe communities they live in. The Strategyneeds to identify how walking and cycling canbe encouraged, including for leisure andrecreational purposes.The environmental challenges associated withtransport are significant. Overall, Ireland’s GreenHouse Gas (GHG) emissions in 2009 were 12%above 1990 levels. GHG emissions in the transportsector were 149% above 1990 levels. The Strategyneeds to identify means to stabilise or reducetransport related GHG emissions and the use offossil fuels to power transport in the GDA.The hugely varied natural landscape of the GDA isa precious and unique asset which should be valuedand maintained. The Strategy needs to minimise itsimpact on natural amenities.Executive Summary: page 5 www.2030vision.ie

Strategy options and assemblingthe StrategyIn the preparation of the Strategy, various potentialmeasures were identified under the followingheadings:• Rail;• Bus;• Integration of public transport;• Cycling;• Walking;• Traffic management;• Freight;• Integration of transport and land use planning;• Promotion of non-car travel; and• Travel demand management measures.Identified measures were assessed and takenforward where appropriate, based on:• their technological, political and legal feasibility;• the contribution they are likely to make inmeeting the objectives of the Strategy; and• their performance, based on a standardapproach to transport appraisal set out by theDepartment of Transport.Strategy options were formulated from packages ofwell performing measures. In assembling packages,particular attention was paid to developing andapplying measures in the overall GDA context. Publicand stakeholder views on the relative merits ofparticular measures were also taken into account.Three overall Strategy options were taken forward,each with a particular emphasis or theme thatrelated back to Strategy objectives:• Economy themed option;• Society/community themed option; and• Environment themed option.The appraisal of options was supported and informedby extensive modelling analysis undertaken using theAuthority’s multi-modal strategic transport modelfor the Greater Dublin Area.While each option attempts to meet all theStrategy objectives and address the transportchallenges, each also places a particular emphasison measures that meet the objectives related tothe option theme. So for example, the economythemed option focuses in particular on policiesand proposals that would support the economicgrowth and competitiveness of the GDA, whilstat the same time ensuring that there is not anunduly adverse impact on the other key Strategyobjectives of improving the built environment,supporting the natural environment andstrengthening communities.Some policy and integration measures meetall objectives and are, therefore, included inall Strategy options. These measures includeplanning of new developments to supporttravel by walking, cycling and public transport,improvements to the walking and cyclingenvironment, improved public transportinformation and integrated fares and ticketing.Certain major transport schemes also meet allobjectives and were therefore included in allstrategy options. These include• DART Underground (a rail tunnel through thesouth city centre joining Kildare rail services viaHeuston, St. Stephen’s Green and Pearse railstations to coastal DART rail services north ofConnolly); and• Metro North (Swords and Airport to O’ConnellSt. and St. Stephen’s Green).Several other public transport schemes were alsoincluded in all options, including Metro West(Tallaght to Metro North via Clondalkin andBlanchardstown), the northward extension ofLuas from St. Stephen’s Green to Grangegormanand the Maynooth railway line at Broombridge,Luas Lines from city centre to Lucan,Rathfarnham and Finglas, Luas upgrade to Metrofrom St. Stephen’s Green to Cherrywood area andextension to Bray area.Additional rail Park and Ride sites and furtherenhancements to the Quality Bus Corridor networkwere also included in all options.Executive Summary: page 6 www.2030vision.ie

The economy themed optionThe emphasis in this option is on measures thatsupport economic growth and competitiveness.The emphasis is on reducing congestion, andimproving journey times and reliability, particularlyfor business travel and the movement of goods.Further major improvements to transportinfrastructure figure prominently in thispackage, as do traffic management and roadpricing measures, aimed at freeing up congestedparts of the transport network for economicallyessential traffic.The society/community themed optionThe particular emphasis in this option is onmeasures that link communities to each other, andto the activities that they need to access. Measuresthat improve access for disadvantaged groups areparticularly important, with a focus on improvingpublic transport services for those travelling toaccess health and community services, leisure andrecreation facilities, or visit family and friends –particularly outside peak travel to work times.Additional public transport services are includedin this option, particularly between residentialareas, town centres and other centres of activity,and particularly outside the peak travel to workperiod. Lower bus fares would apply at these times,partially funded by an increase in peak fares.The environment themed optionThis option puts a particular emphasis on proposalsthat improve the built environment or minimiseimpacts on the natural environment. Proposalsthat are likely to support the Strategy objectiveof reducing transport related Greenhouse Gasemissions are included, as are proposals that reduceemissions or reduce local air pollution and noise,minimise impacts on natural amenities and thecountryside and improve town and streetscapes.This option also includes priority measures forpedestrians and cyclists and restrictions for largertrucks in town centres, restrictions in parkingprovision at workplaces and other key destinationsto discourage car use, and support for theintroduction of electric vehicles.Outcome of option appraisalOverall, the results of the option appraisal processstrongly indicate the Strategy should be basedupon the environmentally themed option. The keyaspects of the Environment themed option thatinformed the assembly of the Strategy are:• Substantially enhanced public transport networkcoverage, and improvements in public transportjourney times, reliability and frequency;• Only limited strategic road building or upgrades;and• Demand management including road pricingover a wide geographical area within the GDA,to achieve the mode share targets set out inSmarter Travel.At this point of assembling the Strategy, decisionswere made on whether forecast passenger demandmerited bus or rail based public transport inparticular corridors. A number of Luas and Metrolines or line extensions proposed in one or moreof the strategy options were not taken forward forinclusion in the Strategy itself, due to low levelsof forecast passenger demand. In such cases, busalternatives were proposed instead.No new strategic road building proposalsare included in this option. In addition,region-wide distance based road pricing isincluded in this option, at a sufficient level toensure the Government’s Smarter Travel targetof reducing car journeys to 45% of all journeys towork is achieved.Executive Summary: page 7 www.2030vision.ie

The StrategyOverviewThe Strategy objectives can be grouped intoeconomic, social and environmental categories. TheStrategy aims to meet:• Economic objectives by reducing delays andimproving journey time reliability, particularlyfor business travel and the movement of goods,and by improving access to and within towncentres;• Social objectives by improving safety, reducingtravel related stress and reducing the adverseimpacts of traffic on neighbourhoods andcentres whilst enabling all sectors of society totravel to the destinations they need to reach;and• Environmental objectives, by giving priority tothose means of travel that are less damaging toour natural and built environment.In developing the Strategy, Government andregional planning policies and Strategy targetsalso have been taken into account, as well asenvironmental, physical, financial and otherconstraints. These include:• The Government’s ‘Smarter Travel’ policies andtargets, and the related target in the Strategyobjectives of reducing transport relatedGreenhouse Gas emissions in the GreaterDublin Area;• The need to minimise impacts onenvironmentally sensitive sites andhistoric areas;• The planning policies set out in the GreaterDublin Area Regional Planning Guidelines;• The cost of providing transport infrastructureand services and the need to ensure value formoney; and• The need to minimise undue disruptionto businesses and people either duringimplementation or operation of aStrategy measure.A wide range of policies and measures is requiredto provide the transport solutions for the GreaterDublin Area over the next twenty years. Aparticular emphasis has been placed on measuresthat meet the full range of Strategy objectives -supporting the region’s economy, whilst promotingsocial equity, and reducing adverse impacts on thebuilt and natural environment.In keeping with Strategy objectives, a clear hierarchyof transport users is supported, with pedestrians,cyclists and public transport users at the top of thehierarchy. As a general principle, these users shouldhave their needs considered first in the planning oftransport provision.Executive Summary: page 8 www.2030vision.ie

Planning for sustainable livingThe location and design of developments has amajor influence on the amount of travel peopleneed to make, and whether journeys need to bemade by car. Past trends that created low densitysettlements remote from town centres andservices (schools, shops, employment and leisurefacilities), coupled with the dispersed nature ofthese services, have resulted in unsustainable traveltrends that are car dominated. These patterns needto be redressed through a process of developmentconsolidation and the promotion of an appropriatemix of land uses within areas that bring peoplecloser to their needs and allow a high emphasis onwalking, cycling and public transport.The Strategy sets out a three tier settlementhierarchy, linked to the RPG settlementcategorisation. The three categories are Dublin City,Designated Towns and Designated Districts. For thepurposes of the Strategy, Dublin City refers to thepart of Dublin that lies within the two canals andincludes the Heuston area and Docklands area. TheDesignated Towns are the key RPG growth townsin the area, numbering eleven in total. DesignatedDistricts are towns and suburban areas of varyingscale and function which, predominately, areintended to link with adjacent Designated Towns.New development likely to attract large numbersof people, such as shops and offices, needs tobe located in Dublin city centre and larger towncentres, where public transport accessibilityis good, in order to support public transportuse, cycling and walking as transport choices.Development densities should be higher inthese areas. In addition, intensive developmentshould also take place in areas well served by rail.Development should take place at these locationsin advance of other locations.Local authorities need to support national SmarterTravel objectives, and work with governmentbodies to ensure there is homogeneity betweenthe hierarchy of urban centres defined in futureplans and strategies, which should be related totheir accessibility by public transport. Centralgovernment design guidance for urban areas shouldbe adhered to.Local authorities should ensure newdevelopments are permeable for walkingand cycling, and that parking or servicingarrangements do not compromise walking,cycling and public transport use.They should also ensure local facilities are locatedand designed so that access by walking andcycling from the surrounding area is direct, safeand convenient, and that barriers to convenientpedestrian and cycling movement are removed.As part of local authority Development Plansand Local Area Plans, local authorities shouldprepare local transport plans, for town centresand district centres in their area. These transportplans should address access to the centre by allmodes of transport, focusing in particular on theprovision of direct, safe and attractive walking,cycling and public transport connections from thesurrounding area.Non-residential developments should be subject todefined maximum parking standards at a regionallevel, with more restrictive standards in manyparts of the GDA related to accessibility by publictransport. In areas where the highest intensity ofdevelopment occurs, an upper limit on car parkingsupply should apply.The Strategy identifies that mixed usedevelopment will be the primary pattern of growthin all areas, with an emphasis on commercial usesin centres, and on residential uses in other areasserved by public transport.Executive Summary: page 9 www.2030vision.ie

Public TransportPublic transport is essential for the economy ofthe Greater Dublin Area. It is the only means oftransport that can provide the capacity needed tomove the large volumes of people who travel towork, education, shops and leisure facilities in theGreater Dublin Area each day. It also enables muchof the business and tourist travel in the region.It reduces transport’s impact on the environmentby providing an alternative to the car andsupports a more consolidated, compact form ofdevelopment in the Metropolitan Area in particular,which also reduces the need to travel.Half of Dublin’s residents of driving age do not owna car. Public transport meets an essential socialneed for those without access to a car.Over the lifetime of the Strategy, bus willcontinue to be the predominant public transportmode in terms of network coverage throughoutthe Greater Dublin Area. Outside of the corridorsserved by rail, buses will be the nucleus of thepublic transport offering, providing services overa large geographic area.Bus measures include:• Regular bus network reviews and commitmentto alterations to improve services as required;• Minimum service frequencies for bus servicesfrom Dublin city to larger Metropolitan andHinterland towns;• Local bus services for larger towns, linkingto the town centre and onward publictransport connections, adjacent smaller towns,employment areas, hospitals, third levelinstitutions and other major activity centres;• Upgrade of four major Dublin bus corridors tohigh quality Bus Rapid Transit type operations –Stillorgan Road, Malahide Road, Lucan Road andNavan Road;• Five further key QBC routes targeted forupgrade, including increased segregation, alongwith northern and southern orbital routes;• Improved stop facilities – good quality shelters,real time passenger information, cycle parking,and off-bus ticketing machines; and• Reductions in buses parking in city centre togetherwith rationalisation and sharing of bus stops.Executive Summary: page 11 www.2030vision.ie

Our vision forDublin 2030 isfor a competitive,sustainablecity-region witha good qualityof life for all

Part A:Backgroundand Options

Chapter 1Introduction andoverviewIn this Chapter:1.1 Purpose of thisdocument1.2 The hierarchy oftransport plans111.3 Role of the Strategy 21.4 Economic environmentand funding21.5 Consultation 31.6 Strategy appraisal 31.7 Structure of thisdocument3Chapter 1 www.2030vision.ie

1.1 Purpose of this documentThe National Transport Authority has a statutoryobligation to prepare a Strategic Transport Planfor the Greater Dublin Area 1 . This document setsout the National Transport Authority’s StrategicTransport Plan for Greater Dublin Area (GDA) forthe period up to 2030 (the Strategy).The GDA encompasses the Dublin and Mid-EastRegions, that is, the area represented by thefour Dublin local authorities of Dublin City, DunLaoghaire-Rathdown, Fingal and South Dublintogether with the three adjacent counties ofKildare, Meath and Wicklow in the Mid-East Region.The Strategy has been prepared as part of theongoing transport planning process for the GDAthat began with the publication of the DublinTransport Initiative (DTI) in 1995. Prior to theestablishment of the National Transport Authority(the Authority), the Dublin Transportation Office(DTO) held this remit, and the DTO commencedpreparatory work on this Strategy in late 2007,which the Authority took over in December 2009.1.2 The hierarchy of transport plansThe Strategy presented in this document is astrategic transport plan for the GDA for the next20 years. It is not, however, a standalone documentor blueprint to instantly address all transport issueswithin the GDA. Its purpose is to represent thetop level within the hierarchy of transport plansfor the region that will include an ImplementationPlan 2 and a Strategic Traffic Management Plan 3both of which will be published by the Authoritysubsequent to the adoption of the Strategy. TheStrategy is not intended to represent a short termsolution to transport deficiencies, rather it sets outa longer term framework for transport in the GDA.The Implementation Plan and Strategic TrafficManagement Plan will be vital in ensuring that thepolicies and objectives of the Strategy as set outin this document are achieved. These two laterplans (and the Strategy itself) will be reviewedevery 6 years. This will allow for consideration ofissues which are constantly changing and whichcannot be fully assessed within the Strategy,such as the availability of funding. In addition anychanges to current forecasts of population andemployment growth will need to be taken intoaccount . The preparation and implementation ofthe aforementioned plans will be fundamental tothe success of the Strategy.2 Section 13 (1) of DTA Act 20081 Section 12 (1) of DTA Act 20083 Section 64 of DTA Act 2008Chapter 1: page 1 www.2030vision.ie

Strategy will be necessary. Such an arrangement isstill consistent with the overall objectives of theStrategy and will ensure that the individual elementsthat will be developed will, ultimately, still aggregateto deliver a coherent integrated package.Sections 12.8 and 12.9 in Chapter 12 assessthe implications of reduced population andemployment scenarios, as well as examining longerterm planning horizons. Together with the sixyearly reviews of the Strategy required under theapplicable legislation, this facilitates a responsiveapproach to addressing the evolving needs of theregion over the full Strategy period.The next steps in the implementation of theStrategy are set out later in Chapter 13.1.5 ConsultationComprehensive stakeholder and public consultationhas been carried out at key stages during thedevelopment of the Strategy, to help ensure that aStrategy that meets desired objectives and addresseskey issues is prepared. The consultation informed• The formulation of the Strategy vision andobjectives and identification of key issues thatthe Strategy should address; and• The identification of appropriate measures andwhich ones should be considered for inclusion inoptions and the Strategy itself.1.6 Strategy appraisalThe Strategy has been fully appraised to determinehow well it meets the Strategy vision of a modernEuropean capital city and surrounding region andthe key Strategy objectives.The Strategy was also appraised to determinehow well it performs against a set of standardcriteria under the headings of Economy,Integration, Safety, Accessibility, Social Inclusionand Environment, based on the Department ofTransport’s “Common Appraisal Framework” forprojects and programmes.Appraisal of the Strategy took place at key stagesin its preparation:• Following identification of potential transportmeasures;• Following assembly of packages of Strategyoptions; and• when the Draft Strategy was prepared.A Strategic Environmental Assessment (SEA)and Habitats Directive Assessment (HDA) ofthe Strategy have been undertaken. The resultsof these assessments are set out in a separatedocument. This complies with the requirementsof the SEA Directive (Directive 2001/42/EC ofthe European Parliament and Council of 27 June2001 on the assessment of the effects of certainplans and programmes on the environment) andassociated legislation. 5The manner in which the outcomes of theappraisal, SEA and HDA assessments were takeninto account during the preparation of the Strategyis set out later in this document.1.7 Structure of this documentThe rest of this document is set out as follows:Part A: Background and Options comprises:• Chapter 2 providing the policy and legislativecontext to the Strategy;• Chapter 3 setting out the Strategy vision andobjectives;• Chapters 4 and 5 describing travel in the GreaterDublin Area and some of the key transportchallenges arising; and• Chapter 6 detailing the strategy optionsconsidered and the appraisal process undertakenfor these options.5 Article 6(3) and 6(4) of Council Directive 92/43/EEC on theconservation of natural habitats and of wild fauna and flora, asamended by Council Directive 97/62/ECChapter 1: page 3 www.2030vision.ie

Part B: The Strategy comprises:• Chapter 7 setting out an overview of theStrategy;• Chapter 8 containing land use planningrecommendations aimed at better integratingtransport and land use planning;• Chapter 9 setting out the Strategy approach inrelation to walking and cycling;• Chapter 10 describing the public transportelements of the Strategy including measures tomake public transport easier to use; and• Chapter 11 dealing with roads, freightmovement and demand management.Part C: Outcomes and Next Steps comprises:• Chapter 12 describing the appraisal of theStrategy and key expected outcomes; and• Chapter 13 setting out the next steps in theimplementation of the Strategy.Chapter 1: page 4 www.2030vision.ie

Figure 1.1: The Greater Dublin AreaChapter 1: page 5 www.2030vision.ie

2.1 IntroductionThis chapter sets out the transport planning andtransport investment programme framework inwhich the Strategy was prepared.It also describes the planning and legislativecontext in which the Strategy was prepared, andwhich was taken into consideration during thepreparation of the Strategy.2.2 Previous transport strategies forthe Greater Dublin AreaFollowing the publication of the Dublin TransportInitiative (DTI) report in 1995, the Governmentestablished the Dublin Transportation Office tocontinue the ongoing transport planning processfor the Greater Dublin Area. The first update ofDTI was published in 2001 in the DTO report‘A Platform for Change’. This was an integratedtransport strategy for the period up to 2016 andcontained two interdependent elements:• A comprehensive public transport network thatwould provide an attractive alternative to thecar for most people within the GDA; and• Travel demand management measuresaimed at reducing the growth in travel andencouraging a transfer from car to moresustainable modes of travel.2.3 Investment FrameworkTransport 21The Government’s national 10-year transportinvestment framework “Transport 21” waspublished in November 2005. It set out a 134bnnational investment framework for transportinfrastructure nationally for the ten year periodup to 2016, x16bn of which was to be spent onimproving public transport infrastructure andservices, primarily within the Greater Dublin Area.Transport 21 included major investment in GreaterDublin Area public transport (largely based on theproposals contained in ‘A Platform for Change’)Major public transport schemes included:• Several new Luas lines and extensions toexisting lines;• The Metro North scheme, linking the CityCentre to Dublin Airport and Swords;• Metro West joining Metro North (near theAirport) to Tallaght and serving Blanchardstownand Clondalkin;• A suburban rail interconnector (DARTUnderground) joining Heuston to Docklands viaSt. Stephen’s Green; and• Electrification of existing suburban rail lines.The DTO and its functions were subsumed into theNational Transport Authority in December 2009.Chapter 2: page 1 www.2030vision.ie

EU Climate Change ProgrammeFollowing agreement on internationally bindingtargets of reducing greenhouse gas (GHG)emissions and the adoption of the Kyoto Protocolin December 1997, the EU launched its firstEuropean Climate Change Programme in June2000. This committed the EU states to achievingthe 8% reduction below 1990 levels of GHGemissions by 2012 agreed in Kyoto. Subsequently,in March 2007, the EU commission pledged thatEU states would unilaterally achieve a reduction of20% reduction on 2005 levels of GHG emissionsby 2020. The commission also pledged that theEU would commit to a higher reduction of 30% on2005 levels provided there was a global agreementon comparable reductions elsewhere. The 2009Copenhagen summit on Climate Change was anattempt to obtain such a global agreement – butas of yet no post 2012 international agreement onclimate change is in place.As the transport sector is a major contributor toGHG emissions, the emissions reductions targetsset out in the EU Climate Change Programmeestablish important targets for transport policy andplanning across all EU states.European Transport White PaperThe Transport White Paper ‘Roadmap to a SingleEuropean Transport Area – Towards a competitiveand resource efficient transport system’ waspublished by the European Commission in March2011. The paper, which has a strong environmentaltheme, will heavily influence transport policy withinthe EU for years to come. A key aim of the paper isto break the transport system’s dependence on oilwithout sacrificing its efficiency and compromisingmobility.The paper sets out 40 initiatives for the next decadeto build a competitive transport system that willincrease mobility and remove major barriers inkey areas and fuel growth and employment. Theseinitiatives will also dramatically reduce Europe’sdepend-ence on imported oil and cut carbonemissions in transport by 60% by 2050. The keygoals of the paper include:• No more conventionally-fuelled cars in cities;• 40% use of sustainable low carbon fuels inaviation and at least a 40% cut in shippingemissions;• A 50% shift of medium distance intercitypassenger and freight journeys from road to railand waterborne transport;• To connect all core network airports to the railnetwork;All of which will contribute to a 60% cut in transportemissions by the middle of the century.The EU Transport White Paper provides animportant policy context for the GDA transportstrategy in that it clearly identifies transportissues that are common to all member states. Itacknowledges that transport has to use less andcleaner energy, better exploit modern infrastructureand reduce its negative impact on the environmentthrough more efficient use of existing resources andnew technologies.2.6 National policy contextThe National Transport Authority is required 7 toensure that the Strategy is consistent with relevantregional planning guidelines for the GDA, and tohave regard to a number of national and regionalPlans and Programmes – the main ones of whichare described briefly below:National Climate Change Strategy 2007 – 2012Following Kyoto, the Government’s NationalClimate Change Strategy 2007 – 2012 commitsIreland to limiting its GHG emissions to 13%above 1990 levels by 2012. Beyond 2012, thisstrategy recognises that the lower EU target(20% reduction) will require Ireland to achievea reduction of 2% on 1990 levels by 2020,while the higher EU target (30% reduction) willrequire Ireland to achieve a reduction of 14% on1990 levels of emissions by 2020. The strategyrecognises that transport is a major contributor toemissions, and sets down the following measuresin the transport sector to help achieve the nationalemissions reductions targets:7 Section 12 (7) of the DTA Act 2008Chapter 2: page 4 www.2030vision.ie

• Mode shift to public transport as a result ofTransport 21;• Rebalancing of VRT and motor tax (to encouragepurchase of less carbon intensive vehicles);• Introduction of a biofuels obligation schemeby 2009;• CIE to be required to move to using abiodiesel blend;• A national efficiency driving awareness campaign;• A sustainable transport action plan; and• Support for the inclusion of aviation in the EUemissions trading scheme.The National Climate Change Strategy is animportant policy context for transport plansnationally. The strategy clearly identifies transportas a key sector contributing to climate change anda sector where major changes in current trends andbehaviour will be necessary if Ireland is to meet itsinternational commitments in this area.National Energy PolicyThe National Energy Efficiency Action Plan2009 – 2020 sets out a strategy to reduce thecountries dependence on imported fossil fuels,improve energy efficiency across a number ofsectors and ensure a sustainable energy future.Improving Ireland’s energy efficiency is a key stepin a sustainable energy policy. Energy efficiencyis internationally recognised as the most costeffectivemeans of reducing dependence on fossilfuels. The Government’s energy policy frameworkfor the period 2007 – 2020 incorporates this goalat its heart and is designed to steer Ireland towardsa new and sustainable energy future; one that helpsincrease security of supply, makes energy moreaffordable, improves national competitiveness andreduces our greenhouse gas emissions.Smarter Travel – A Sustainable TransportFuture 2009Smarter Travel is a national policy documentwhich sets out a broad vision for the future andestablishes objectives and targets for transport. Thedocument examines past trends in population andeconomic growth and transport and concludes thatthese trends are unsustainable into the future.The aim is that by 2020 future population andeconomic growth will have to predominantly takeplace in sustainable compact urban and rural areaswhich discourage dispersed development and longcommuting. This document sets out ambitioustargets which involve a complete turnaround oncurrent trends. It establishes key policy objectivesand targets for all regional policies and plans –including the Regional Planning Guidelines for theGDA and this Strategy. Among the key findings ofSmarter Travel are:• Current transport trends in Ireland areunsustainable, and in the ten years between1996 and 2006, GHG emissions from transportincreased by 88%. Energy consumption inthe transport sector doubled in the same tenyearperiod;• Transport 21 alone will not be enough to addressthe unsustainable trends in transport. The realchallenge will be to change mind-sets, and alteringtravel behaviour will require the alignment ofpolicies right across Government; and• Pivotal to altering travel behaviour is theneed to improve the alignment of spatial andtransport planning, stopping urban sprawland urban-generated one-off housing in ruralareas. Also essential is the need to introducecarefully targeted fiscal measures to discourageunnecessary use of the car.In order to address the unsustainable nature ofcurrent travel behaviour, Smarter Travel sets down anumber of key goals and targets for 2020 - including:• GHG emissions from the transport sector will bereduced on 2005 levels;• Total vehicle km travelled by car will notsignificantly increase;• Current levels of congestion will be significantlyreduced;• Work-related commuting by car will be reducedfrom 65% to 45%;• 10% of all trips will be by cycling; and• The efficiency of the transport system will besignificantly improved.Chapter 2: page 5 www.2030vision.ie

The document recognises that these are ambitioustargets, and outlines a suite of 49 actions requiredto achieve these targets – summarised under fourmain headings as follows:• Actions aimed at reducing distances travelledby car including focusing population andemployment predominantly in larger urbanareas and the use of fiscal measures todiscourage use of the car;• Actions aimed at ensuring that alternatives tothe car are more widely available;• Actions aimed at improving fuel efficiency ofmotorised travel; and• Actions aimed at strengthening institutionalarrangements to deliver the targets.Smarter Travel is a key policy document forboth the RPGs (see below) and the Strategy. Ifthe ambitious targets set out in Smarter Travelare to be achieved nationally they would haveto be significantly exceeded within the majorurban areas of the GDA, where the majority ofthe population already has much greater accessto sustainable modes of travel and alternativesto the use of the car than are available in otherregions of the country.The National Development Plan (NDP) 2007-2013The National Development Plan TransformingIreland — A Better Quality of Life for All sets outthe roadmap to Ireland’s future from 2007-2013. It is envisaged that Ireland will undergo atransformation in its economic and social fabric,with increased emphasis on high value addedactivities and industries. There are a number ofchallenges facing the country which the Plan aimsto address including:• removing the remaining infrastructurebottlenecks that constrain our economicdevelopment and inhibit balanced regionaldevelopment and environmental sustainability;• further equipping our children and youthwith the skills and education to grasp theopportunities presented to them;• creating and sustaining high value employmentopportunities; and• redistributing the product of wealth to foster aninclusive society, including adequately cateringfor those who have already contributed toIreland’s success over previous decades.The objective of the NDP is to integrate strategicdevelopment frameworks for regional development,for rural communities, for all-island co-operation,and for protection of the environment withcommon economic and social goals.Funding of the NDP relies almost completely ondomestic resources, paid for by the taxpayer andinvested in priorities that will generate a realeconomic return, increasing overall wealth in oursociety and raising standards of living beyondwhat they might otherwise be. Securing value formoney for the NDP investment and monitoring itsimplementation will be a key priority and essentialto its success in transforming Ireland.The priorities and approach set out in the NDPare consistent with the ten year social partnershipframework agreement — Towards 2016 —concluded in 2006.The National Recovery Plan 2011-2014The National Recovery Plan provides a blueprintfor a return to sustainable growth in Ireland’seconomy. It sets out in detail the measures thatwill be taken to put our public finances in order.It identifies the areas of economic activity whichwill provide growth and employment in the nextphase of our economic development. It specifiesthe reforms the Government will implement toaccelerate growth in those key sectors.The National Recovery Plan provides an importantcontext for the Strategy as it outlines the impactof the recent economic downturn on Governmentspending and investment priorities.Chapter 2: page 6 www.2030vision.ie

National Spatial Strategy (NSS)The National Spatial Strategy 2002 to 2020 is atwenty year national planning framework designedto deliver more balanced social, economic andphysical development between regions. Thestrategy emphasises continued strong growth inthe GDA, but with significant improvement in theregions outside the capital – in particular in ninegateway cities and nine hub towns.Key elements of the strategy include:• The need for Ireland to renew, consolidate anddevelop its existing cities, towns and villages– keeping them physically compact, publictransport friendly and minimising urban sprawl;• Balanced regional development, encouragingeach region to reach its full potential andcontribute to the overall performance of thestate on a sustainable economic, social andenvironmental basis; and• Strategic planning guidance for a range ofGovernment policies and regional and local plans.The NSS provides the policy framework for allregional and local plans, including the RPGs for theGreater Dublin Area (see below).National Cycle Planning Policy Framework2009-2020Ireland’s first National Cycle Policy Frameworkwas launched in April 2009. It outlines 19specific objectives, and details 109 individual butintegrated actions, which include:• Moving 160,000 people a day to work by bike -an increase of 125,000 people;• Introducing cycle-friendly routes to schools,better bike parking facilities in schools and safecycle skills in school classrooms;• Reducing the volume of through traffic in thevicinity of schools and colleges;• Investing in better, safer cycle routes aroundthe country for commuters, leisure cyclists andvisitors (improving existing cycle routes andintroducing new routes to best internationalstandards);• Ensuring integration of public transport andcycling (more trains or buses to carry bikesas standard);• Investing in new, safe cycle parking facilities intowns and cities around the country;• Introducing a new approach to the design ofurban roads to better recognise the needs ofcyclists and pedestrians;• Retrofitting major road junctions and roadwaysin key cities and towns to make them cyclefriendly;and• Developing cycling demonstration townsshowing best practice in cycle-friendly urbanplanning, design and engineering.The National Cycle Policy Framework aims toensure that a cycling culture is developed in Irelandto the extent that, by 2020, 10% of all journeyswill be by bike.Retail Planning GuidelinesThe national Retail Planning Guidelines for PlanningAuthorities (RPGPA) 8 recommend a sequentialapproach to provision of new retail space. Asfar as possible new development is to be sitedwithin town centres or, if no sites are available,immediately on the edge of town centres witha presumption against development elsewhere,except where district or neighbourhood centresare being provided to meet neighbourhood needs.Alternative out of centre sites should be consideredonly where it can be demonstrated that thereare no town centre or edge of centre sites whichare suitable, viable and available. Within theDublin area the Guidelines note there are twolarge scale regional shopping centres which havebeen planned as the commercial centre of newtowns – Blanchardstown and Tallaght, and that thedevelopment of additional large regional scale retailcentres on greenfield sites or outside establishedcentres is not regarded as sustainable in relation totransport objectives.8 Retail Planning - Guidelines for Planning Authorities -DoEHLGJanuary 2005Chapter 2: page 7 www.2030vision.ie

The RPGs set the regional planning context for theStrategy. The RPG 2022 population and housingforecasts for each of the GDA local authorities(extrapolated to 2030) are the main demographicforecasts on which the Strategy is based. Thechallenge for the Strategy was to establish theGDA transport networks, services and supportingtransport policies that support the RPG planningframework for the region. It is a requirement of thelegislation establishing the Authority that the finalagreed Strategy be consistent with the RPGs.Retail Planning Strategy for the Greater DublinArea 2008-2016 (RPSGDA)The RPSGDA was published by the RegionalPlanning Guidelines Office in July 2008. It is a nonstatutorydocument which sets out an analysis ofthe future retail needs of the people in the GDAup to 2016 and seeks to give guidance to the localauthorities on where future retail facilities shouldbe provided and what issues need to be addressed.The RPSGDA sets out a retail hierarchy as follows:• Level 1 is Dublin City which will continue to bethe primary retail centre for the GDA;• Level 2 - retail facilities in county towns andmajor town centres as one element of theirmulti-functional role; and• Level 3 – A necklace of spatially balancedlower order centres providing for more regularlocal needs.The RPSGDA is the basis used for forecasting thelocation and scale of retail development throughoutthe GDA for the Strategy forecast year 2030. Inturn this enables the forecasting of the number ofshopping trips that will need to be served by thetransport networks and services included in the finalagreed Strategy.Core elements of the RPSGDA include:• Encouraging local shopping provision for lowerorder goods to reduce trip lengths; and• The linking of provision of new retail facilities topublic transport nodes.Chapter 2: page 9 www.2030vision.ie

Chapter 3Strategy visionand objectivesIn this Chapter:3.1 Drafting theStrategy visionand objectives13.2 Strategy vision 13.3 Strategyobjectives3.4 Strategysub-objectives3.5 Top downapproach andimplications forthe Strategy123Chapter 3 www.2030vision.ie

3.1 Drafting the strategy vision and objectivesAt the outset of the Strategy preparation processin late 2007, stakeholder Consultative Panels wereestablished and they were consulted on a draftStrategy vision and a set of high-level objectives.The draft vision and objectives were then put outto wider public consultation.The views of the Consultative Panels were soughtagain on transport-specific sub-objectives and theissues the Strategy should address (in April 2008)Following this, a six-week public and stakeholderconsultation took place.The stakeholder and public consultations identifieda need for the Strategy objectives to integratebetter with national objectives contained in theNational Spatial Strategy. They also resulted inidentifying a new high-level objective “to reducepersonal stress”, and identified transport relatedsub-objectives that would help meet this objective(for example more reliable journey times andmaking public transport easier to use).The Strategy Steering Group (comprising ofrepresentatives from relevant public bodies)and the DTO Steering Committee consideredconsultation feedback and the following vision andobjectives were agreed.3.2 Strategy visionThe agreed vision for the Strategy is as follows:Our vision for Dublin 2030 is for acompetitive, sustainable city-region with agood quality of life for all.3.3 Strategy objectivesFive overarching objectives were agreed forthe Strategy.Build and strengthen communitiesImprove economic competitivenessImprove the built environmentRespect and sustain the natural environmentReduce personal stressChapter 3: page 1 www.2030vision.ie

3.4 Strategy Sub-objectivesThe following transport-specific sub-objectiveswere identified, associated with the high levelobjectives. Although each sub-objective hasbeen associated with one high-level objective, inmany cases a sub-objective will contribute to theachievement of more than one high-level objective.High level objective1 – Build andstrengthencommunities2 – Improve economiccompetitiveness3 - Improve the builtenvironmentSub-objective1.11.21.31.42.12.22.32.42.52.63.13.23.3Improve accessibility to work, education, retail, leisure andother activities.Improve access for disadvantaged people (including physicalaccess for mobility impaired people).Improve links between communities within the region.Improve links to the rest of the island of Ireland.Improve journey time reliability for business travel and themovement of goods.Reduce overall journey times for business travel and themovement of goods.Ensure value for money of transport expenditure.Support business agglomeration and competition.Improve access to GDA ports and Dublin airport.Provide for efficient goods distribution, servicing and accessto materials.Improve and maintain the environment for people movement(e.g. better quality design of streets and open spaces).Improve the quality of design and maintenance of transportinfrastructure and vehicles.Minimise physical intrusion of motor traffic.Chapter 3: page 2 www.2030vision.ie

High level objective4 - Respect andsustain the naturalenvironment5 - Reduce personalstressSub-objective4.14.24.34.44.54.65.15.25.35.45.55.65.7Minimise the impact of transport on air quality.Minimise the impact of transport on water quality.Reduce greenhouse gases associated with transport.Improve efficiency in the use of natural resources, especiallynon-renewable ones (e.g. land, materials, fuels).Minimise the impact of noise and vibration.Minimise adverse impact of transport on biodiversity andnatural amenities.Improve journey time reliability for personal travel.Reduce overall journey times for personal travel.Improve travel information.Improve ease of use of public transport system.Promote healthier forms of travel and use of public space.Improve travel safety.Improve travel comfort and the sense of personal security.3.5 Top down approach andimplications for the StrategyThe success of the Strategy will be judged on howwell it contributes to achieving the vision andmeeting the Strategy objectives and sub-objectives.This ‘top-down’ approach has implications for thetypes of possible measures that can be considered forinclusion in the Strategy. Measures that meet someStrategy objectives can be rejected on occasion,where they run counter to other objectives. Validmeasures are those that, at best, contribute to theachievement of all objectives, and at worst, do notsignificantly impede achieving any objective.At the outset, there is no inherent ranking orrelative weighting of importance implied in thelist of objectives. Hence proposals considered forinclusion in the Strategy are appraised againstobjectives and other criteria without the useof weightings. Decisions on the contents of theStrategy are also influenced by feedback fromprevious public and stakeholder consultations,and consideration of external constraints (legal,financial, environmental) that need to be takeninto account. These constraints can assign implicitweightings to Strategy objectives.Chapter 3: page 3 www.2030vision.ie

Chapter 4Travel in the GreaterDublin AreaIn this Chapter:4.1 Transport andthe developmentof Dublin4.2 Population growthand settlementpatterns144.3 Employment growth 74.4 Additional forecastscenarios94.5 Travel demand 94.6 Journey purposes 104.7 Distance travelledand mode share114.8 Conclusions 13Chapter 4 www.2030vision.ie

This chapter reviews some of the key influences ontravel in Dublin and the surrounding counties, andlooks at recent trends and forecast growth in travelin the region.4.1 Transport and the development of DublinDevelopment patterns have a fundamentalinfluence on the need for people to travel and howthey make each journey. The built up area of Dublinhas expanded dramatically since the advent of thecar over 100 years ago, but the last 20 years haveseen perhaps the most rapid expansion to date.The Metropolitan AreaWithin the GDA, a distinction can be madebetween the existing built up area of Dublin andits immediate environs, called the MetropolitanArea, and a Hinterland Area with extensive areasof countryside and a range of towns of varioussizes. The following areas are located within theMetropolitan area:The city centreUp to about 1900, most of the city’s populationlived and worked within the area bounded bythe Grand and Royal Canals (the city centre)Population densities were high, and mostemployment and other services were withinwalking distance. From the 1920s onwards, most ofthe traditional city centre dwellers were re-housedin new suburbs and the share of the populationliving in the city centre declined dramatically. Thiscity centre population decline has been reversedonly in the past fifteen years, mainly through largescaleprivate sector apartment building.The inner suburbsThe city’s footprint increased dramaticallythroughout the early twentieth century as peoplemoved out of the old city to more spaciousaccommodation and in response to the advent ofthe motor car, bus and tram which made travel towork in the centre from further afield more viable.By the 1970s the area now bounded by the M50was largely developed, but at a far lower densitythan the city centre. Although provision was madefor car use, new housing estates were also moreaccessible for those on foot, and local services andbus stops to the city centre were usually withinwalking distance.Chapter 4: page 1 www.2030vision.ie

The outer suburbsIn the 1960s, plans for new stand-alone townsin Tallaght, Clondalkin and Blanchardstown weredeveloped, and in the following forty years majorgrowth in population took place in and around thesetowns. The Maynooth/Celbridge/Leixlip/Lucan,Swords and Sandyford/Dundrum areas also grewsubstantially. Much of the new housing, especially inthe 1980s and 1990s , was built at lower densitiesand planned with the car in mind, with long culde-sacsthat are difficult for buses to access. Thisdevelopment was also characterised by walledoff estates that imposed long walks for residentswishing to reach bus stops or train stations.Town centre type facilities lagged behindpopulation growth in these areas. In the last twentyyears, major retail and employment growth hastaken place in and around these areas, with thebuilding of large shopping centres and office parkdevelopments close to the newly constructed M50and other national roads or motorways.The HinterlandThe Hinterland is the area outside the Metropolitanarea of Dublin. Most of the Hinterland remainsrural in nature, however there are a number oflarger towns, such as Naas, Navan and Wicklow,which have grown substantially in the last tenyears. Much of the new housing is occupied bypeople commuting to work in Dublin, built at lowerdensities and planned with the car in mind, withlong cul-de-sacs and walled off estates creatingobstacles to public transport access. These largertowns have relatively frequent bus or rail servicesto Dublin city, however local public transport isless developed. Rural areas and smaller townsand villages in the Hinterland, have also seensubstantial population growth. Employment,schools, shops and other services are limited orabsent in many of these areas and, with poor publictransport, car is the only viable travel choice.In the last ten years, significant pockets of higherdensity housing, more focussed on local centresand public transport have begun to emerge in boththe inner and outer suburbs.Chapter 4: page 2 www.2030vision.ie

Figure 4.1: Greater Dublin Area developmentChapter 4: page 3 www.2030vision.ie

4.2 Population growth and settlement patternsIn 2006, the population in the GDA was 1.66million, up approximately 18% on the previous tenyear period. The population of the GDA in 2006accounted for approximately 39% of the State’spopulation. In the ten year period to 2006, therate of population growth in the Mid East (37%)was three times the rate of growth in the DublinRegion (12%). Similarly, the rate of growth in theHinterland Area was three times the rate of growthof the Metropolitan area.The rate of population growth in the GDAHinterland away from larger towns accelerateddramatically in the four year period up to 2006.In terms of population growth, the forecastsused in the Strategy are based on a number ofprojections and targets produced by others.The primary information was taken from regionalpopulation projections produced by the CentralStatistics Office (CSO) 9 and the subsequent circularfrom the Department of the Environment and LocalGovernment (DOEHLG) 10 .The CSO Population and Labour Force Projections2011 to 2041 M2F1 (Traditional scenario) figurewas used to estimate the population for 2030 (thisinvolved interpolating between 2026 and 2031).Although a slowdown in population growth hasrecently taken place associated with the economicdownturn, the forecasts estimate that by 2030 thepopulation of the GDA will grow to 2.29 million,representing an increase of 39% over 2006 levels 11 .The population forecasts used in the Strategyassume that the 2030 share of the state’spopulation living in the GDA will remain constantat the 2006 share of 39%.In terms of forecasting settlement patterns withinthe GDA, two distinct distribution scenarioswere explored; Scenario A – “Compliance withminimum RPG targets and policies” and Scenario B– “Large town and rail focussed development, alsocompliant with RPG policies”.Scenario A reflects the minimum targets setout in the RPG settlement strategy allowing forsignificant population growth in the MetropolitanArea and larger Hinterland towns up to 2022,as well as growth in smaller towns and the ruralHinterland. Post 2022, a restriction on populationgrowth in the rural Hinterland was assumed.Scenario B – Large town and rail focusseddevelopment, whilst remaining consistent withthe RPGs, assumes a greater consolidation ofpopulation within the Metropolitan area andLarge Growth Hinterland Towns, particularly inthe vicinity of rail stations. It also assumes greaterconsolidation of employment in the city centre,around rail in the Metropolitan area and in largergrowth towns in the Hinterland area. As such, it ismore likely to support the sustainable integrationof transport and land use and therefore Scenario Bwas used for forecasts of growth distribution andsettlement patterns.9 CSO Regional Population Projections 2011-2026 (Dec 2008) &Population and Labour Force Projections 2011-204110 DOEHLG National Population Projections and RegionalPopulation Targets 2010 To 2022 (Jan 2009)11 GDA forecast based on DoEHLG regional forecasts to 2022(2008), Metropolitan and Hinterland distributions are basedon DoEHLG Gateway targets (October 2009) and NTAinterpretation of RPG policies. Scenarios with lower overallpopulation forecasts (-20%) have also been examined.Chapter 4: page 4 www.2030vision.ie

Figure 4.2: Population share by area5%6%17%49%City centre (Inside Canals)Inner suburbs (Within M50)Outer suburbs (Outside M50)Rural hinterlandLarger hinterland towns23%19961.40 million total6%6%19%41%7%9%17%37%27%20061.66 million total30%20302.29 million totalIn the period up to 2030, all areas of the GDA areexpected to see a growth in population, with thefastest rate of growth expected in the city centreand the Metropolitan outer suburbs. In addition,the share in the rural Hinterland and lower orderHinterland towns is expected to be lower and thiswould be a significant change, when comparedwith recent trends in Hinterland growth.Chapter 4: page 5 www.2030vision.ie

Figure 4.3: Projected distribution of population growth up to 2030 1212 Strategy 2030 Distribution Scenario B – based on DoEHLG 2022 regional forecastsand Draft RPGGDA county level distributions up to 2022, extrapolated by NTA to2030. Population growth locations are indicative.Chapter 4: page 6 www.2030vision.ie

4.3 Employment growth800,240 13 residents of the GDA were inemployment in 2006, an increase of over 40% onthe previous ten years. The largest growth tookplace in the inner and outer suburbs, in areas whichhave poorer public transport accessibility comparedto the city centre. Since 2006, employment hascontracted due to the economic downturn with765,000 people in employment in the third quarterof 2010 14 .6%The employment forecasts used in the Strategyassume that the 2006 ratio of employment topopulation will remain constant up to 2030 atnational and GDA level. This means that for theGDA an increase in employment of 39% over 2006levels is expected. 15 Growth in jobs is expected inall locations up to 2030.In terms of the location of jobs, the fastest rate of jobsgrowth is expected to take place in the city centreand the Metropolitan Area outside the M50. Figure4.4 represents the distribution of jobs within the GDAinclusive of people commuting into the GDA.Figure 4.4: Distribution of jobs within the GDA11%25%City centreInner suburbs (Within M50)Outer suburbs (Outside M50)Rural hinterlandLarger hinterland towns6%25%9%28%2006800,000 total34%28%29%20301.19m total13 CSO Census of population 200614 CSO Quarterly National Household Survey Quarter 3 201015 Scenarios with lower 2030 employment forecasts (-20%)were examined.Chapter 4: page 7 www.2030vision.ie

Figure 4.5: Projected distribution of employment growth up to 2030Chapter 4: page 8 www.2030vision.ie

4.6 Journey purposesPurpose by time of dayThe busiest time for travel is the morning peakperiod from 7am to 10am, with a lower eveningpeak from 4pm to 7pm. Work and education tripsdominate the morning peak (82% of all trips),however the evening peak also includes a largeshare of shopping and leisure travel (40% of trips).Purpose and distance travelledJourneys to work/business are much longer onaverage than other journey purposes. Nearly threequarter of trips for education or shopping purposesare less than 5km in length.Figure 4.7: Journey purpose and time of travel 181,400,0001,200,000Leisure/OtherShoppingEducationWork/BusinessNumbers of journeys1,000,000800,000600,000400,000200,0000Before 7am 7am - 10am 10am - 1pm 1pm - 4pm 4pm - 7pm After 7pmTime of Travel140000018 DTO Household Survey 2006 (average weekday)1200000Chapter 4: page 10 www.2030vision.ie

Figure 4.8: Journey purpose and distance travelled 1924%39%15km12%24%Work and Business6%6%4%10%72%74%16%12%EducationShopping4.7 Distance travelled and mode shareThe places in which people live in the GDA havea major influence on how far they travel to work,education or other activities, and how they getthere. The majority of people inside the M50 (citycentre and inner suburbs) travel less than 5km towork, whereas in the Hinterland area, most peopletravel over 10km to work. Around 50% of thoseliving within the M50 use the car to travel to work.In the Hinterland area, that figure rises to over 80%.19 DTO Household Survey 2006Chapter 4: page 11 www.2030vision.ie

Figure 4.9: Mode share and distance travelled to work 209.1%2.4% 0.4%72.5%22%50%City Centreresidents15.5%1-5km6-10km11-20kmWalk & CyclePublic TransportPrivate Transport21-50km>50km28%Distance to WorkMode ShareInner Suburbanresidents30.7%14.4%3.8% 0.5%50.5%1-5km6-10km11-20km58%18%Walk & CyclePublic TransportPrivate Transport21-50km>50km24%Distance to WorkMode ShareOuter Suburbanresidents30.1%10.2%0.9%33.9%1-5km6-10km11-20km21-50km73%9%18%Walk & CyclePublic TransportPrivate Transport>50kmDistance to Work24.9%Mode ShareLarge Hinterlandtown residents31.1%5.7%42.9%1-5km6-10km11-20km21-50km78%14%8%Walk & CyclePublic TransportPrivate Transport>50km11.9%8.4%Distance to WorkMode ShareRural Hinterlandresidents32.9%6.2%27.2%1-5km6-10km11-20km21-50km86%6%8%Walk & CyclePublic TransportPrivate Transport>50km20.4% 13.3%Distance to WorkMode Share20 CSO population census 2006Chapter 4: page 12 www.2030vision.ie

4.8 ConclusionsThe projected growth in population andemployment over the next 20 years, and the recenttrends in movement of large numbers of people tolive in outer parts of the GDA where travel optionsare more limited present considerable challengesfor the Strategy. The next chapter examines thesechallenges more closely.Chapter 4: page 13 www.2030vision.ie

Chapter 5Transport challengesIn this Chapter:5.1 Supporting the economy 15.2 Serving communities 65.3 Improving theenvironment5.4 Constraints 87Chapter 5 www.2030vision.ie

Travel and economic activity are closely linked.Significant population growth and inwardmigrationassociated with economic growthled to a 30% increase in peak travel demandin the GDA in the ten year period up to 2006.Following the recent economic downturn, therehas been a significant decline in travel, influencedby reductions in employment and business andshopping activity in the Greater Dublin Area.However, travel in the GDA is still far in excess oflevels seen prior to the economic boom.The sharp contraction in the economy has coincidedwith the completion of several major new andupgraded roads, and upgrades to public transport.The decline in travel demand coupled withadditional road capacity has led to significantreductions in journey times by road. However,it is envisaged that with a recovery in economicconditions these reductions in travel times will berelatively short-lived.ChallengesThe scale of population and jobs growth that isforecast for the next twenty years indicates thatwithout appropriate interventions, with today’sinfrastructure and services coupled with currentlycommitted transport investment (‘Do Minimum’scenario), congestion will be a serious issue forprivate and public transport users in many partsof the GDA by 2030. Congestion delays and theassociated journey time unreliability imposes directcosts on businesses and the local economy, as wellas imposing social costs.The Strategy will need to targetimprovements to the transport network totackle road congestion and overcrowding onpublic transport services.In addition, the Strategy will need to identifymeans of encouraging those using certainparts of the network at busy times to usemore appropriate travel modes or to travel atless congested times of the day.Chapter 5: page 2 www.2030vision.ie

Figure 5.1: Forecast road congestion 2030 – ‘Do Minimum’ scenario (morning peak travel period)Note: The above graphics represent abstractions from the strategic transport model usedfor the development of the Strategy. Because of the strategic regional nature of thetransport model, the exact details for any particular road link are indicative only.”Chapter 5: page 3 www.2030vision.ie

Many areas remain poorly served by publictransport, with long journey or unreliable journeytimes to work destinations. This reduces the labourpool that can access employment, and makes theregion a less attractive place to do business.The Strategy needs to consider how bestto target areas of population where publictransport access to the city centre and othermajor centres of employment remains poor.Figure 5.3: Public transport journey times to City Centre 2030 - ‘ Do Minimum’ scenario (morning peak travel period)While recent improvements to the transportnetwork and the road network in particular, haveshortened journey times and made it easier tomove goods in the region, they have also made iteasier for people to commute long distances towork. This in turn has influenced where peoplechoose to live. In the last ten years, there hasbeen a significant movement of population andexpansion of the Dublin commuter belt into outerparts of the region and into neighbouring regions.As identified earlier (Section 4.6) the large majorityof commuting trips from these areas are by car.Apart from the environmental and socialconsequences, there are significant economic issues– the benefits of investment in new transportinfrastructure to businesses, goods movement,and the wider economy are in danger of beingundermined by congestion caused by commutersavailing of the faster journey times to move furtheraway from their workplaces.The Strategy needs to examine how to lockin the economic benefits of new transportinfrastructure by maintaining journey timesand reliability.Chapter 5: page 5 www.2030vision.ie

Given the reliance of Ireland and the GDA oninternational trade and export markets, andin order to support NSS objectives, particularattention needs to be given to ensuring efficientand reliable business travel and movement ofgoods to key markets, ports and Dublin Airport.5.2 Serving communitiesTransport connects communities and enablespeople to access essential social infrastructure.Land use planning plays a key role in reducing theneed to travel, by locating mixed use residentialdevelopments inclusive of community and leisure,retail, health, employment and education servicesin close proximity to each other. Planning can alsoensure that new residential developments are builtwhere a range of transport options are available.The RPGs include policies that local authoritieswork with the relevant state agencies in ensuringthat an integrated approach is taken to planningfor the communities who live within the GDA.They state that low density car based housingdevelopment forms should be avoided and insteadhousing should be focussed on medium densitieswhich will support and integrate with a range ofcommunity facilities such as education, health,leisure and employment - all within accessiblewalking distances.The RPGs also recommend that where significantnew housing is proposed in an area or community,planning authorities should designate newschool sites at accessible, pedestrian friendlylocations. Planning authorities should also workwith the health services with regard to provisionfor community based primary care centresand hospital care in key population centres,supporting their integration into new and existingcommunities. Similar policy recommendationsare made in relation to childcare facilities andrecreational and leisure facilities.ChallengesEven if the RPG policy recommendations areimplemented in full, there remains a significantplanning legacy of people living in houses that werebuilt away from the services they require, and withfew alternatives to get about, other than by car.Recent national transport investment has tendedto focus on major infrastructural schemes thatfacilitate access to national and regional centres.Improvements facilitating local movement, such aswalking and cycling initiatives and improvementsto local public transport have been less extensive.The Strategy faces the challenge of how bestto connect people to the jobs, shops, andother essential community services (health,childcare, education, recreation and culturalactivities) they need to access, by a range ofmodes of travel, but particularly by improvinglocal public transport, cycling and walking.In connecting communities, priority needs to begiven to those communities that do not currentlyhave good transport links to the services they need.Disadvantaged areas, where car ownership is lower,need special attention. The particular transportneeds of the young, the elderly and people with adisability also need to be taken into account.The Strategy needs to pay particularattention to improving access for thoseliving in disadvantaged areas. It also needs toensure transport facilities are designed withthe needs of people with disabilities in mind.Very good progress has been made in reducing trafficaccidents throughout the GDA in recent years.The co-location of retail, education, health services,community and leisure, employment and othersocial infrastructure in a central place allowseasier access by the surrounding community bycycling, walking or public transport. Traditionally,larger town centres and Dublin city centre haveperformed these roles.Chapter 5: page 6 www.2030vision.ie

Figure 5.4: Road fatalities in the Greater Dublin AreaMotor Vehicle User140Pedestrian120CyclistFacilities1008060402001996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008YearThe Strategy needs to build on this, by improvingtravel safety further, placing particular emphasison improving safety, and perceptions of safety, forthose who walk and cycle.Walking and cycling can support communityinteraction and perceptions of a safeneighbourhood in a way other travel modescannot. Conversely, low numbers of pedestriansand cyclists can act as a barrier to uptake of thosemodes in some areas, particularly if coupled witha fear of crime and anti-social behaviour. This alsoapplies to the use of public transport, particularlyin the evenings.Walking and cycling (including walking and cyclingto and from public transport) can contribute toimprovements in health and wellbeing in a wayother modes cannot.Leisure walking and cycling facilities can alsocontribute to the quality of life of GDA residentsand visitors, as well as supporting local tourism.The Strategy needs to examine how walkingand cycling can be encouraged, including forleisure and recreational purposes.The Strategy needs to examine ways in whichtravel safety and perceptions of personalsecurity can be improved particularly for thosewalking, cycling or using public transport.140Increases in car ownership, time pressures and the120design of developments where homes have beenlocated 100 away from shops and activities have all ledto an increase 80 in car use and contributed to a moresedentary 60 lifestyle. This has affected both adultsand children 40 of school going age. Although 75% ofsecondary20school students do not consider it too farto walk or cycle to school, less than half do so 24 .05.3Improving the environmentBy 2009, Ireland’s Greenhouse Gas (GHG) emissionswere 12% above 1990 levels. Transport GHGs hadgrown by 149%. Road transport accounted for 97%of all emissions nationally. In recent years, growthin transport GHG emissions has exceeded economicgrowth. Transport is by far the largest CO 2emittingsector, and since 1990, by far the most significantgrowth in GHG emissions has taken place in thissector 25 .24 DTO Education Survey 200625 http://www.seai.ie/Publications/Statistics_Publications/Energy_in_Ireland/Energy_in_Ireland_1990-2009.pdfChapter 5: page 7 www.2030vision.ie

ChallengesThere is an increasing need to address transport’srole in GHG emissions and the rapid growth thathas taken place in recent years. Given recenttrends, it will not be an easy task to stabiliseor reverse the growth in transport relatedGHG emissions in the medium to long term.Improvements in engine technology, take up ofelectric vehicles and appropriate public transportservice improvements all have a part to play. Sotoo does better planning that reduces the need totravel long distances to work and other activities.The major increase in transport related GHGs inrecent years indicates the almost total reliance oftransport on fossil fuels. Apart from the impactson the global environment, oil is a finite resource,which may become increasingly scarce over thelifetime of the Strategy, posing a significanteconomic and social risk.The Strategy needs to identify means tostabilise or reduce transport related GHGemissions and the use of fossil fuels to powertransport in the Greater Dublin Area by 2030.The impact of transport on local air quality is ofparticular significance in the more built up part ofthe GDA. Traffic noise is also a concern for manyresidents. The most significant impacts are on thoseliving close to main roads and motorways. Bothair quality and noise levels need to be managed toensure compliance with EU legislative standards 26 .The hugely varied natural landscape of the GDA isa precious and unique asset which should be valuedand maintained. Whereas statutory protection isafforded to several sites, the Strategy also needsto minimise damage or disturbance to the naturalenvironment elsewhere.The Strategy should minimise its impact onprecious natural amenities.5.4 ConstraintsIn tackling the transport challenges and proposingsolutions, the Strategy will need to take account ofsome ‘real world’ constraints.These include:• The planning legacy of residential developmentlocated away from larger town centres, wherejobs and other services are available;• Funding constraints affecting capitalexpenditure on new infrastructure andongoing expenditure on bus or rail services andmaintenance of infrastructure;• Public acceptability of proposals;• Planning or skills constraints which may slowthe implementation of proposals; and• Legal constraints which may preventimplementation of certain proposals.Dublin City and other towns in the GDA enjoy a richarchitectural heritage. The built environment andstreetscape can offer a pleasant and attractive placefor city dwellers and visitors alike. However in manyplaces excessive traffic, cluttered or narrow footpathsand poor quality pedestrian facilities make the urbanenvironment less pleasant to move about in.26 Directive 2002/49/EC of the European Parliament and ofthe Council of 25 June 2002 relating to the assessment andmanagement of environmental noise. Air Quality FrameworkDirective (1996/62/EC): EU (1996)Chapter 5: page 8 www.2030vision.ie

Chapter 5: page 9 www.2030vision.ie

Chapter 6Strategy optionsand assembling theStrategyIn this Chapter:6.1 Introduction 16.2 Identifying potentialmeasures6.3 Appraising measuresfor contribution to Strategyobjectives126.4 Generating Strategy options 26.5 Measures includedin all options36.6 The economy themed option 36.7 The society/communitythemed option6.8 The environment themedoption6.9 Modelling and appraisingStrategy options4566.10 Outcome of appraisal 76.11 Assembling the Strategy 9Chapter 6 www.2030vision.ie

6.1 IntroductionThis chapter looks at the types of measures thatcould be included in the Strategy, examining howthey might meet Strategy objectives and addressthe transport challenges we face now, and over thenext twenty years.The measures examined include better integrationof land use planning policies with transport, newtransport infrastructure and changes to publictransport operations and services to better meettravel needs, enhanced traffic managementarrangements, and travel demand managementmeasures. The measures include those that havebeen shown to work well in the past in the GreaterDublin Area, those that have been shown to workwell elsewhere, but have not yet been widelyimplemented in the Greater Dublin Area, and themore innovative types of measure that may wellhave a place in the Strategy, but have had limitedapplication to date in the Greater Dublin Area orelsewhere.6.2 Identifying potential measuresThe types of measures identified can becategorised as follows:• Rail (including new or enhanced suburban rail,Luas and Metro lines and services);• Bus (including new or enhanced bus priority, busroutes and networks, service frequencies andvehicle types);• Integration of public transport (better travelinformation, simplified fares and ticketing,improved interchange including park andride, better access for cyclists, easier accessto public transport for mobility impaired anddisabled people);• Cycling (improved cycling environment andfacilities, additional cycle parking, more publiccycle rental points);• Walking (more direct pedestrian links, widerfootpaths and improved footpath quality, reducedwaiting times at pedestrian crossing points);• Traffic management (traffic signal coordinationto improve priority for pedestrians, cyclistsand public transport, improve and maintainstreetscapes, improve direction signing);• Freight (protect or improve access to ports andDublin Airport, provide priority to freight oncongested strategic roads, encourage transfer offreight from road to rail);• Integration of land use planning and transport(co-location of key activities in defined centres(employment, retail etc), increased developmentdensities in centres and near public transport,location of local facilities within walking andcycling distance, design of developments withpedestrians and cyclists in mind, control ofdevelopment away from public transport andChapter 6: page 1 www.2030vision.ie

control of parking supply in new developmentsto discourage car use);• Charging measures to reduce demand for cartravel;• Promotion of non-car travel (including employerand school plans to encourage non-car travelor car sharing, marketing and awareness raisingcampaigns); and• Social inclusion measures (improve access tokey facilities by non car modes, especially fromsocially deprived areas, improve street layoutsand access to public transport vehicles forpeople with limited mobility).6.3 Appraising measures for contributionto Strategy objectivesThe identified measures were assessed for:• Their technological, political and legal feasibility;• The contribution they are likely to make inmeeting the Objectives of the Strategy; and• How they perform against transport criteria,guided by the Department of Transport’s‘Common Appraisal Framework’ approach.The Measures were also subjected to a StrategicEnvironmental Assessment. Measures that failedto meet key Strategy objectives were not takenforward beyond this point. An example of such ameasure would be substantial new road buildingin urban centres. In this case, the adverse impacton the built environment (high-level objective 3)and the economy of the urban centre (high-levelobjective 2) would be highly likely to outweighjourney time benefits to road users travellingthrough the centre.Key stakeholders and the public were consultedon their views on the identified measures, andwhether other measures should also be considered.This helped inform the next step in the Strategydevelopment – the packaging of measures intoStrategy options.6.4 Generating Strategy optionsIn formulating Strategy options, particularattention was paid to developing the highperforming types of measures, and seeking a wayof applying them within the GDA to meet Strategyobjectives. Public and stakeholder views on therelative importance of particular measures werealso taken into account.Transport measures particularly favoured by thepublic and stakeholders included:• Better integration of public transport, includinga single ticket for travel, a simplified networkwidefares system, better travel information andimproved park and ride;• Additional public transport services and betteron-street priority for buses;• Better traffic light co-ordination and removal oflocal traffic bottlenecks;• Better quality facilities for walking and cyclingand easier crossings for pedestrians; and• Reduction of travel to school and work by car,and less traffic in town centres.Planning measures that contribute to Strategyobjectives favoured by the public included:• New homes near public transport;• Offices and shops in town centres with goodpublic transport; and• Better walking and cycle access in housing areas.Three Strategy options were developed andconsidered, each with a distinct emphasis or themethat related back to Strategy objectives:• Economy theme;• Society/community theme; and• Environment theme.Chapter 6: page 2 www.2030vision.ie

While each option attempts to meet all theStrategy objectives and address the transportchallenges, each also places a particular emphasison measures that best meet the objectives relatedto the option theme. So, for example, the economythemed option focuses in particular on policiesand proposals that would support the economicgrowth and competitiveness of the GDA, whilstat the same time ensuring that there is not anunduly adverse impact on the other key Strategyobjectives of improving the built environment,supporting the natural environment and of buildingand strengthening communities.6.5 Measures included in all optionsSome measures meet all objectives, and aretherefore included in all three options.This Strategy builds on previous strategies andinvestment programmes, and for this reasonseveral major infrastructure schemes that areincluded in the Government’s Transport 21investment framework are included in all ofthe Strategy options. These schemes have beenassessed as performing well against all key Strategyobjectives. They include:• DART Underground, linking Heuston railservices to services north of Connolly via thesouth city centre (Docklands, Pearse station,St. Stephen’s Green and Christchurch), andassociated electrification of services on theMaynooth and Heuston-Hazelhatch lines andextending the electrification of the northernDART line beyond Malahide;• Metro North, linking Swords, the Airport, and thenorth city to the city centre (O’Connell Street andStephen’s Green);• Metro West, from Tallaght via Clondalkin,Porterstown and Blanchardstown to meet theMetro North route south of the Airport; and• New Luas Line BXD (St. Stephen’s Green toBroombridge via O’Connell Street).• Extension of the Clonsilla-Pace railway lineto Navan;• Upgrade of Luas Green line to Metro (St.Stephen’s Green to Cherrywood/Bride’s Glen);• Luas Green Line extension to Fassaroe and Bray;• New Luas Lines E (Rathfarnham to City Centre),F (City Centre to Lucan/Newcastle Road) andD1 (Line D extension from Broombridge toMeakstown (Finglas));• Provision of rail-based Park and Ride at varioussites outside the M50; and• Additions and enhancements to the Quality BusCorridor network.6.6 The economy themed optionThe particular emphasis in this option is on waysto support economic growth and competitivenessby making access to work and other economicactivities easier, and improving connectionsbetween businesses that rely on each other.The focus is on reducing congestion, and improvingjourney times and journey time reliability,particularly for business travel and the movementof goods. Major improvements to transportinfrastructure and public transport servicesfigure prominently in this package, as do trafficmanagement and road pricing measures, aimed atfreeing up the transport network for economicallyessential traffic.They also include the following major publictransport schemes:Chapter 6: page 3 www.2030vision.ie

Measures under consideration in this theme includenew strategic roads, new rail lines, wideningof existing roads, upgrades to key bus and railcorridors, better traffic management to improvetraffic flow and congestion charging measures fortraffic crossing the M50 or entering the city centre,to free up road space for economically essentialbusiness and freight traffic.Specific measures include major road proposalssuch as:• Eastern Bypass (linking the Dublin Port Tunnelwith the M50 in the Sandyford area); and• Leinster Orbital Route (LOR: a new road linkingDrogheda (M1), Navan (M3) and Naas (M7/M9)Other specific major public transport measures inthis option include:• A new Metro line between Tallaght and the citycentre via Kimmage and Harold’s Cross;• Extension of Metro North from Swords toDonabate DART station;• Extension of Metro West from Tallaght East toDundrum/Balally and from south of the Airportto the DART line north of Howth Junction;• Extending Luas Line F from Lucan toAdamstown, and from Trinity College toPoolbeg;• Extending Luas Red Line beyond Line A1 to CityWest/Belgard on to Greenogue; and beyondPoint Depot across the Liffey to Poolbeg;• A Luas feeder shuttle between Sallins Railstation and Naas Town Centre; and• Upgrading the single line rail track section southof Bray.6.7 The society/community themed optionThe particular emphasis in this option is onmeasures that link communities to each otherand to the social and community activities theyneed to access. Measures that improve access fordisadvantaged groups are particularly important,with a focus on improving public transportservices for those travelling to access healthand community services, leisure and recreationfacilities, or visit family and friends - particularlyoutside the peak travel to work times.Specific measures under consideration in thistheme include improved public transport and localroad connections between communities withinthe Greater Dublin Area, and improvements to thepublic transport network, including more off-peakservices between residential areas, town centresand other key destinations, to provide improvedaccess for all sectors of society to jobs, shops andother facilities. This option also includes a proposalto reduce public transport fares by 20% at all timesof day – whereas in the other two options, thisreduction would apply to the off-peak only andpeak fares would rise 10%.Chapter 6: page 4 www.2030vision.ie

Some strategic infrastructure proposals includedin the Economy option are also included here, dueto the increase in connectivity they provide – mostnotably the Leinster Orbital Route and EasternBypass road schemes, as well as a large numberof local road schemes to access communities.Some public transport schemes are included to alower standard – with a Luas rather than Metroline from Tallaght to the City Centre via Kimmagefor example – and bus improvements in place ofthe extensions to Luas and Metro lines that wereincluded in the Economy option.6.8 The environment themed optionThis option puts a particular emphasis on proposalsthat improve the built environment or minimiseimpacts on the natural environment. Proposalsthat are likely to support the strategy objectiveof reducing transport related greenhouse gasemissions are included, as are proposals that reduceemissions or reduce local air pollution and noise,minimise impacts on natural amenities and thecountryside and improve town and streetscapes.Specific measures included improvements to publictransport, broadly in line with those in the Socialoption, with additional geographical coverageand high quality bus and rail links, but excludingoff peak fare reductions. However, in order todiscourage growth in car use, no new strategic roadbuilding proposals are included. In order to meetthe government’s ‘Smarter Travel’ targets for carmode share, a substantial distance based road usercharge is included in this option throughout theGreater Dublin Area, to discourage travel by car,and encourage a transfer to public transport.The road pricing measures that were modelledwere set at a level necessary to meet SmarterTravel targets (in particular the target of reducingthe mode share for car to 45%) This means thatthis option is materially different in its effects fromthe other two options. Whereas road building andupgrades are not included in this option, additionalpublic transport services would be required to servethe public transport users who transfer from car toavoid paying the road user charge.Other measures considered in this option includedpriority for pedestrians and cyclists in town centres,restrictions on larger lorries in town centres,restrictions in parking provision at workplacesand other destinations to discourage car use, andsupport for the introduction of electric vehicles.Chapter 6: page 5 www.2030vision.ie

6.9 Modelling and appraising Strategy optionsIn order to inform the contents of the Strategy, thethree packages of Strategy options were appraisedto determine the relative benefits of each packageand the contribution each makes to meetingStrategy objectives and addressing the transportchallenges. The appraisal took place in two stages:• Contribution of package to Strategyobjectives; and• How they perform against transport criteria,guided by the Department of Transport’s‘Common Appraisal Framework’ appraisalapproach.Transport Model for the Greater Dublin AreaThe appraisal of options was supported andinformed by extensive modelling analysisundertaken using the Authority’s multi-modal,strategic transport model for the Greater DublinArea. This model is ideally suited as a tool tosupport Strategy appraisal as it:• Covers the entire Greater Dublin Area and alltravel into, out of and within this area,• Includes all surface modes of travel (includingtravel by private car, public transport, walkingand cycling and trips by heavy goods vehicles),• Uses the most up to date and state of the artmodelling techniques and methods,• Was recently fully updated and calibratedusing comprehensive travel data from the2006 Census and from GDA wide educationand household surveys that were alsoundertaken in the Census year.The transport model is a strategic multi-modal,network based transport model covering thecounties of Dublin, Meath, Kildare and Wicklow.The model includes all the main surface modesof travel (including travel by car, bus, rail, heavygoods vehicles, walking and cycling). It currentlycomprises a morning peak model covering thethree hour period between 7am and 10am and anafternoon inter-peak model (also referred to as anoff-peak model) covering the single hour between2pm and 3pm. Annualisation factors are appliedwhere appropriate to estimate annual demandfrom these modelled hours.The model was first developed in 1991 as partof the Dublin Transportation Initiative (DTI)study. The Dublin Transportation Office (DTO),on establishment in 1996 took ownership of themodel. Since 1996, the model has been updated onmany occasions. In 2008, following a review of themodel a full update was undertaken to prepare itfor use in developing the GDA Transport Strategy.The main elements of the most recent major modelupdate were• Incorporation of the 2006 CSO Census travelto work data and data from the GDA travelto education and household travel surveys(both surveys undertaken by the DTO in2006) into the model and re-calibrate themodel to observed 2006 travel behaviour andconditions,• Re-development of the Trip Attraction &Generation and Trip Distribution Models toincorporate the 2006 land use and traveldatasets,• Development of a new afternoon offpeakmodel to have a similar structure andfunctionality to the morning peak model andcalibrate the model to observed 2006 off-peaktravel conditions.The main characteristics of the transport modelfor the GDA in terms of the area covered, zoningsystem used, time periods modelled, model baseand forecast years, transport networks modelledand the classification of travel demand are set outbelow:.Model zonesThe transport model covers the full Greater DublinArea (GDA) and County Louth. The current modelhas 657 internal geographic zones covering themodelled area and 9 external zones representingtravel between the modelled area and the restof Ireland. In the Metropolitan area, the zonesare subsets of the District Electoral Divisions(DEDs) used to compile CSO Census data. In theHinterland area, zones are much larger and are anamalgamation of DEDs. In order to represent travelpatterns at a more aggregate level, the model hasthe facility to amalgamate the 657 fine zones to 75strategic zones, or to 21 coarse zones.Chapter 6: page 6 www.2030vision.ie

Base and forecast yearsThe base year for the current peak and off-peakmodels is 2006, while the main forecast year is2030 – the planning horizon for the Strategy.Modelled transport networksThe model contains coded networks for allmechanised modes of travel – including car, HGV,bus, heavy rail, Luas and Metro. The road networkhas two distinct regions. In the Dublin County area,full junctions details are included for all majorjunctions (the simulation network), while outsideDublin County, junctions details are not included(the buffer network).The bus network contains details of all DublinBus, Bus Éireann and private operator bus servicesoperating within, into and out of the GDA. QualityBus Corridors and bus priority measures areincluded as part of the road network, and in thesimulation area their impact on junction capacityis coded.The rail network contains all Iarnród Éireannservices operating within the GDA. Existing andfuture Luas and Metro lines and services are codedin the model as part of the rail network.Travel demandTravel demand is broken down by six journeypurposes – i.e. work (commuting), education,employer’s business, shopping, other home-basedand non home based. Travel demand is furthersegmented by two person types – i.e. those withand those without a car available for their trip.• Modelled peak travel demand on schemes in thecorridor, the capacity to meet this demand, andoutline cost (relating to economic objectives);• Impact on journey times in a corridor by publictransport, freight and car (relating to economicand social objectives);• Impact on ease of access to city centre andother town centres (relating to economic andsocial objectives); and• Impact on share of travel by sustainable modes(relating to environmental objectives).In addition, the proposals contained in the threeStrategy options were subjected to StrategicEnvironmental Assessment and a Habitats DirectiveAssessment.6.10 Outcome of appraisalStrategy options containing policies and proposalsto improve and promote cycling and walkingfacilities and public transport performed well.In general road building or road widening proposalsscored well against the objective of improvingeconomic competitiveness, and improving linksbetween communities. However they performedless well against the objectives of improving thebuilt environment or minimising the impact on thenatural environment.A large array of model outputs was extractedto inform the assessment of the three themedoptions. In addition to summary outputs for theoptions as a whole, the model also producedoutputs on a corridor by corridor basis. Thisfacilitated an outline assessment of the benefitsand costs of major infrastructural schemes in eachoption and helped determine which infrastructuralelements of each option were contributing mostto meeting strategy objectives, and assisted inassembly of the Strategy itself.Factors taken into consideration in this assessmentincluded:Chapter 6: page 7 www.2030vision.ie

Options that included charges to road usersin congested areas scored well, by freeing uproadspace and reducing delays to economicallyproductive business and goods traffic.Options that included a per kilometre chargefor all private road vehicles in the GDA scoredwell against natural environment objectives, byreducing demand for car travel and encouraging aswitch to less environmentally damaging modes.A summary of how the different Strategy optionsscored against the high-level Strategy objectivesis given below. A seven point scoring system (-3(highly negative) to +3 (highly positive)) was used.-3 -2 -1 0 +1 +2 -3HighlynegativeNeutralHighlypositiveEconomythemed optionSocial themedoptionEnvironmentthemed optionObjective 1:Build and Strengthen communitiesObjective 2:Improve Economic CompetitivenessObjective 3:Improve the Built EnvironmentObjective 4:Respect and Sustain the Natural EnvironmentObjective 5:Reduce Personal StressThe Environment themed option performs aswell as, or better than, the other two Strategyoptions examined.The Strategy options were also examinedagainst the criteria set out in the Department ofTransport’s Common Appraisal Framework.A summary of how the Strategy options performedagainst these is presented below.Overall, the results of the appraisal process stronglyindicate that the Strategy should be based uponthe environmentally themed option.CriterionEconomy themedoptionSocial themedoptionEnvironmentthemed optionSafetyEconomicAccessibilitySocial inclusionIntegrationEnvironmentalChapter 6: page 8 www.2030vision.ie

6.11 Assembling the StrategyThe assembly of the Strategy took the results ofthe options appraisal into account, and as such themeasures contained in the Strategy are broadlysimilar to the environment themed option. The keyaspects of the Environment themed option thatinformed the assembly of the Strategy are:• Substantially enhanced public transport networkcoverage, and improvements in public transportjourney times, reliability and frequency;• Only limited strategic road building orupgrades; and• Demand management over a wide geographicalarea within the Greater Dublin Area to achieve themode share targets set out in Smarter Travel.The measures that scored well against all Strategyobjectives and that were included in all Strategyoptions were also incorporated in the assemblyof the Strategy. These measures includedplanning policies to support sustainable travel,improvements to walking and cycling environment,improved public transport information andintegrated fares and ticketing.On certain corridors, competing major publictransport infrastructural proposals were identified.Whereas the method used to appraise Strategyoptions indicated the overall direction theStrategy should take, it could not always on itsown determine the relative merits of individualcompeting schemes. For this reason, an outlineassessment of the benefits and costs of majorinfrastructural schemes in each Option wasundertaken on a corridor by corridor basis as setout in Section 6.9 above. This assessment produceda variety of conclusions:In certain corridors, modelled travel demandindicated that bus based public transport proposalswould not have sufficient capacity to cater forforecast travel demand and a higher capacity railbased proposal was needed to serve demand;• In other corridors, modelled travel demandindicated that higher capacity rail based publictransport proposals would not be necessary anda lower capacity proposal would suffice; and• In other corridors, modelled travel demandindicated that either a high capacity qualitybus scheme or a light rail scheme were validpotential solutions, as either scheme could caterfor the level of demand whilst meeting Strategyobjectives. Following publication of this Strategy,further work will be required to identify theappropriate solution for these corridors.As a result of this corridor analysis, a number ofmajor public transport schemes were not takenforward due to low levels of demand; these includeseveral from the Economy option, and others thatwere modelled in all options. They include:• Luas Line E (Rathfarnham to City Centre);• Extension of Metro North from Swords toDonabate DART station;• Extension of Metro West from Tallaght East toDundrum/Balally;• Extending Luas Line F from Lucan toAdamstown;• Extending Luas Red Line spur to Saggart (LineA1) onwards to Greenogue; and beyond thePoint across the Liffey to Poolbeg; and• A Luas feeder shuttle between Sallins Railstation and Naas Town Centre.However, it is possible that these schemes maybecome viable at some point during the life of thisStrategy as development and demand patterns willchange over time from those assumed in appraisal.The following Part of the report sets out the detailsof the identified elements of the Strategy.Chapter 6: page 9 www.2030vision.ie

Part B:THE STRATEGY

Chapter 7Overview of theStrategyIn this Chapter:7.1 Introduction 17.2 A hierarchy oftransport users7.3 Joined-up transport andland use planning7.4 Improving the walkingand cycling environment7.5 Better, easier to usepublic transport7.6 Strategic road traffic,freight and traveldemand management12333Chapter 7 www.2030vision.ie

7.1 IntroductionThis section of the report sets out the Authority’sStrategy for the period up to 2030.The Strategy seeks to meet:• Economic objectives by reducing delays andimproving journey time reliability, particularly forbusiness travel and the movement of goods, andby improving access to and within town centres;• Social objectives by improving safety, reducingtravel related stress and reducing the adverseimpacts of traffic on neighbourhoods and centreswhilst enabling all sectors of society to travel tothe destinations they need to reach; and• Environmental objectives, by giving priority tothose means of travel that are less damaging toour natural and built environment.In developing the Strategy, Government andregional planning policies and Strategy targetsalso have been taken into account, as well asenvironmental, financial and physical constraints.These include• The Government’s ‘Smarter Travel’ policiesand targets;• The planning policies set out in the GreaterDublin Area Regional Planning Guidelines;• The target in the Strategy objectives of reducingtransport related Greenhouse Gas emissions inthe Greater Dublin Area;• The need to minimise impacts onenvironmentally sensitive sites and historic areas;• The cost of providing transport infrastructureand services and the need to ensure value formoney; and• The need to minimise undue disruptionto businesses and people either duringimplementation or operation of a Strategymeasure.A wide range of policies and measures is requiredto provide the transport solutions for the GreaterDublin Area over the next twenty years.A particular emphasis has been placed on measuresthat meet the full range of Strategy objectives -supporting the region’s economy, whilst promotingsocial equity, and reducing adverse impacts on thebuilt and natural environment.7.2 A hierarchy of transport usersPolicies and measures that favour those onfoot, cycling or using public transport arefundamental to this Strategy and underpinall of the Strategy objectives.If Government targets 27 for travel by meansother than the car are to be met, the share oftrips made by walking, cycling or public transportwithin the Greater Dublin Area will need todramatically increase.27 As set out in Smarter Travel – A sustainable travel future (DoT2009)Chapter 7: page 1 www.2030vision.ie

To make this happen, the needs of pedestrians,cyclists and public transport users need to beconsidered in advance of the requirements ofcar users.This Strategy adopts a clear hierarchy of transportusers, with pedestrians, cyclists and public transportusers at the top of the hierarchy. As a generalprinciple, these users should have their safetyand convenience needs considered first. It is mostimportant that the hierarchy is applied where a largeshare of travel is (or could be) made by walking,cycling and public transport. This includes areasin and around Dublin city centre, other town andvillage centres and destinations attracting significantnumbers of people, as well as residential areas.To support economic objectives, the needs ofcommercial traffic and the movement of goodsshould be considered ahead of private motorvehicle users.The requirements of people with disabilities aspedestrians, public transport users and motoristsshould also be fully taken into account. In all cases,provision must be made for emergency vehicleaccess, as required.As well as guiding the development of Strategymeasures, this transport user hierarchy shouldguide engineers, planners and urban designerson the order in which the needs of transportusers should be considered in designing newdevelopments or traffic schemes in the GreaterDublin Area.7.3 Joined-up transport and land use planningAt the heart of the Strategy is the requirementthat land use planning and transport planningneed to be considered together in the overalldevelopment of the region. They are inextricablyinterlinked. Inappropriate land use planningresults in failure to be able to provide effectiveand efficient transport solutions. In turn, afailure to provide appropriate transport solutionsresults in the growth of development relianton unsustainable car based travel with ensuingcongestion and environmental degradation.Measure OVR 1:The Authority supports a transport userhierarchy that considers transport user needs inthe following order:1. Pedestrians (including those accessingpublic transport)2. Cyclists3. Public transport users4. Freight, delivery and waste vehicles5. Private vehicles usersIn all cases, provision must be made foremergency vehicle access as required, and theneeds of people with disabilities should be fullytaken into account.Fundamental to future land use planning in theGreater Dublin Area will be the consolidation ofdevelopment into the appropriate areas that canenable such development to be well served bynon-car modes of travel. Dispersed developmentpatterns are inherently unsustainable from atransport perspective and cannot be effectivelyserviced by public transport. The need toconsolidate and concentrate development in amanner that allows the effective provision of publictransport is inescapable and is a central themethroughout the Strategy.Chapter 8 sets out the Strategy measures relatingto planning and land use that seek to promote asustainable development pattern for the futuredevelopment of the Greater Dublin Area.Chapter 7: page 2 www.2030vision.ie

Chapter 8Planning forSustainable LivingIn this Chapter:8.1 Introduction 18.2 Integration of Landuse and Transport8.3 RPG SettlementHierarchy8.4 Serving local andstrategic travel1258.5 Parking supply 128.6 EnvironmentalConsiderations14Chapter 8 www.2030vision.ie

8.1 IntroductionTransport is a derived need – that is, people do notin general make trips just for the sake of travel,but rather to access work places, schools, shopsand other services. It follows that the location ofservices relative to where people live is a criticaldeterminant of the need to travel, travel distancesand the means of travel chosen.Smarter Travel acknowledges the pivotal role ofland use planning in achieving sustainable transporttargets. Achieving these targets will requirebuilding upon the major shifts in land use policies,which have occurred in recent years, over the lifetime of this Strategy. The past trends that havecreated low density settlements remote from towncentres and services (schools, shops, employmentand leisure facilities), coupled with the dispersednature of the locations of these services, haveresulted in unsustainable travel patterns. Thesetrends need to be redressed.The implementation of the Strategy supportedby the Regional Planning Guidelines for the GDA,integrated with the local authority DevelopmentPlans and Local Area Plans, will provide theframework for the achievement of SmarterTravel objectives and other economic, social andenvironmental objectives of this Strategy.8.2 Integration of Land use and TransportWalking and cycling are the most efficient modesof transport as they require no external energysource and produce zero direct environmentalemissions. Hence, from a transport perspective, themost efficient settlement and land use patternsare those that locate the largest proportion of thepopulation within walking and cycling distance oftheir work, schools, shops and other services.The role of transport and how it interacts withthe urban environment is an essential element inimproving the quality of life of the communitiesof our towns and cities. There is an importantbalance that must be struck between providing forpeople’s travel needs, and maintaining a liveableenvironment with people friendly streets andspaces with a high quality design.Based on best international practice, there area number of key principles which will criticallyinfluence the quality of life in our towns and citiesin the future. These key principles, applied in thedevelopment of this Strategy, included:• A strong focus on pedestrian and cyclingmovement for local trips;• Exploiting the ability of public transport to caterfor the mass movement of people while using afraction of the fuel and street space required byprivate cars;Chapter 8: page 1 www.2030vision.ie

• Balancing the demand for car travel with othermodes to ensure that walking and cycling arethe dominant modes for shorter trips, and thatpublic transport becomes the dominant modefor longer trips;• Favouring and incentivising the use of cleaner,smaller, quieter, and safer vehicles to delivergoods within urban areas;• Provision of lively central areas which focusretail on the ground floor with residences andoffices above, so streets are vibrant both dayand night;• Intensification and consolidation of townsand cities by building on brownfield sites andvacant areas or reusing underutilised sites,thus addressing urban sprawl and makingneighbourhood centres more vibrant;• Identifying and enhancing the unique cultureand heritage of communities in the GDA. Acommunity’s history, natural environment andlocal traditions, all contribute meaningfully towhat makes a place unique;• Increasing connectivity and permeabilityby providing for shorter distances betweendestinations, thus making walking and cyclingmore appealing;• Making sure that streets and public spacesare built with quality materials and are welldesigned,well maintained and well-managed,thus ensuring that they can last for decades.Applying these principles to future land usepatterns will require the consolidation ofdevelopment into our existing urban areas,increasing the density of development andpromoting a mix of land uses within areas whichbring people closer to their needs. If the Strategy isto achieve a significant mode shift to walking andcycling (a specific target of Smarter Travel) thentravel distances need to be radically reduced, tobring more destinations within walking and cyclingrange, typically less than 2km for walking or lessthan 6km in the case of cycling.While the correct land use policies can ensurethat a wide range of services are available locallywithin walking or cycling distance of home, it willalways be necessary to provide transport solutionsfor those who need to make longer trips. For suchtrips, public transport is significantly more efficientthan the car in terms of energy use and emissions.Hence, in the case of longer trips, it is importantthat public transport provides a real alternative tothe private car. The Strategy also seeks to locatehigh density development adjacent to high qualityand high capacity public transport nodes – inparticular close to rail stations and metro stops. Inorder to ensure the highest level of accessibility,the Strategy seeks to provide for good quality,and direct walking access to the public transportnetwork, through good design and layout ofresidential developments and popular destinations.8.3 RPG Settlement HierarchyThe objectives of the Strategy and the principlesset out above have been applied to the RPGsettlement hierarchy. In developing this Strategy,the RPG settlement hierarchy was furtherdeveloped in order to more closely reflectthe varying transport needs of different sizedsettlements in the Greater Dublin Area (GDA).Three levels of settlement centre (based on theRPG categories) were identified, namely DublinCity, Designated Towns and Designated Districts.These are explained in more detail and presentedbelow. The only NSS Gateway in the GDA isreferred to in the RPGs as the Gateway Core of“Dublin City Centre & Immediate Suburbs” whichis designated as “Dublin City” in the Strategy. Theterm “Dublin City” in the Strategy refers to thepart of the city that is bounded by the Royal Canal/ North Circular Road on the north, by the GrandCanal / South Circular Road on the south andextending westwards to include the Heuston areaand eastwards to encompass the Docklands Area.The RPG Settlement Hierarchy for the GDA, andthe equivalent settlement categories used in theGDA Transport Strategy are set out in Figure 8.1:Chapter 8: page 2 www.2030vision.ie

Figure 8.1: RPG Settlement Hierarchy and corresponding Strategy categoriesDublin City is at the apex of the hierarchy with aservice function for all of the Greater Dublin Area.The future scale and intensity of developmentin Dublin City must match the level of transportinfrastructure investment and services plannedto serve it. The scale and function of Dublin Cityis not only regional but also has a national andinternational role. The Strategy recognises the needto protect the key role of Dublin City.Designated Towns in this Strategy correspondclosely to the Metropolitan Consolidation Townsand larger Hinterland towns (Large Growth Towns1) defined in the RPGs. The lower category ofDesignated Districts, are towns, villages andsuburban areas of varying scale and function andinclude the Large Growth Towns 2 and ModerateSustainable Growth Towns designated in the RPGs.These towns primarily provide a more localisedlevel of service for their surrounding catchments;however, some larger Designated Districtsconstitute major population and employmentcentres and provide a wider range of services tothose living within their catchment. Dublin Cityand the Designated Towns, while providing higherorder services, also act as District Centres for theprovision of localised services for their surroundingcatchments.The locations of the Strategy’s Designated Townsare shown in Figure 8.2.Chapter 8: page 3 www.2030vision.ie

Figure 8.2: Strategy classifications of Designated CentresConsolidation of development into higher orderurban centres is a key objective of both the RPGsand the DoEHLG’s RPG Review 28 as a means ofreducing the need to travel and of making walking,cycling and public transport attractive and realisticoptions for travel by more people over time.This consolidation is also designed to facilitatethe containment of urban sprawl and to effect areduction in car dependency.In deriving the Strategy, the RPG hierarchy hasbeen used to distribute the population, schools,work places and services, which are the maindrivers of travel demand in the GDA. Given thenature of the Designated Districts in the Hinterlandarea, which are to serve existing developed areas,they are not expected to expand significantly.In terms of employment distribution, the Strategytakes into account the RPG and Local Authoritypolicies of developing in certain areas along“Economic Corridors” served by public transport.These primarily comprise the City Centre and theDesignated Towns but in some instances otherareas are also included, such as Cherrywood,Sandyford, City West, and other areas along theNaas Road (Luas) and Metro North Corridors.Measure LU1:The Authority, in relation to the settlementhierarchy in the GDA, will seek to:• Focus person-trip intensive development,particularly key destinations such as retailand offices, into Dublin City and DesignatedTown centres within the GDA; and• Focus person-trip intensive developmentoutside Dublin City and Designated Towncentres to locations served by stations onthe existing and proposed rail network(particularly Metro and DART).28 DoEHLG’s RPG Review – Gateway and Hub Population Targets –August 2009Chapter 8: page 4 www.2030vision.ie

8.4 Serving local and strategic travelIn the past, access to the road network by car wasseen as the primary means of serving all urbancentres. The implementation of the Strategy willmean that options for walking and cycling locally,and the availability of public transport, will beregarded as essential considerations in the design,scale and location of future development in the GDA.In the Strategy, the provision of transport options isguided by the objective of maximising availability ofchoice, to ensure social inclusion and to recognisethe changing demographic characteristics thatpertain across the GDA, as well as to reduce theenvironmental impact of travel. While there is anemphasis in the Strategy on providing for mixed usedevelopment to ensure proximity to services andfacilitate travel by sustainable modes, the range ofservices and the supply of housing types will alsobe critical in meeting the needs of people in eachDesignated Town and Designated District.In order to discuss land use measures that promotesustainable travel patterns, it is therefore useful toexamine two categories of travel:• Travel within centres, focussing on DesignatedTowns and Designated Districts; and• Travel between centres.Travel within Designated Towns and DesignatedDistrictsA Designated Town typically has a core business areaor commercial centre which consists of employment,retail, and other services. A Designated District centrewill primarily be defined by a traditional urban core,although some may be focussed on a medium sizedshopping centre. Within their catchments, there mayalso be smaller centres such as neighbourhood shops,local employment, schools or health facilities.Designated District centres do not provide for allservices needed by the population within theircatchment areas, who will need to be well connectedto their local services (neighbourhood shops, primaryschools, doctors, crèche etc) as well as to the coreof the District centre. Demand for travel to othercentres for employment and services, particularlyhigher order services (for example third leveleducation, specialist shops, cinemas and restaurants),also needs to be provided for, and is examined in thenext section.A key aim of the Strategy is to ensure that walkingand cycling become the mode of choice for localtrips within the Designated Towns and DesignatedDistricts. To enable this, design principles for thefuture development of local areas and retrofitting ofexisting areas must provide for walking and cyclingaccessibility and connectivity and also ensure thatthe travel experience for these modes confers anadvantage over other modes for shorter trips. Thiswill be achieved by providing:• Direct routes which are safe, barrier free,pleasant, overlooked and well lit;• Pedestrian and cycle routes which areappropriately designed and maintained;• Junctions which are designed to meet the needsof pedestrians and cyclists;• Continuous routes for these modes from thecore area;• Core areas that are prioritised for pedestrian andcyclist movements and where through traffic islimited or diverted;• For appropriately sized goods and service vehicles;• Car parking and access to parking that will bemanaged to avoid conflict;• Urban form with small block sizes to ensurepermeability; and• Opportunities for the linking of trips from housingareas to central areas, by locating neighbourhoodfacilities such as schools and local shops alongprimary walking and cycling routes.Chapter 8: page 5 www.2030vision.ie

A real advantage of consolidating developmentand providing for a mix of uses is that people cancarry out a number of functions for any given trip(termed “linked trips”). Clustering of uses to allowfor multi-purpose trips to education, retailing, localservices (estate agents, solicitors, doctors) is achallenge for the future design of local areas.The core area of Designated Towns and DesignatedDistricts will also form part of the public transportnetwork, providing access to the other areas withinthe region and, in the case of Designated Districts,to associated Designated Towns. Investment inwalking and cycling, linking the catchment areasto the core centres, will also provide access to thepublic transport network.Increasing development density within walkingand cycling catchments will shorten averagejourney times to the core centres, which in turnmakes the centres more attractive, and improvestheir economic viability. Increased densitiesalso enhance the benefits of investment in thetransport network and reduce the footprint area ofurban developments. It is critical that developmentat higher density not only provides better accessto services and leisure activities but also a highquality of development design to make themattractive to a broad range of societal groups, andto provide a good quality of life. Opportunities toprovide more sustainable travel options may occuralong the public transport network, outside thedirect walking and cycling catchments. This will beparticularly important in serving existing disperseddevelopment patterns.While there will continue to be a need to providefor deliveries by goods vehicles in urban centres,the negative impacts of such trips will be mitigatedby choosing the appropriate vehicle type, times ofdelivery and routes used. In addition, while the carwill continue to be an important mode of transportwithin centres, catering for the car will not beat the expense of the objectives of sustainabletransport. In particular:• Speeds will be limited in key areas to encourageand support other modes;• Cars will not dominate in central areas;• Car parking will be provided at the edge ofcentral areas in order to limit movement intoand through the business and retail cores;• Parking will be restricted and where need isdemonstrated will be provided underground tothe extent practicable;• On street parking will be designed to supportwalking, cycling and public transport; and• Access to new housing areas will in general beoff distributor roads that skirt urban areas ratherthan running through the centre, thus freeingup the necessary space in the centre to providefor walking and cycling and achieve the otherobjectives already set out above.The local authority Development Plan and LocalArea Plan measures that are required to meet theStrategy objectives for trips within DesignatedTowns and Designated Districts are set out inmeasure LU2 below.Chapter 8: page 6 www.2030vision.ie

Measure LU2:Development plans and local area plans should ensure that:• Local services such as convenience stores, doctors’ surgeries and schools are located and providedin a manner which ensures that access for the local community by walking and cycling is direct, safeand convenient.• All development areas provide for internal permeability for walking and cycling;• The design of new developments incorporate new walking and cycling routes, or exploit existingdirect routes, to social and commercial facilities in the central areas of Designated Towns andDesignated Districts. This will broaden permeability within the wider area;• Parking, where required, is located and designed in such a manner that it does not dominate thestreetscape and does not compromise walking, cycling and public transport;• The provision for the delivery of goods and services is taken into account in the design of newand existing development, to improve efficiency and minimise impact on the local community,and the built and natural environment;• Severance within local catchments, particularly on key access routes, is avoided to theextent practicable;• All transport links take account of the impacts on the wider environment in terms of visual impact;• A mix of dwelling types will be provided to facilitate and encourage mixed residential communitiesto establish; and• The re-development of brownfield (previously developed) sites close to existing or proposed publictransport corridors are supported.• Guidance contained in the DoEHLG “Sustainable Residential Development in Urban Areas, “BestPractice Urban Design Manual” and the DoEHLG/DoT “Manual for Streets” is adhered to. This willbe best achieved through the formal incorporation of these guidelines into development plans andlocal area plans. The elements of local level planning which are of particular importance for theStrategy include:– Densities;– Layout of developments;– The use of Home Zones and Shared Space;– Widths of roads;– Level and quality of open spaces and their use as walking and cycling routes; and– The needs of disabled and mobility impaired peopleChapter 8: page 7 www.2030vision.ie

Travel between Designated Towns and DistrictsThe principles set out above for local movementwithin centres applies at all levels of the settlementhierarchy from neighbourhoods to Dublin City.However, the Strategy has an essential role inplanning for and facilitating movement betweenthe centres in the GDA.The importance of Dublin City and the DesignatedTowns as the engines of economic growth, socialinfrastructure provision and development withinthe GDA is well documented in the RPG andRetail Strategy for the GDA. The services sector(particularly the knowledge based economicsector) is expected to become a key driver offuture employment growth in the GDA, and accessto labour markets, customers, ports and airportswill be key prerequisites of future investment.Hence, a central objective of the Strategy is toprovide a high level of public transport accessibilityto Designated Towns and Dublin City, as thiswill be critical to retaining and attracting futureemployment generating investment in the GDA.The Strategy proposes a public transport network thatis focused on Dublin City, with Designated Townslinked to it, primarily by rail. Increased transportconnections and ease of connectivity will improvethe accessibility between Designated Districts andthe Designated Towns, ultimately increasing theirattractivness for economic investment.Public transport accessibility will be a key factorinfluencing the scale, density and location of futuredevelopment in the GDA. The consolidation ofdevelopment within the existing built up area willbe particularly focussed along the rail corridors.These rail based developments are envisaged totake a number of forms namely:• Outer Suburban Nodes,• Town Centres,• Inner Suburban Nodes, and• Dublin City Centre.Chapter 8: page 8 www.2030vision.ie

Rail based development areas:Outer Suburban NodesThese are rail based development areas located outside the M50, adjacent to heavy rail lines, primarilyon ‘greenfield’ land such as Adamstown, Cherrywood and Hansfield. These areas are planned toprovide for a significant proportion of future population growth in the Metropolitan Area. They willbe predominantly residential, served by a centrally located Designated District providing for retailing,services and employment. The design of these developments needs to provide for access to the railstation from the catchment area by a range of travel modes, including pedestrian, cycle, bus, car andmotorbike – and in some cases by Luas. The rail stations will normally be designed as an integral part ofthe new development. As roads approach the station area, their design/functions will be transformed tobe more pedestrian friendly.Town CentresThese are planned Designated Towns and a number of key rail interchange locations (includingClonburris) that have the potential for primarily employment uses, as well as providing interchangefacilities. A key aim of the design of these developments will be to optimise public transport accessibilityand to manage the interchange between rail corridors and the local access requirements for all othermodes. Phasing of development at these locations will be critical to ensure that the long term potentialis fully utilised. Existing low density uses will normally be replaced with more intensive uses as thedevelopment potential brought about by public transport is realised.Inner Suburban NodesThese nodes are generally located outside of the canal ring, but inside the M50 on the existing heavy raillines (e.g. Cherry Orchard). Such nodes have existing social, community and commercial infrastructureand are ideally suited for regeneration and significant intensification of a mixed use nature with anemphasis on residential. The fragmentary ownership patterns in these areas, coupled with the existinglow density development, is likely to constitute a significant barrier to site assembly and comprehensiveredevelopment – especially in residential areas.These suburbs are typically characterised by low density (15-20 houses per hectare) terraced or semidetachedhouses which were developed between the 1930s and the 1970s, and/or industrial sites.The design/layout of these residential areas is predominantly car orientated, with little regard to thepotential of public transport. Developments in these areas will have to overcome the existing constraintsin order to maximise their potential.Dublin City CentreThe planned heavy rail and Metro routes through the city will provide for key public transport nodes(including Heuston quarter and Spencer Dock) which should act as catalysts for development. Stationfocussed development in proximity to new stations and to upgraded existing stations will change thedevelopment profile of Dublin City.Many of the existing Dublin City hubs have been, or are in the process of being, redeveloped atsignificantly higher densities than had been the case previously. The future design / layout of the citymust reflect its importance within the hierachy of centres both regionally and nationally and must alsoexploit fully the potential offered by public transport investment and subsequent accessiblity created bythe planned Strategy.Chapter 8: page 9 www.2030vision.ie

The RPG settlement hierarchy, coupled with acomprehensive public transport network providingfor the travel demand between urban centres isessential to meet the targets set down in SmarterTravel. This will provide for competitive journeytimes by public transport between centres,necessary to compete with the private car and meeteconomic, social and environmental objectives.The centres at the top of the hierarchy will be thefocal point of the public transport network withthe most accessible areas being within Dublin City.Development in the vicinity of public transportnodes will have a mix of uses consistent with theirposition in the hierarchy and location within theregion. It is envisaged that increasingly a ‘Hub andSpoke’ system will bring passengers from their localcentres to their Designated Towns and from thereto the wider area. It is essential that local authoritiesare clear about the scale and function of each centreto ensure that the public transport services can betargeted to meet the planned travel demand.ensuring that the long term potential is notcompromised in the short term;• Balancing the needs of residential andcommercial development especially where theymeet, and• Public transport interchange facilities, both localand strategic, need to be integrated into theoverall development of central areas.Transport planning, for each of the DesignatedTowns and Designated District Centres, is anintegral part of the preparation of local authorityDevelopment Plans and Local Area Plans. Aspart of this process, it is recommended thatthese plans are prepared in consultation with theAuthority and address the implementation of therelevant measures contained in the Strategy.The Development Plan and Local Area Plan measuresthat are required to meet these goals are set out inMeasure LU3 belowDesignated Districts will also be served by a networkof public transport providing access to the widernetwork through their associated DesignatedTowns. Bus will play a critical role in serving theseareas and future development in these areas as setout above will also be fundamental to the successof the Strategy.While both Designated Towns and DesignatedDistricts will incorporate the design principles setout in Measure LU2, in the case of DesignatedTowns, due to their wider economic and socialimportance, there will be additional design criteriarequired to maximise the benefits afforded by thewider accessiblity provided by the public transportnetwork. These include:• Higher density commercial cores in proximity tothe public transport nodes;• Higher density residential development bothcentrally and in the immediate catchment;• Higher quality design which makes placesattractive and maximises potential investmentover time;• Phased development consistent with thedelivery of public transport accessiblity andChapter 8: page 10 www.2030vision.ie

Measure LU3:Development plans and Local Area Plans should ensure that:• There is a sequential approach to development whereby lands which are most accessible by publictransport are prioritised for growth;• Growth in other areas will be limited to that which cannot be accommodated elsewhere in terms ofspatial or social characteristics;• Densities will be increased in order to support public transport, walking and cycling with thefollowing considerations:• Substantially higher densities in Dublin City and at Designated Town rail stations;• Rail stations in District centres will be the focus of higher densities;• General increase in densities in all areas where existing or planned public transport accessibilityis good;• Infill areas in existing centres as a priority for increased densities;• Well-designed neighbourhoods of high architectural quality with dwelling sizes and layouts whichprovide good quality liveable homes in attractive residential environments; where open space,health and recreation needs are met.• Mixed use development will be the primary pattern of growth in all areas:• In Dublin City, Designated Town centres and in areas around rail interchange points there will be agreater emphasis on commercial development; and• Development around other rail stations will be predominantly residential with local levelcommercial activities provided;• The national Smarter Travel objective of achieving the 55% target share of all trips by a combinationof public transport, walking and cycling is achieved;• They coordinate with the DoEHLG and DoT policies to ensure there is a homogeneity betweenthe urban centres designated in future plans and strategies (covering population settlements,employment, retail, and other services), relating this directly to their local and strategicaccessibility, and particularly in relation to the provision of public transport;• They define the Designated Districts within their areas and the geographical extent of the corecentres and of the catchments of Designated Towns and Designated Districts;• Local transport plans, as an integral component element of Local Area Plans or Development Plans,are prepared for each of the Designated Towns and Designated Districts in consultation with theAuthority. These plans will address the implementation of the relevant measures contained in theStrategy and will be integrated into the relevant Development Plan or Local Area Plan;• There is cooperation between Local Authorities along boundary areas including the preparation ofjoint plans where appropriate; and• The strategic transport function of national roads, including motorways, will be maintained bylimiting the extent of development that would give rise of the generation of local car traffic on thenational road network.Chapter 8: page 11 www.2030vision.ie

International gateways and speciality land usesIn the GDA there are two international gateways,namely Dublin Airport and Dublin Port. The roleand function of these facilities is of critical nationalimportance, and the management of transport toand from these locations needs to be considered ata regional level to ensure their efficient operation.Both the Port and Airport have a key role in freightmovement, and the role of HGV movement to andfrom these sites must be reflected in the planningof the local and strategic road network.Dublin Airport is a major trip attractor, both interms of incoming and outgoing passengers, butalso as a significant employment centre. Publictransport must be the primary focus for themovement of visitors and employees to and fromDublin airport.The GDA has a number of nationally importanthospitals (including, for example, the NationalChildren’s Hospital, the National MaternityHospital, Mater and Beaumont) and educationalinstitutions (including for example Trinity College,UCD, Maynooth, DCU and DIT) These are locationsthat attract a large number of visitors, students andemployees. It is important that movement withintheir local catchments is catered for by prioritisingwalking and cycling, while also considering theirnational role which will require access by publictransport and by private car. The management ofthese sites should be covered by comprehensiveTravel Plans.There are a number of specific locations in the GDAwhich play host to major sporting, musical andcultural events (such as Croke Park and LansdowneRoad stadia, RDS, National Convention Centre)These venues require special consideration interms of transport planning, as the travel patternsof visitors tend to be concentrated into a veryconfined time period and can vary widely in origin.Although the transport system is not designed topermanently cater for such events, it is importantthat the Strategy makes provision for the safeand efficient management of the transportrequirements of these venues. A transportmanagement plan should be agreed betweenthe local authority, Gardaí and event organisersto ensure that visitors and local residents/businesses are optimally catered for. The transportmanagement plan should prioritise the movementof pedestrians and public transport, whilst alsoconsidering private car transport in terms ofparking and traffic management.8.5 Parking supplyThe supply and management of parking ata destination is a key mechanism by whichdevelopment can be encouraged to locate inthe most appropriate areas from a sustainabletransport point of view. The application ofmaximum parking standards (i.e. the maximumnumber of parking spaces that a developercan provide) is central to the management oftransport demand. It has a critical influence onmode choice for all journey purposes. It also has acritical influence on congestion, the design of newdevelopments, and the allocation and design ofspace in urban areas. The Authority considers theapplication of maximum parking standards at aregion-wide level to be a key measure in addressingthese issues in an equitable and structured fashion.The use of floorspace thresholds above which thestandards only apply, enables flexibility for smallmediumscale developments – particularly thosethat generate local employment – to occur in areaswhich are not as well served by public transportand not as accessible by walking and cycling. Thesestandards are a positive measure to promoteproper and sustainable development in the rightlocations.The level at which maximum standards are set isof great importance. Where they exist, maximumstandards are usually applied with varying degreesof constraint, on the basis of defined locationalfactors such as centrality and public transportaccessibility. Related to these attributes, theapplication of parking standards would normallyvary inversely with density. The introduction ofmaximum standards at a region-wide level wouldrepresent a key transport demand managementmeasure for the GDA, of particular importance ininfluencing mode choice to office, retail, educationand some leisure uses.Chapter 8: page 12 www.2030vision.ie

Measure LU4:• The Authority will seek that all non-residential development proposals in the GDA should be subjectto maximum parking standards. Table 1 shows a number of these land uses and sets out regionalmaximum standards which should apply to them.Table 8.1: Proposed Regional Maximum Parking Standards (for certain land uses)Maximum ParkingStandards (per floorarea unless otherwisespecified)Threshold fromand above whichstandard applies(gross floor space)Employment, including Offices 1 space per 50m 2 1,500m 2Food Retail 1 space per 14m 2 1,000m 2Non Food Retail 1 space per 20m 2 1,000m 2Cinemas and Conference Facilities 1 space per 5 seats 1,000m 2Higher and Further Education1 space per 2 staff+1 space per 15students2,500m 2Stadia 1 space per 15 seats 1,500 seats• While the above table provides a regional maximum standard, significantly more restrictiveprovision should apply in Dublin City, Designated Towns centres and in areas of good publictransport accessibility.• In locations where the highest intensity of development occurs, an approach that caps car parking onan area-wide basis should be applied.• While the above table represents regional maximum parking standards, the Authority will publishguidance on more restrictive car parking standards appropriate for specific locations, or types oflocations, in the GDA, where good quality public transport alternatives are available.While the standard set out in Table 8.1 is intendedto reflect a regional standard, more restrictivemaximum parking standards would be expectedto apply in many areas, in particular wherehigher levels of public transport accessibility areachievable. Such higher standards should tendtowards those achieved in Zone 1 of the DublinCity Development Plan, which the Authority fullysupports as an example of the effective use of carparking policy for necessary demand management.Step changes at local authority boundaries shouldbe avoided.In locations where the highest intensity ofdevelopment occurs and is promoted (e.g. DublinCity, Designated Town centres and around railstations), an approach that caps the numbers of carparking spaces on an area-wide basis should alsobe considered. This measure is aimed at controllingcongestion, enabling higher development densities,improving the public realm and encouraging/facilitating access by non-car modes, whilstcontinuing to maximise development potential.The use of such a measure should also beconsidered at major trip attractors such as largethird level institutions, Dublin Airport, and othersuch developments.Chapter 8: page 13 www.2030vision.ie

Other parking considerations related to planningpolicy include, where appropriate, the provision ofpark and ride facilities at specific public transportnodes, where they can achieve the following:• Support other public transport objectives, and• Facilitate a reduction in car-based travel.8.6 Environmental ConsiderationsThe planning measures necessary to achieve theTransport Strategy objectives will be implementedthrough the Regional Planning Guidelines andCounty/City Development Plans and subsequentreviews up to 2030. These plans are subjectto Strategic Environmental Assessment (SEA)which requires the assessment of alternativeapproaches to the accommodation of growth, anda quantification of the effects on the environmentof the patterns of development and policies asproposed in the plans. The plans are also subjectto a Habitats Directive Assessment (HDA)which requires that Appropriate Assessment ofdevelopment plans and projects will take place atthe relevant stage and level in the hierarchy. TheAuthority will monitor progress in this regard andupdate and review the Strategy should these plansdiffer significantly from the land use assumptionsused in this strategy, with the followingoverarching guiding principles in mind:• The accommodation of population andemployment growth, and associated supportingservices, should occur in a manner that will nothave any significant adverse impacts on theenvironment in the GDA; and• The integrity of Natura 2000 sites should beprotected at all levels in the land use planninghierarchy.The findings of the Appropriate Assessment ofthe planning and land use policies and objectivesproposed in this Strategy are presented in theNatura Impact Statement. It is not anticipated thatsignificant impacts on the conservation objectivesof any Natura 2000 site will result from theimplementation of these policies and objectives.Chapter 8: page 14 www.2030vision.ie

Chapter 8: page 15 www.2030vision.ie

Chapter 9Walking and Cyclingin this chapter:9.1 Introduction 19.2 Walking and cyclingin town centres9.3 Walking and cyclingin residential areas9.4 Walking 49.5 Cycling 723Chapter 9 www.2030vision.ie

9.1 IntroductionThe Strategy envisages the Greater Dublin Areabecoming a recognised city-region for walking andcycling, with a walking and cycling environmentthat is attractive, safe and designed with thepedestrian and cyclist in mind at all times.Increasing the share of people travelling onfoot and cycle supports all the objectives ofthe Strategy, and the success of the Strategyis fundamentally dependent on achieving suchan increase. Increasing the share of walking andcycling journeys will:• Reduce traffic congestion;• Improve air quality and reduce transport’simpact on climate change;• Contribute to social interaction and the vitalityof the public realm;• Support the local retail economy and tourism;• Provide health benefits in a convenient way tothose participating; and• Complement more compact and mixed usedevelopment styles in urban areas whichcan contribute to the quality of the builtenvironment and reduce the need to travel.The large majority of walking trips are less thantwo kilometres in length. More people walkregularly than regularly use any other means oftravel and many motorised journeys, includingnearly all journeys by public transport, begin or endwith a walk.Cycling journey distances tend to be longer thanwalking, with most trips between two and sixkilometres in length. This is still relatively shortwhen compared to average journey lengths bymotorised modes of travel.Attributes that contribute to a high level of walkingand cycling include:• A safe and convenient walking and cyclingenvironment that meets user needs;• Avoiding undue delays to pedestrians andcyclists, particularly at junctions;• Good quality facilities, including good qualitysurfaces on footpaths and cycle tracks;• A secure travel environment; and• Careful planning of developments to makewalking and cycling attractive and convenienttravel choices.Chapter 9: page 1 www.2030vision.ie

These are addressed in more detail below.Because of the scale of walking and cycling and thepotential for further growth, particular attentionneeds to be given to improving the walking andcycling experience in Dublin city centre, in othertown centres and in residential areas.9.2 Walking and cycling in town centresThe investment in rail and bus infrastructure andservices proposed in the Strategy will dramaticallyimprove the accessibility of Dublin city centre andother town centres in the Greater Dublin Area (seeChapter 12 – Expected Outcomes).Once in the city centre or a town centre, peoplemovement needs to take priority over vehiclemovement. Giving greater priority to pedestriansand cyclists over motorised vehicle traffic in towncentres will make these centres more attractiveplaces to visit and stay thus providing benefits totown centre economies.Examples of ways to facilitate pedestrian andcyclist movements in town centres include:• Streets or zones where vehicles are permittedfor access purposes only (i.e. no throughmotorised traffic);• Restriction of a street to certain classes ofvehicles (e.g. cycles, buses and taxis);• The relocation of traffic queues away fromcentres to where congestion is likely to impactless on public transport users, cycles andpedestrians; and• Full pedestrianisation of a street or group of streets(more appropriate on streets where there is likelyto be significant all day pedestrian activity)Measure WCY 1:The Authority will seek:• Restrictions on general motorised traffictravelling through the heart of Dublin citycentre and other town centres, by divertingthrough traffic onto suitable alternativeroutes, whilst permitting throughmovement for buses, trams or taxis wherenecessary; and• The retention of access for towncentre deliveries and visitor car parkingin appropriate locations and atappropriate times.Appropriate access to visitor car parking is requiredfor those visiting Dublin city centre. Car borneshopping plays an important role in supporting thecity centre economy.Lower speed limits in town centres will beintroduced to improve safety for cyclists andpedestrians, reduce noise and create a morepleasant environment.Measure WCY 2:The Authority will seek reductions in trafficspeeds in town centres, and the application ofa 30km/h speed limit in appropriate areas inthe commercial and retail core of Dublin citycentre and other town and village centres.Schemes to reconfigure town centre streets will berequired to allow for easier people movement andto create or enhance outdoor spaces where peoplecan comfortably browse, stop or chat. As part ofsuch schemes, opportunities should be taken toprovide high quality footpath surfaces, seating,planting and cycle parking spaces. Town centrefootpaths should be widened where beneficial, andclutter such as redundant signs and poles shouldbe removed, and other street furniture rationalisedwhere possible.Chapter 9: page 2 www.2030vision.ie

Footpaths on the approaches to town centres,including routes from public transport, should also bewidened where necessary for pedestrian safety andconvenience. Pedestrian delays in crossing streetsin town centres should also be reduced (see Section9.4.2 ‘Improving pedestrian crossing facilities’).Measure WCY 3:The Authority will seek:• Reconfigurations to street space includingwidening of footpaths and rationalisationof street furniture, poles and signs, andremoval of redundant poles, signs or otherclutter in Dublin city centre and other towncentres and their approaches, to allow foreasier people movement, to enhance thequality of the urban realm and to providemore space for people on foot, seating,planting and cycle parking as appropriate;• To ensure that local authorities developstreetscape design and maintenanceguidelines for town centres, historic areas,areas of civic importance and elsewhere, asrequired, and that streetscape interventionsare audited for compliance with the relevantguidelines; and• Improvements to walking and cycling routesapproaching town centres, public spacesand areas of civic importance.9.3 Walking and cycling in residential areasResidential environments should support socialinteraction, and encourage a sense of community.Careful design of residential areas to support easeof movement for pedestrians and cyclists and toprioritise them over motorised traffic is essential toachieve this goal.Residential streets will need to be increasingly seenas places for people to use and enjoy rather thansimply roads for vehicle movement. Substantialreconfiguration of many existing residential roadsand streets will be required.Particular attention will need to be given to:• Reducing traffic speeds in residential areasthrough traffic calming or other means;• Tightening up of junctions to make themeasier to cross on foot, and safer for cycles tonegotiate;• Providing more direct walking and cycling linksfrom residential areas to local centres and topublic transport services on main roads;• The use of better quality footpath materials andimproved landscaping and streetscaping alongfootpaths;• Suitable lighting, with residential frontagesoverlooking of pedestrian routes; and• The provision of additional pedestrian crossingpoints away from junctions.Consideration will also be given to the redesign ofcertain residential streets and neighbourhoods toprovide a “shared space” environment where thewhole street (footpath and carriageway) becomesa multi-use space, with unambiguous priority forpeople over vehicles 29 .29 The legislative basis for such designs will be addressed inthe forthcoming DoEHLG/DoT Manual for StreetsChapter 9: page 3 www.2030vision.ie

Measure WCY 4:The Authority will seek:• The application of a general speed limitof 30km/h on residential roads, and in thevicinity of schools;• The design of new residential areas toprovide a safe and pleasant movementenvironment for pedestrians and cyclists,including suitable lighting, with residentialfrontages overlooking routes, andprovision of appropriate landscaping andstreetscaping features along routes;• The reconfiguration of residential streetspace to create a safer and more attractiveenvironment for pedestrians and cyclists; and• The use by designers of the design guidelineprinciples and approaches for residentialareas set out in the Authority’s National CycleManual and forthcoming Walking Facilities’Manual, and DoT/DoEHLG ‘Manual for Streets9.4 WalkingPrevious Sections 9.2 and 9.3 addressed approachesand measures common to both cycling and walkingmodes. This Section focuses on measures specificto walking only.The Strategy proposes a multi-pronged approachto walking, including:• Improvements to footpaths;• Reductions in pedestrian delays whencrossing streets;• New and enhanced leisure walking routes;• Appropriate planning to provide walkingopportunities and pedestrian friendlydevelopments, and provision of walking designadvice for a local authority engineer, plannerand private developer audience;• Better information on walking andcommunicating the benefits of walking; and• Enforcement of traffic laws against offences thatimpede pedestrian movement.The means of achieving these improvements areset out below.9.4.1 Improving footpathsAn effective way of identifying how walkingroutes and facilities could be improved is througha ‘walkability’ audit, that considers the currentnetwork and identifies where there are missinglinks, mobility issues for certain people or wherethe level of service could be improved.The use of good quality footpath materials makesthe walking experience more pleasant, and improvesthe public realm. Particular attention needs to bepaid to the improvement of pedestrian environmentsin town centres as set out in Section 9.2 and onapproaches to public transport stops or stations.Measure WCY 5:The Authority will seek:• The provision of adequately lit footpaths onboth sides of roads and streets in built upareas, except in exceptional circumstances;• The provision of footpaths alongside roadsin rural areas where pedestrian safety is aconcern, subject to appropriate pedestriandemand;• The widening of existing footpaths, wherethese are too narrow to comfortably andsafely cater for pedestrians wishing to usethem, including wheelchair users and thosewith buggies or prams;• The maintenance of footpaths to a goodstandard, and where appropriate theupgrade of footpath surfaces with higherquality materials; and• Audits of existing footpaths, identifyingexisting constraints and barriers to pedestrianmovement such as redundant poles, signage,guardrails or telephone kiosks followed byremoval or relocation of barriers or clutterwhere appropriate, whilst taking account ofsignage requirements.Chapter 9: page 4 www.2030vision.ie

9.4.2 Improving pedestrian crossing facilitiesCrossing points need to be safe and easy to use,especially for mobility impaired and disabledpeople. Pedestrian islands, where provided, need tobe large enough to cater for adults with children,and those in wheelchairs.Formal crossing points either in the form ofpedestrian signals or zebra crossing facilities needto be provided wherever required for pedestriansafety and convenience, and where they areprovided, they should be on all arms of the junctionto the extent practicable.For safety and convenience reasons, crossing pointsat junctions should be as direct as possible. Existingjunctions should be reviewed to identify opportunitiesfor redesign and simplifications to improve pedestriansafety and ease of use, aiming to reduce crossingdistances, provide more direct walking routes andreduce the speed of turning traffic. This will beachieved in a variety of ways, including:• Reducing turning radii by redesign of kerbs atjunctions;• Moving crossing points closer to the line ofmovement of pedestrians;• Eliminating slip lanes for turning traffic; and• Replacing staggered crossing arrangementswith direct crossings of junction arms,where appropriate.Pedestrian delays in crossing at signalised junctionsneed to be addressed and reduced.Pedestrian delays can be reduced at junctionsby reducing overall signal cycle times, providingadditional periods of green time for pedestrians andproviding for diagonal crossing at certain junctions.Pedestrian crossing delays away from junctions canalso be reduced, by the provision of zebra crossingsor rapid response pedestrian signals. Existingisolated signal crossings need to be adjusted torapid response unless there are exceptional reasonsfor not doing so.• Minimise the waiting required by motorists for apedestrian to cross away from a junction;• Are easier to introduce in many areas whereit might be more difficult to justify a trafficsignalled pedestrian crossing due to lowerpedestrian crossing volumes; and• Can be cheaper to provide.Measure WCY 6:The Authority will seek:• The provision of tactile paving and theraising of carriageways or lowering ofkerbs at pedestrian crossing points and theprovision of audible signals at controlledcrossing points, where appropriate, to assistmobility and hearing impaired people andthose with buggies or prams;• Revisions in junction layouts whereappropriate, to reduce pedestrian crossingdistances, provide more direct pedestrianroutes and reduce the speed of turningtraffic;• The provision of zebra crossing points orpedestrian signals on all junction arms, atjunctions where it is likely to be beneficial topedestrian safety or convenience, startingwith junctions on major roads and withhigher pedestrian numbers;• The adjusting of traffic signal controlswhere appropriate to reduce the wait timefor pedestrians in town centres and otherbuilt up areas or to increase the crossingtime allocated to pedestrians;• Additional pedestrian crossing pointsaway from junctions, with greater use ofzebra crossing facilities or rapid responsepedestrian signal facilities; and• Provision of wheelchair and buggy friendlypedestrian islands where islands areprovided at crossing points.In certain circumstances, zebra crossings haveadditional benefits over pedestrian signalsbecause they:Chapter 9: page 5 www.2030vision.ie

9.4.3 Walking for leisureWalking for leisure provides benefits to health andwellbeing, and supports tourism.The Strategy will support improvements to leisurewalking routes, and seek good walking links toleisure routes from surrounding areas. This isalso in keeping with the Greater Dublin AreaRegional Planning Guidelines Actions on GreenInfrastructure Development.Measure WCY 7:The Authority will• Support existing leisure walking routes andthe provision of additional leisure walkingroutes along river and canal corridors andin the countryside together with provisionof facilities for leisure walkers, includingseating and picnic areas; and• Seek improvements to walking links:• From surrounding areas to leisurewalking routes; and• Between leisure routes that are inproximity to each other.9.4.4 Development planning to support walkingIt is important that pedestrian needs areconsidered at all stages of the statutory planningprocess. Local authorities play an essential role inthis regard.Measure WCY 8:The Authority will:• Seek the inclusion in Local AuthorityDevelopment Plans of policies andspecific measures to support walking andimprovements to walking facilities;• Seek the provision in Strategic DevelopmentZones, Local Area Plans and planningpermissions of direct, convenient andhigh quality pedestrian routes within newdevelopment areas and linking to thesurrounding area and public transportaccess points, including new pedestrianbridges where appropriate; and• Publish guidelines on designing for walkingand pedestrian access, in the form of aWalking Facilities Manual.To assist local authorities and developers inaddressing the needs of pedestrians in existingareas and new developments, the Authoritywill publish guidelines on designing for walkingin the form of a Walking Facilities Manual. Theforthcoming ‘Manual for Streets’ under preparationby the Department of Transport and Department ofthe Environment, Heritage and Local Government,will also provide relevant guidance.9.4.5 Walking information and marketingWalking routes to any destination will be availablethrough the Authority’s national multi–modaljourney planner (see section 10.5.2). In addition,paper maps and increasingly over time, mobiledevices, will help tourists and other visitors findtheir way about an unfamiliar area on foot. Goodon-street wayfinding information will further assistin this regard.The benefits of walking will be promoted,especially in built up areas, as part of sustainabletravel awareness and public health campaigns, andworkplace and school travel plans (see Chapter11).Chapter 9: page 6 www.2030vision.ie

Measure WCY 9:The Authority will:• Provide online information on walkingroutes to destinations via its national multimodaljourney planner;• Seek the provision of direction signage,including walk times, for those travelling onfoot to key destinations, such as importantbuildings, public spaces and publictransport facilities;• Seek the provision of on-street walkingmaps in Dublin city centre and other towncentres; and• Promote the benefits of walking, workingwith government departments, localauthorities and others to target areas wherethe potential for additional walking ishighest (also see Chapter 11).9.4.6 EnforcementObstructions in pedestrian spaces inconveniencepedestrians and can create an unsafe environment,particularly for those in wheelchairs and buggies.Measure WCY 10:The Authority will seek the enforcement of thelaw relating to encroachment on footpathsand pedestrian crossings by motor vehicles,cyclists, skips and other obstructions.9.5 CyclingPrevious Sections 9.2 and 9.3 addressed approachesand measures common to both cycling and walkingmodes. This Section focuses on measures specificto cycling.The Strategy aims to increase the share of cyclingjourneys, especially in built up areas.There has been a large increase in cycling in Dublincity in recent years. The Strategy aims to buildon this and encourage a greater share for cycling,especially in built up areas, with:• Improvements in the cycling environment inDublin city centre, other town centres and theirapproaches, where shorter trips tend to take placeand the potential for increased cycling is highest;• New or enhanced leisure routes for cycling;• The expansion of the Dublin city centre onstreetcycle hire scheme;• Adequate cycle parking provision;• Use of the planning system to promote cyclingopportunities;• Training for new or returning cyclists;• The marketing of cycling as a travel option,particularly for those of school going age and forthose living in more central areas where mostshorter trips are made; and• Better enforcement to encourage safer driverand cyclist behaviour.These are elaborated upon below.Means of improving the integration of cyclingand public transport are set out in Section 10.5‘Making public transport easier to use’.9.5.1 Improving the cycling environmentin built up areasIf cycling numbers in built up areas are to grow,the cycling environment needs to become morepleasant, and to be perceived as safe for cyclists.Dublin city centre has by far the largest number ofshort journeys to work in the Greater Dublin Area.Other Metropolitan Designated Towns where a largenumber of short journeys to work take place includeDundrum/Sandyford, Clondalkin, Blanchardstown,Bray, Dun Laoghaire and Swords. Larger HinterlandDesignated Towns (for example Naas and Navan) alsohave a significant number of short journeys to work.By virtue of the number of short journeys, all theseareas have potential for a growth in cycling numbers.Chapter 9: page 7 www.2030vision.ie

In providing a quality cycling environment for thesetowns, an emphasis will be placed on measuresfor central areas and inner approaches first, wherecycling potential is highest, followed by addressingareas further from the centre.High quality cycling arteries, targeted particularlyat commuters, will be introduced, or enhanced asnecessary, in and on key radial approaches to, DublinCity and Metropolitan Designated Town Centres.These corridors will provide safe, coherent and directroutes to central areas from surrounding residentialareas. Again, the emphasis will be on improving thecycling environment on inner approaches to thecentres first and the quality of service provided tocyclists will be at its highest in these inner areas.The cycle network will consist of:• Primary network – main cycle arteries in and onthe approach to larger centres and Dublin citycentre, which carry the most cycle traffic;• Secondary routes – connections from theprimary network to local areas; and• Cycling routes targeted at leisure cyclists or witha dual leisure/commuter function, including linksthat are part of the National Cycle Network, orthat connect to it.Local streets should be cycle friendly without theneed for dedicated cycling infrastructure, andshould be connected to the overall cycle network.Measure WCY 11:The Authority will:• Target measures to improve the cyclingenvironment in areas where there is thegreatest potential for trips in cyclingdistance range. These areas will includeDublin city centre, the MetropolitanDesignated Towns, Hinterland DesignatedTowns, and their approaches;• Seek the provision of high quality cyclingcorridors, in and on the key radialapproaches to Dublin city centre andMetropolitan Designated Town centres;• Place an emphasis on improving the cyclingenvironment in town centres and theirinner approaches before other areas of thenetwork; and• Seek the cooperation of Local Authoritiesand other relevant agencies in taking anintegrated approach to cycle networkimplementation.Means of improving the cycling environment willvary by location and traffic conditions, and include:• Reducing the volume of motorised traffic;• Reducing traffic speeds;• Improving cyclist priority and safety at junctions;• Providing segregated on-street cycle lanes, oroff-road cycle tracks, where speeds or volumesof traffic remain high;• Providing more direct routes for cyclists; and• Reducing wait time for cyclists at junctionsthrough traffic signal control adjustments.The overriding principle for good cycle facilities isthat they should be easy to use – safe, coherent,direct, attractive and comfortable.Chapter 9: page 8 www.2030vision.ie

Measure WCY 12:The Authority will seek the introduction ofmeasures to improve the cycling environmentin targeted areas; such measures will include:• Lower speed limits in centres, residentialareas and in built up areas (see Sections 9.2and 9.3);• Reductions in motorised traffic in centralareas (see Section 9.2);• Improving cyclist priority and safetyat junctions;• Providing high quality segregated cyclelanes, or off road cycle tracks, where speedsor volumes of traffic remain high;• Providing more direct routes for cyclists,including the introduction of cycle contraflowlanes on one-way streets, and thecreation of new pedestrian and cycle onlylinks where appropriate;• Subject to feasibility and space constraints,the provision of cycle lanes alongside buslanes and certain light rail corridors wherethis would form a useful addition to thecycle network; and• Traffic signal control adjustments at junctionsto reduce average wait time (this alsobenefits pedestrians - see section 9.4.2).9.5.2 Recreational cyclingRecreational cycling facilities are a major benefitto people’s health and wellbeing and are a goodway of introducing people, especially children,to cycling. They also support the growing cyclingtourism market in the region.The Strategy proposes that coastal, canal andriverside cycle tracks will be developed and thatlarger parks throughout the Greater Dublin Area willbe opened to cyclists. In many cases, leisure routesmay double as routes for commuters (for example,routes alongside the Grand and Royal Canals)The provision of these routes is consistent withthe Green Infrastructure Actions identified in theGreater Dublin Area Regional Planning Guidelines.In line with the Department of Transport NationalCycle Policy framework, designated rural cyclenetworks will also be provided, especially in morescenic areas, or other areas where tourist andleisure users are likely to visit.Safe cycle access to these facilities fromsurrounding built-up areas is essential if they are tobe used. Cycle networks in and around urban areaswill link into facilities targeted at leisure users andtourists, and where appropriate, the wider NationalCycle network.Measure WCY 13:The Authority will seek:• The provision of coastal, canal and riversidecycle tracks, including:– Royal Canal and Grand Canal Routes;– Sutton to Sandycove coastal route;– Tolka and Dodder Routes;• the opening to cyclists of the larger publicparks throughout the Greater Dublin Area;• The provision of a designated NationalCycle Network in line with the Departmentof Transport National Cycle Policyframework, and provision of safe andattractive cycle links between the GDACycle network and the National CycleNetwork; and• The provision of a safe and attractive cyclingenvironment in other rural and scenic areaswhere tourist and leisure cyclists are likelyto visit.Chapter 9: page 9 www.2030vision.ie

Appropriate Assessment of this Strategy hasidentified the possibility that development of somesections of the proposed Sutton to Sandycovecycle track may have impacts in relation to ‘Natura2000’ sites. This is dealt with in the Natura ImpactStatement, which has identified that that thisshould be further addressed through project-levelAppropriate Assessment. (See also Section 13.5“Environmental considerations”).9.5.3 Public cycle hire schemesThe Dublin city centre cycle hire schemeintroduced by Dublin City Council in 2009 hasproved very successful. The benefits include:• Those new to, or returning to, cycling havediscovered an easy and cheap means of tryingit out;• New cyclists have endorsed cycling, encouragingothers to give it a try;• Additional cyclists raise driver awareness ofcyclists and change their driving behaviour; and• Promotion of tourism by facilitating leisure cycling.Measure WCY 14:The Authority will support the expansion ofthe city centre cycle hire area and will considersupporting similar schemes in other towncentres, where shorter trips are common.9.5.4 Cycle ParkingThe provision of secure cycle parking at cyclingdestinations is essential for cycling to be anattractive travel option. For this reason, additionalcycle parking at popular cycling destinations isrequired. Secure cycle parking provision at schoolsand workplaces is also needed to enable anincrease in cycling to school and work.Cycle parking will also be needed at key bus and railstations in town centres and at Metro and suburbanrail stations, Luas stops and busier bus stops. Publictransport related cycle parking should be secure,sheltered (to the extent practicable) and locatedas conveniently as possible in relation to platformsor waiting areas. The amount of cycle parkingrequired will need to be assessed on a case by casebasis. Surveys of informal cycle parking in the areaaround the stop or station should be undertaken andconsideration of potential sources of growth in cycledemand should inform decisions in this regard.Where cycle parking is provided, sufficient spacefor expansion of that parking will need to be leftavailable, should uptake exceed initial expectations.Public cycle parkingMeasure WCY 15:The Authority will seek the provision of:• Secure on-street cycle parking in Dublin citycentre and other town and village centres,in particular close to major retail, leisure orcultural destinations;• Secure sheltered on-street or public offstreetcycle parking at major destinations,for longer stay pur-poses; and• Secure sheltered cycle parking to meetdemand at heavy rail and Metro stations,Luas stops, bus stations and busier bus stops,particularly on higher quality QBC routes.Cycle parking at schools and other educationalfacilitiesProviding cycle parking at schools can have animmediate impact in increasing the numbers ofstudents cycling to school, and for this reasonthe Authority will support school cycle parkingprovision or expansion of existing cycle parkingat schools and third level institutions. Spaces willneed to be secure, sheltered and convenient forstudents to use.Chapter 9: page 10 www.2030vision.ie

Cycle parking at workplacesThe Department of Transport’s National CyclePolicy Framework sets a target of 10% of employeescycling to work by 2020. To support this target,cycle parking provision at workplaces will need tobe increased. Standards should differ by area, withhigher provision in more centrally located areas andfor more employment intensive uses such as offices.Development plans should specify that spaces aresecurely located and sheltered.Measure WCY 16:The Authority will seek the provision of secure,sheltered on-site cycle parking and supportingfacilities for cycle commuters at:• Schools and other education facilities;• Workplaces; and• Other destinations likely to attract cyclists.It will seek the incorporation into localauthority Development Plans of minimumcycle parking standards set out in theAuthority’s National Cycle Manual.Opportunities for providing similar parkingprovision at existing workplaces should beexamined. Parking at workplaces should preferablybe accompanied by clothes changing facilities/lockers for cyclists, and ideally shower facilities,particularly in the case of larger employers.9.5.5 Development planning to support cyclingIt is important that cyclist needs are considered atall stages of the statutory planning process. Localauthorities will play an essential role in this regard.Guidelines to assist local authorities anddevelopers in addressing the needs of cyclists inexisting areas and new developments are set outin the Authority’s National Cycle Manual. Theforthcoming ‘Manual for Streets’ under preparationby the Department of Transport and Department ofthe Environment, Heritage and Local Governmentwill also provide relevant guidance.Measure WCY 17:The Authority will:• Seek the inclusion in Local AuthorityDevelopment Plans of policies and specificmeasures to support cycling and improvethe environment for cycling particularly inareas identified in this Strategy;• Seek the provision in Strategic DevelopmentZones, Local Area Plans and planningapplications of direct, convenient and highquality cycling environment within newdevelopment areas and linking to facilitiesin the surrounding area; and• Support training of designers in localauthorities and consultancies in theapplication of the Authority’s NationalCycle Manual.9.5.6 Cycle trainingCycle training for students is currently beingimplemented by a number of local authorities.In line with the National Cycle Policy Frameworkobjectives, cycling education and training shouldbe part of the school curriculum for all primary andsecondary levels in the Greater Dublin Area.The curriculum should include desk-based (theory),school-yard and graded road-based cycling training(this would include cycling along quieter residentialstreets and busier roads in mixed traffic). Thetraining should emphasise issues such as practicalon-road skills and basic bicycle maintenance.The Authority will also seek the provision of cyclingtraining for adults – both for those returning tocycling and those who have never cycled before. Thiscould be based for example on the UK ‘Bikeability’programme 30 , where trainees are taught how to dealwith the different types of cycling environment thatthey are likely to experience.30 http://www.dft.gov.uk/bikeability/Chapter 9: page 11 www.2030vision.ie

Measure WCY 18:The Authority will:• Seek that cycling education and trainingbecomes part of the school curriculumfor all primary and secondary levels in theGreater Dublin Area;• Facilitate cycle training for schoolchildrenthrough the Authority’s Smarter TravelSchools programme;• Seek provision of cycling training for adults– both for those returning to cycling andthose who have never cycled before; and• Support driver training to encourageconsideration of cyclists.Measure WCY 19:The Authority will:• Pursue the provision of cycling routesignage on the approach to urban centresand to other key cycling destinations;• Provide up to date cycle network maps onthe Authority’s website;• Incorporate cycle route options into its onlinemulti-modal journey planner; and• Promote the benefits of cycling, targetinggeographical areas and groups (includingworkplaces and schools) where potentialfor growth in cycling is highest.9.5.7 Cycling information and promotionCycling route signage is beneficial on the approachto urban centres and other key cycling destinations.Cycle network maps will be available on theAuthority’s website, and an on-line journey plannerincorporating cycling options will be developed.The Authority will support the marketing of cyclingto counter any negative perceptions and emphasisethe health benefits and convenience of cycling. Thefocus will be on those people who currently makeshorter trips by car, particularly trips that might bebeyond walking range.9.5.8 EnforcementAll road users have responsibilities to behavein a safe manner towards others. Appropriateenforcement of traffic regulations should createa safer and more pleasant environment forpedestrians, cyclists and drivers alike.Measure WCY 20:The Authority will support enforcement of trafficregulations in relation to traffic lights, speeding,overtaking behaviour, parking or driving in cyclelanes, and cycling in an unsafe manner.Marketing of cycling will also emphasise the stronggrowth in cycling that has taken place in Dublin inrecent years.Chapter 9: page 12 www.2030vision.ie

Chapter 9: page 13 www.2030vision.ie

Chapter 10Public Transport10.1 Introduction 110.2 Bus and coach 210.3 Passenger rail 1010.4 Taxi andcommunitytransport10.5 Making publictransport easierto use2022Chapter 10 www.2030vision.ie

10.1 IntroductionPublic transport is essential for the economy ofthe Greater Dublin Area. It is the only means oftransport that can provide the capacity needed tomove the large volumes of people who travel towork, education, shops and leisure facilities in theGreater Dublin Area each day. It also enables muchof the business and tourist travel in the region.It reduces transport’s impact on the environmentby providing an alternative to the car andsupports a more consolidated, compact form ofdevelopment in the Metropolitan Area in particular,which also reduces the need to travel.Half of Dublin’s residents of driving age do not owna car. Public transport meets an essential socialneed for those without access to a car.Attributes that contribute to a high level of publictransport use include:• A well designed public transport network thatoptimises routes to meet user needs;• Frequent, on-time services with reliable journeytimes and sufficient capacity;• A high level of priority for street-running publictransport, to reduce delays and improve journeytime reliability;• Appropriate facilities at stops and stations,including real time arrival information,shelters, seating and easier boarding/alightingarrangements; and• Attractive, comfortable, clean and modernvehicles.These are addressed in more detail in the Bus andRail sections 10.2 and 10.3 below.Making public transport easier to use also makes itmore likely that it will be used. Means of improvingease of use include:• Better integration of public transportinformation across all modes and operators;• Easier arrangements for passengers transferringbetween public transport services or from car;• Simplified fares and ticketing arrangements;• A more secure travel environment;• Planning of retail, commercial and residentialdevelopments to make them more accessible bypublic transport; and• Improved access arrangements by walking andcycling from surrounding areas.The measures proposed by the Authority underthese headings are set out in detail in Section 10.5‘Making public transport easier to use’.Chapter 10: page 1 www.2030vision.ie

10.2 Bus and coach10.2.1 OverviewOver the lifetime of the Strategy, bus will continueto be the predominant public transport mode interms of network coverage throughout the GreaterDublin Area. Outside of the corridors served by rail,buses will be the nucleus of the public transportoffering, providing services over a large geographicarea to a widely dispersed population.Within the Metropolitan Area, the role of thebus network will be particularly pronounced inthe period in advance of delivery of the proposednew suburban rail, Metro and Luas services (seeSection 10.2.2 below). While the implementationof those projects will provide new alternatives inthe particular transport corridors, the bus networkwill still continue to serve local transport needs,providing links to rail services and deliveringservices in corridors not served by rail. Bus will,therefore, continue to play a pivotal role in theregion’s transport provision in the longer term.10.2.2 Bus servicesA major bus network reform programme is currentlyongoing in the Dublin area – the Network Directproject. As part of this project, the bus network inthe Dublin area is being significantly simplified, withmore direct services being introduced and a greatermatching of service capacity to passenger demand.More cross-city routes are being introduced and thenumber of routes terminating in the city centre areais being reduced.Following full implementation of the NetworkDirect project, the bus network will continue to befurther reviewed and developed over the lifetime ofthe Strategy.Changes to bus services will be focussed onpassenger needs. Population and employmentgrowth and changes to where people live andwork, shop or spend their leisure time will needto be taken into account. The location of majordestinations such as hospitals and educationfacilities may also change over time and the busnetwork will be revised to respond to these changes.Bus services will need to complement and supportthe investment in rail that will occur over thelifetime of the Strategy. Integrating with theexpanded rail network will lead to bus routechanges and new routes.Measure BUS1:The Authority will regularly review the networkof bus services and implement modifications asappropriate.In such reviews, the Authority will seek to provide:• Bus frequencies and operating times thatappropriately match demand;• Better bus service coverage in built-up areasthat are not well served by rail;• Improved bus services to disadvantagedareas, where appropriate;• More direct and reliable access to localtown centres, employment areas, hospitals,third level institutions and other majoractivity centres;• Services that cater for growth in populationand employment; and• Better public transport integration, byproviding good interchange opportunitieswith other services, as the public transportnetwork evolves.Bus service characteristics will vary by area. A guideas to how services will operate is presented in thefollowing sections.Metropolitan servicesThe focus of the Metropolitan bus network willremain Dublin city centre, as the largest centre ofretail and employment activity. Future developmentconsolidation will require enhancements to thenetwork of bus services for Designated Towns andDesignated Districts in the outer MetropolitanArea. Local bus services will operate as requiredthroughout the Metropolitan Area, linking toDesignated Towns and Designated Districts andconnecting to key public transport interchangepoints as well as meeting essential social needs.Chapter 10: page 2 www.2030vision.ie

Measure BUS 2:The Authority will seek the operation of:• Frequent and direct bus services fromthe Metropolitan Designated Towns toDublin city centre operating with, at aminimum, a 10 minute frequency at peaktimes and a 20 minute off-peak frequency,supplemented by frequent inner suburbanbus services increasingly operating acrossthe city centre;• Orbital bus services providing linkagesbetween the Metropolitan DesignatedTowns and operating with, at a minimum, a15 minute frequency at peak times and a 30minute frequency at off-peak times; and• Frequent local bus services linkingresidential areas to Designated Districts andto nearby Designated Towns and servingshopping areas, employment areas andother activity centres, and connecting tokey public transport interchange points.Local Hinterland servicesWhile the planning measures aimed atconsolidating development (see chapter 8) shouldensure that many smaller towns and villages in theHinterland area will remain at a walkable scale,the Hinterland Designated Towns and certain ofthe Designated Districts are likely to require localbus services, subject to anticipated populationincreases. The level of service to be providedwill be dependent on the developed scale of theDesignated Town and /or Designated District.To maximise usage of such services, carefulmatching of timetables to intersecting rail andlonger distance bus services will be required.Measure BUS 3:The Authority will seek the provision orretention of local bus services in the HinterlandDesignated Towns (Navan, Naas-Newbridge,and Wicklow), subject to anticipatedpopulation increases. Such services will befocussed on providing intra-town movementas well as linking to key centres and onwardtransport connections. As a guide, a minimumdaytime service frequency of 20 minutes willbe sought.In the case of the Hinterland Designated Towns,and subject to sufficient passenger demand, partof the local bus service role will be to provideconnectivity from the adjacent Designated Districtsto the relevant Designated Town.Measure BUS 4:The Authority will seek the provision of local busservices to link adjacent Designated Districts toeach other and to nearby Designated Towns,subject to sufficient passenger demand.Local bus services (including those servingHinterland villages) should integrate with longerdistance (generally Dublin focussed) bus and railservices, by linking to intercity/commuter busstops and rail stations. Local bus timetables shouldmatch longer distance bus and rail arrivals anddeparture times as closely as possible.Non-conventional or demand responsive servicesmay be appropriate for many rural Hinterlandareas, or smaller towns and villages, to link localcatchments to their nearest large town centre.These may include smaller minibus or “bus-taxi”type services, which may vary route or operatingtimes depending on demand (see Section 10.4“Taxi and community transport”).Chapter 10: page 3 www.2030vision.ie

Longer distance bus servicesLonger distance commuter or express type busservices will continue to link the HinterlandDesignated Towns, as well as the larger DesignatedDistricts and towns outside the Greater Dublin Area,to Dublin city centre. These services need to operateat attractive frequencies, especially where a frequentrail service is absent. There will be an increasingneed for these services to integrate with rail servicesin the Metropolitan area as the rail network evolves,and to serve outer Metropolitan Designated Townsand major employment areas along their route.Measure BUS 5:The Authority will seek the provision ormaintenance of an express or limited stop typebus service from the Hinterland DesignatedTowns and larger Designated Districts toDublin city centre at regular intervals,operating with, at a minimum:(i)a 20 minute frequency at peak timesand a 30 minute inter-peak daytimefrequency in the case of the HinterlandDesignated Towns; and(ii) a 1 hour frequency at peak times and a 2hour inter-peak daytime frequency in thecase of the larger Designated Districts.10.2.3 Bus priority infrastructureBus priority in the Dublin Metropolitan Area hasimproved considerably in recent years, and as aresult significant improvements to bus journey timesand reliability have been achieved. However seriousdelays to buses still occur on many parts of the busnetwork, and where road traffic grows, these delaysare likely to worsen. A renewed emphasis will beplaced on upgrading and enhancing bus priority toovercome these delays with a particular focus onaddressing known ‘pinch points’.Bus priority needs to be a fundamental feature ofbus corridors carrying, or targeted to carry, a highnumber of passengers. In addition, bus priority isalso required at locations where significant delaysto bus services exist.Bus priority measures can take various forms including:• Dedicated provision of road space (bus lanes);• Priority for buses at traffic signals, via selectivevehicle detection; and• Restrictions to some or all other road vehicleson a section of road.Services will include stops and interchangepoints where appropriate at outerMetropolitan town centres and employmentcentres and key suburban rail/Luas or Metrostations along a route.Chapter 10: page 4 www.2030vision.ie

Measure BUS 6:Infrastructural measures that substantially reduce journey delays and improve service reliability andpassenger comfort will be implemented on Priority 1 Quality Bus Corridors (as shown on Fig. 10.1).These represent the bus corridors that are forecast to have the highest level of bus passenger usage.Measures will include:• Increasing levels of segregation from other vehicular traffic;• Higher signal priority at junctions;• Good quality running surfaces;• Enhanced bus stop facilities; and• High capacity vehicles, which allow for fast passenger boarding and alighting.The Priority 1 Quality Bus Corridors (see also BUS 7) are:(i)(ii)(iii)(iv)Stillorgan Road QBC;Malahide Road QBC;Lucan Road QBC; andBlanchardstown/Navan Road QBC.Measures will also be implemented to improve bus segregation and junction priority on the Priority 2Quality Bus Corridors, shown in Figure 10.1. These bus corridors, also forecast to carry high passengernumbers, are:(i)(ii)(iii)(iv)(v)Swords QBC;Finglas QBC;South Clondalkin QBC;Tallaght QBC; andRathfarnham QBC.Measures to improve orbital bus priority outside of the central city area will also be implemented ontwo key Orbital Bus Corridors:(i)(ii)North Orbital QBC linking Blanchardstown, Finglas, Ballymun and Coolock areas; andSouth Orbital QBC, linking Dun Laoghaire/Blackrock area to Sandyford/Dundrum and theTallaght area.In advance of the provision of Metro West (see Measure RAIL 8) an orbital bus corridor connecting thetowns of Tallaght, Clondalkin and Blanchardstown will also be provided. Other orbital routes requiringbus priority measures may emerge from changing patterns of demand for bus transport in the future.The Authority will seek the provision of necessary bus priority measures at locations and corridors where largenumbers of buses are likely to be delayed or where substantial delays are likely to occur to smaller numbersof buses. These locations include Dublin city centre, other larger town centres and their approaches.Chapter 10: page 5 www.2030vision.ie

Bus Rapid TransitBus Rapid Transit (BRT) is a high qualitybus service, with high levels of priority overother traffic.BRT characteristics typically include:• Very high levels of physical segregation (or fullsegregation) from other traffic;• High priority at traffic signals;• Measures to reduce dwell times at stops (suchas multiple bus door opening and off-vehicleticket purchase – similar to tram or train);• Bus stop areas adjacent to the running bus lane(at busier stops or where dwell time wouldaffect service reliability);• High quality, high capacity bus vehicles;• More limited stopping than conventional bus;• High quality running surfaces; and• Guided vehicle technologies (in some instances)During the period of the Strategy, it is expected thata number of the Priority 1 Quality Bus Corridorsshown on Figure 10.1 will migrate to facilitate BusRapid Transit (BRT) type services. These corridorshave high levels of passenger demand, and as theyhave dedicated bus lanes over much of their length,BRT type services could provide fast and reliablejourney times to the city centre.A number of studies have been carried out inrelation to provision of BRT type services oncertain corridors, including the ’Blue Line’ proposalbetween Sandyford and St. Vincent’s Hospital. Thepotential for these proposals, and their integrationinto the wider bus priority network includingBRT proposals in this Strategy, will be assessedby the Authority. Other corridors suitable fordevelopment of, or migration to, BRT type servicesmay be identified during the period of the Strategyand such proposals will be appropriately assessedand evaluated at the relevant time.The characteristics of BRT mean buses can operatein a more tram-like manner. In establishingthe operation of any BRT type services, theopportunities and benefits of facilitating jointrunning of bus and tram vehicles on certain streetsin the city centre will be assessed.Measure BUS 7:The Authority will explore the potential forthe upgrade of some or all of the Priority 1Quality Bus Corridors shown in Figure 10.1 toBus Rapid Transit (BRT) type operations, takinginto account passenger demand, proximity ofrail alternatives, the level of bus priority that isfeasible along the corridor and the suitability ofthe corridor for BRT type vehicle operation. Itwill seek the implementation of such upgrades,subject to the above considerations, and todemonstration of value for money.A number of studies have been carried outin relation to provision of BRT type serviceson certain corridors, including the ‘Blue Line’proposal between Sandyford and Vincent’sHospital. The potential of these proposals, andtheir possible integration into the wider buspriority network, including BRT proposals inthis Strategy, will be assessed by the Authority.The Authority may also identify and assess thepotential for development or upgrade of othercorridors to facilitate BRT type provision.Bus priority enforcementIt is important that the operating environment ofthe bus is supported by appropriate enforcementof traffic regulations to minimise infringements onbus priority space by general traffic.Chapter 10: page 6 www.2030vision.ie

The hours of operation of bus lanes and other buspriority measures vary across the region. Whereverappropriate, these hours will be reviewed witha view to standardising them. This will facilitateeasier recognition of, and compliance with, theoperational hours and will ensure bus priority isprovided whenever required by bus. Means ofenhancing compliance in a cost effective manner,subject to regulatory change, could includethe increased use of monitoring and recordingtechnology to detect bus lane infringements.Measure BUS 8:The Authority will seek to maintain andenhance the enforcement of parking andtraffic regulations that assist bus movement,particularly at bus stops and where bus priorityis provided. It will seek to standardise thehours of operation of bus priority measures tofacilitate easier recognition of, and compliancewith, the relevant restrictions and to ensurebus priority is provided when buses need it.The Authority will explore the potentialbenefits of regulatory change to enable theincreased use of monitoring and recordingtechnology to identify bus lane infringements.10.2.4 Bus stopsAn appropriate environment for passengerswaiting for buses forms an important part of publictransport provision.There have been significant improvements topassenger information at bus stops on many routesand these will be further developed during the periodof the Strategy. Real time bus arrival informationdisplays have been introduced at certain stops, andwill be provided at other stops across the GreaterDublin Area bus network. This will be supplementedby on-line and mobile communications informationavailable for all bus stops.Bus timetables and route maps will be providedat all stops. Where space permits, local area mapsshowing locations of nearby bus and rail stops willalso be provided. Over time, these improvementswill be rolled out over the entire bus network.Multiple bus stops in close proximity to each othercreate footpath clutter and represent obstacles topedestrian movement. A rationalisation of such busstops will be undertaken, taking into account busoperating needs, and the practice of segregatingbus stops by operator will be discontinued.Boarding and alighting from buses will be madeeasier by raising kerbs to bus floor level, andstopping areas will be redesigned where necessaryto allow buses to pull up flush to the kerb (forexample by raising kerbs, building out the footpathat bus stops where cars park adjacent to the stop,or lengthening bus stopping areas to ensure busescan pull up in line with the kerb).Bus shelters will be provided at all heavily used busstops where space permits. They will be clean, wellmaintained, well lit, with seating provided. Passengersecurity at bus stops will be enhanced, with CCTVmonitoring provided where deemed necessary.Ticket machines will be installed at busier bus stopsto reduce bus delays associated with on-boardticket purchase.To enable easy access to bus services fromsurrounding areas, bus stops will be located tooptimise pedestrian accessibility, with secure cycleparking provided at busier bus stops, particularly insuburban areas.Chapter 10: page 7 www.2030vision.ie

Measure BUS 9:The Authority will seek the improvement of busstopping areas, including:• Provision of clear, well lit shelters,incorporating seating, where space permits;• Improved security features for waitingpassengers, where deemed necessary;• Travel information including stop specifictimetables, route maps and real time busarrival information;• Rationalisation of stop poles and sharing ofnearby bus stops between operators;• Improved alignment of kerbside boardingpoints with bus stopping points;• Secure cycle parking where appropriate;• Provision of bus fare information; and• Provision of bus ticket machines at busierstops, subject to detailed feasibilityanalysis.The Authority will prepare and issue designguidelines for bus stopping areas, to ensure aconsistent standard and high quality approachin the provision of bus stopping facilities.10.2.5 Bus fleetAll scheduled buses on services procured by theAuthority will be fully wheelchair accessible, withboarding arrangements, seating and internal layoutaddressing the needs of all passengers. Wheelchairspace and storage space for prams, buggies,shopping and luggage will be provided. Bus vehicleswill be clean, and well maintained. On boardtravel information, including next stop display andannouncements will also be provided.High capacity buses that allow passengers to boardand alight from buses in a speedy manner will berequired on busier bus routes. Lower capacity midi ormini buses will operate on local services in suburbanareas, smaller towns and their catchments.A low carbon bus fleet will contribute to Strategyobjectives and national CO 2reduction targets. Fuelefficiency and CO 2and local air pollutant emissionsstandards for buses will be set, with a view toprogressive improvement in fleet environmentalperformance over the Strategy lifetime.Measure BUS 10:The Authority will seek through its legislativepowers and contracts the procurement andoperation of bus vehicles tailored to meetpassenger demand and requirements, whichwill vary by service and area of operation. Allvehicles on services procured by the Authoritywill be fully wheelchair accessible and willmeet or exceed EURO emissions standards.Over time, and in keeping with the Departmentof Transport, Tourism and Sport sectoral planunder the Disability Act 2005, the Authoritywill seek that large public transport vehicleswill be predominantly wheelchair accessibleand incorporate facilities to assist people withmobility, sensory and cognitive impairments.The Authority will seek a progressive reductionin CO 2, local air pollutant emissions and noisefrom bus vehicles over the Strategy period,and inclusion of ‘eco-driving’ techniques in busdriver training.In the past, there has been an overuse of Dublincity centre and other town centres as a terminalpoint for bus routes. As well as requiringbus changes for cross-city movements, thisarrangement has also resulted in significant levelsof use of city centre kerbsides for stopovers byterminating buses, absorbing a scarce resource –valuable street space – and detracting from thestreet environment. Revised routings have nowbeen introduced on many services which havesignificantly reduced on-street stopovers by busesand further improvements will continue to beidentified and implemented.Chapter 10: page 8 www.2030vision.ie

Measure BUS 11:The Authority will seek:• The progressive reduction in the use ofscarce street space for out-of-service busfleet in Dublin city centre and other towncentres; and• Alternative terminus facilities elsewhere,as required, to facilitate efficient busmanagement.10.2.6 CoachesMeasure BUS 12:The Authority will seek the provision of:• Coach stopping and parking space In the citycentre and other areas of attraction such asmajor sports stadia, event venues or touristdestinations, in a manner that ensures coachesdo not obstruct bus or tram operations orother traffic on key corridors; and• An appropriate level of off-street coachparking at or close to new sports stadia,conference centres, larger event venues andmajor tourist destinations.Coaches play an important role in transportingpeoples to sports, concerts or other events as well asserving the travel needs of tourists and day-trippers.Figure 10.1: Key Quality Bus CorridorsChapter 10: page 9 www.2030vision.ie

10.3 Passenger rail10.3.1 OverviewOne of the key attributes of rail is its ability tocarry large numbers of people in a reliable andfast manner to their destinations. As such it hasa critical role to play in providing quality publictransport to existing areas, and in supporting theconsolidation and intensification of developmentaround rail in the city centre, the widerMetropolitan Area and larger Hinterland towns.Three classes of rail service will operate in theGreater Dublin Area over the Strategy period.These will be:• Intercity heavy rail services to Dublin citycentre, with limited or no intermediate stops inthe Greater Dublin Area;• Regional heavy rail commuter services to Dublincity centre, typically starting outside the GreaterDublin Area, with limited intermediate stops inthe Greater Dublin Area; and• Metropolitan services (DART heavy rail, Luas andplanned Metro light rail), starting and ending in,or close to, the Dublin Metropolitan Area, andstopping at all intermediate stations and stops.Over the Strategy period existing rail services will beupgraded to provide additional passenger capacityand service quality either by lengthening trains orincreasing rail service frequencies. New corridors willbe required to improve rail coverage and rail track,vehicles and stations will be upgraded.10.3.2 Heavy railThe heavy rail network is a critical part of theoverall transport network for the Greater DublinArea. As well as providing for intercity servicesconnecting to the rest of the island, it also providesfor the movement of over 30 million passengerseach year in the Greater Dublin Area.The network can be divided into four elements:• Northern corridor (Belfast, Drogheda, Balbrigganand Malahide/Howth DART) services;• Southwestern corridor (Galway, Kerry, Limerick,Cork, Waterford, Portlaoise and Kildarecommuter services);• Western corridor (Sligo, Navan and Maynoothcommuter services); and• Southeast corridor (serving Rosslare, Arklow,Wicklow and Bray/Greystones DART services).In addition to continuing to serve existing areasalong rail corridors, heavy rail will also have acrucial role in serving projected large scale tripintensivedevelopment in Designated Towns andDesignated Districts including:• Dublin city centre, Docklands and Heuston areas;• Along the Northern rail corridor in theMetropolitan Area (Clongriffin, Portmarnockand Donabate) and Hinterland Area (Balbrigganand Drogheda);• Along the Southwestern rail corridor in theMetropolitan Area (Clonburris and Adamstown)and Hinterland Area (Naas and Newbridge);• Along the Western corridor in the MetropolitanArea (Ashtown, Blanchardstown south, Leixlip/Maynooth) and Hinterland Area (via a spur toNavan); and• Along the Southeastern corridor in theMetropolitan Area (Dun Laoghaire and Bray) andHinterland Area (Wicklow and Arklow).A major investment programme in the heavy railnetwork is required to improve heavy rail access tothe city centre, facilitate the provision of rail servicesto new development areas and to satisfy growingpassenger demand on all of the rail corridors.10.3.3 Heavy rail infrastructureDART and DART UndergroundSince its introduction in the 1980s, the DART systemhas performed a vital role in the MetropolitanArea’s transport system. More recent enhancementssuch as extensions northwards to Malahide andsouthwards to Greystones, together with stationplatform lengthening, additional train sets and newstations have all increased the attractiveness andcarrying capacity of the DART system.Chapter 10: page 10 www.2030vision.ie

An upgrade and renewal of the signalling systembetween Malahide and Grand Canal Dock iscurrently underway, which will enable a morefrequent train service across the Liffey betweenConnolly and Pearse stations.However, significant limitations with the currentnetwork layout still remain. There are line capacitylimitations through the city centre at, and adjacentto, Connolly Station. DART services still haveto share rail tracks with regional and intercityservices further reducing capacity. Passengerconnections between DART and Maynooth servicesand southwestern corridor services terminatingat Heuston station remain inconvenient. Onwardconnections from Heuston to the commercial andretail core of the south city centre are also poor.The DART Underground project is designed toaddress these deficiencies and will provide astep change in the delivery of rail services in theDublin area. It is a key project of this Strategy.It will provide a major new rail tunnel throughthe south city centre for DART trains, connectingthe northern and Kildare rail corridors, andlinking Balbriggan and Malahide to Heustonand Hazelhatch. A series of city centre stationsat Docklands, Pearse Street area, St. Stephen’sGreen, Christchurch and Heuston will dramaticallyimprove heavy rail accessibility to the commercialand employment heart of the city centre.Opportunities to interchange with other heavyrail, metro and Luas services at these stations willgreatly increase the opportunity to travel by rail toa wide variety of destinations, allowing rail to actfor the first time in the Greater Dublin Area as thebackbone of a coherent and integrated transportnetwork. Therefore, DART Underground representsa cornerstone of the future transport system.DART Underground will also free up space toprovide a much improved service on the MaynoothLine through to the Southeastern Line, linkingMaynooth to Bray and Greystones via Connolly andPearse stations, thereby facilitating the creation ofa new DART line.Measure RAIL 1:• The Authority will procure the constructionof a new heavy rail link – DART Underground- for electrified train services between theNorthern Line, north of Connolly station andthe Kildare Line, west of Heuston station. Theproject will incorporate the construction ofnew underground rail stations at Docklands,Pearse area, St. Stephen’s Green, Christchurchand Heuston, and provide interchange withother heavy rail, Luas and Metro services asappropriate at these stations.• In advance of this project, the Authoritywill procure the upgrade and renewal ofthe city centre rail signalling system toenable additional DART and Maynooth trainservices to operate between Connolly andPearse stations.To realise the full benefits of the DARTUnderground project, additional tracks toseparate intercity, regional and DART heavy railservices will be required on the Northern andSouthwestern (Kildare) corridor approaches toDART Underground. This will facilitate faster andmore frequent and reliable intercity, regional andDART services on these corridors. In addition,these corridors will be electrified as far as theboundary of operation of DART services (Balbrigganto the Northern corridor and Hazelhatch on theSouthwestern (Kildare) corridor). The Western(Maynooth) rail corridor will be upgraded andelectrified to enable through running of DARTtrains from Maynooth to Bray and Greystones.These actions are set out in more detail below.Northern rail corridorOne of the key deficiencies with the current DARTnetwork is its need to share track space with otherlonger distance services. This requires comparativelylarge time intervals between DART services,particularly in the peak hours, to accommodate therunning of these longer distance services.In order to achieve the full benefits of the DARTUnderground project, additional tracks to separateintercity, regional and DART heavy rail services willbe required on the northern and south westernChapter 10: page 11 www.2030vision.ie

corridor approaches to DART Underground. Thiswill facilitate faster and more frequent intercity,regional and DART services on this corridor.The provision of additional tracks between Connollyand Balbriggan, or a point south of Balbriggan,would facilitate the required service segregationbetween DART and other services.In addition, it is intended that the electrificationof the Northern Line will be extended as far asBalbriggan, to enable the future extension of DARToperations to Balbriggan. This will also facilitate apotential future extension of electrification northof Balbriggan.The potential for a twin track rail link extendingfrom the Northern Line to serve Dublin Airport, andcapable of being extended further northwards, hasbeen identified. This proposal will be subject tofurther assessment for its possible implementation,including consideration of the timing of otherrelated projects and an economic assessment.Measure RAIL 2:The Authority will seek:• Subject to a feasibility study and economicassessment, the provision of additionaltracks on the Northern Line betweenConnolly and Balbriggan, or a point southof Balbriggan, to separate intercity andfast regional services from stopping DARTservices in this corridor; and• The electrification of the Northern Linefrom Malahide to Balbriggan to allow anextension of DART services to Balbriggan,and to facilitate a potential extension ofelectrification north of Balbriggan.The Authority will assess the potential for a raillink to connect Dublin Airport to the NorthernLine, subject to economic assessment andtiming of related projects.Appropriate Assessment of this Strategy hasidentified the possibility that the implementation ofadditional tracks on the Northern Line may haveimpacts in relation to ‘Natura 2000’ sites. This is dealtwith in the Natura Impact Statement, which hasidentified that that this should be further addressedthrough project-level Appropriate Assessment. (Seealso Section 13.5 Environmental Considerations).Southwestern (Kildare) rail corridorSubstantial improvements have taken place on thisrail corridor over recent years with the openingof new stations and the four-tracking of the linebetween Cherry Orchard and Hazelhatch. Thishas provided two dedicated lines for commuterservices and two dedicated lines for Intercity andregional services, facilitating improved servicefrequency and capacity increases.Linked to the DART Underground programme, itis intended to continue the four-tracking of thisline eastwards from the Cherry Orchard area toInchicore station on the DART Underground project,allowing for full separation of DART from intercityand regional services. In addition, the line will beelectrified as far as Hazelhatch, enabling the runningof DART services through DART Undergroundto that station. This will facilitate a potentialfuture extension of electrification southwest ofHazelhatch. Additional stations will be provided onthis rail corridor, to facilitate the consolidation ofdevelopment within the Metropolitan Area along raillines, and to enable passenger interchange onto otherpublic transport services.Measure RAIL 3:The Authority will seek:• The provision of additional tracks on theSouthwestern (Kildare) corridor betweenCherry Orchard and Inchicore to separateintercity and fast regional services fromstopping services west of Heuston;• The electrification of the rail corridor fromHazelhatch to the Heuston area to enable theextension of the DART service to Hazelhatchutilising the DART Underground tunneland to facilitate a potential extension ofelectrification southwest of Hazelhatch; andChapter 10: page 12 www.2030vision.ie

Measure RAIL 3 (continued):The Authority will seek:• Provision of additional stations atappropriate locations in the MetropolitanArea to serve existing areas and facilitatedevelopment consolidation along this railcorridor, subject to feasibility, economicevaluation, impact on existing services andscale of existing or planned development inthe station catchment.Western (Maynooth) corridorThe Western corridor extends westwards fromDocklands and Connolly, providing commuterservices to stations as far west as Maynooth andregular scheduled services out to Kilcock and Enfield.From Clonsilla Station a separate line has beenconstructed to M3 Parkway, west of Dunboyne.Significant enhancements are proposed for the linebetween Maynooth and Connolly. In conjunctionwith the DART Underground project, the line willbe electrified and re-signalled, and level crossingswill be removed to the extent practicable, enablingfrequent DART services to run between Maynoothand Bray/Greystones.Beyond the period of the Strategy, there ispotential for further rail electrification westof Maynooth.Navan is the only Designated Town in theHinterland that does not currently have a railservice to Dublin city centre. Its population isforecast to grow substantially over the Strategyperiod and demand for travel to Dublin is likely toincrease in line with this growth. A new rail linelinking Navan to Dublin city centre would supportregional planning objectives and facilitate Navan’ssustainable development.Measure RAIL 4:The Authority will seek:• To the extent practicable and economicallyjustifiable, removal of level crossings on theline between Maynooth and Connolly;• The electrification of the line betweenMaynooth and Connolly which, inconjunction with signal upgrades, willenable DART services to run from Maynoothto Bray and Greystones;• Provision of additional stations atappropriate locations in the MetropolitanArea (including Porterstown) to serveexisting areas and facilitate developmentconsolidation along this rail corridor subjectto feasibility, economic evaluation, impacton existing services and scale of existingor planned development in the stationcatchment; and• The provision of a new rail line from Navanto join the recently constructed spur toDunboyne and Pace, for onward travel toDublin city centre. The timing of this lineconstruction and the roll out of serviceswill be subject to economic assessment andthe timing and scale of development in theNavan area.Appropriate Assessment of this Strategy hasidentified the possibility that implementationof sections of the proposed rail line to Navanmay have impacts in relation to ‘Natura 2000’sites. This is dealt with in the Natura ImpactStatement, which has identified that that thisshould be further addressed through project-levelAppropriate Assessment. (See also Section 13.5“Environmental considerations”).Southeast corridorAssessments will be carried out on all of theremaining level crossings on the Southeasternrail corridor, with a view to facilitating closuresof individual level crossings where operationallybeneficial for rail services, and where a suitableeconomically beneficial and environmentallyacceptable solution can be identified.Chapter 10: page 13 www.2030vision.ie

Measure RAIL 5:The Authority will seek the closure of levelcrossings north of Bray on the Southeasternrail corridor, subject to assessment of benefitsto rail operations and identification of aneconomically beneficial and environmentallyacceptable solution in each case.The Authority will seek the provision ofadditional track and other measures on thesingle rail track south of Bray to facilitateadditional rail services to Greystones, Wicklowand Arklow, subject to feasibility, environmentalconsiderations and economic assessment.10.3.4 Heavy rail servicesThe above infrastructural improvements will enableimprovements to journey times, service frequenciesand reliability on all heavy rail services operatingin the Greater Dublin Area. In addition, theservices operating on the new infrastructure willdramatically increase the numbers of people withincommuting range of the Dublin city centre, andother town centres served by rail. The improved railinfrastructure will also enable improved intercityrail connections to the Greater Dublin Area,particularly at peak times.Rail services need to be tailored to appropriatelymeet the evolving needs along the commuter lines.Rail services south of Greystones currently operateon a single track, seriously impacting on theservice level that can be provided. Local sectionsof additional track south of Bray to enable trainssouth of Bray to pass each other would facilitatethe introduction of additional services.Appropriate Assessment of this Strategy hasidentified the possibility that development ofthese “passing loops” or additional track may haveimpacts in relation to Natura 2000 sites.This is dealt with in the Natura Impact Statement,which has identified that that this should be furtheraddressed through project-level AppropriateAssessment. (See also Section 13.5 “Environmentalconsiderations”).Beyond the period of the Strategy, there is potentialfor further rail electrification south of Greystones.Measure RAIL 6:The Authority will seek:• The provision of a heavy rail servicebetween each of the Designated Townsin the Hinterland and Dublin city centre,operating, as a minimum, on an hourly basisin the peak hours and on a two hour basis inoff-peak service periods;• The provision of Metropolitan (DART)rail services, along heavy rail corridors,operating as a minimum every 10 minutespeak (every 6 minutes in central areas) andevery 15 minute off peak (10 minutes incentral areas) during operating hours; and• Additional services to meet demand onheavy rail corridors where appropriate.Services, including limited stop services fromoutside the Metropolitan Area, will includestops and interchange points where railcorridors meet outer Metropolitan town/employment centres and key suburban rail/Luas or Metro stations present along a route.Chapter 10: page 14 www.2030vision.ie

10.3.5 Light rail (Metro and Luas)Light rail services (branded as Luas) commencedoperating in Dublin in 2004 and since then theLuas system has become a core part of the publictransport network of the city. It provides a highfrequency reliable service with relatively closelyspaced stops providing good levels of access to thoseliving, working or visiting points along the routes.The Strategy proposes further extensions to theLuas network and the introduction of a highercapacity light rail service (branded as Metro). Theessential difference between Metro and Luas isthat Metro services have full segregation or fullpriority over other road traffic over their entireroute length, enabling the operation of longer railvehicles and more frequent services.10.3.6 Metro and Luas infrastructureMetro North corridor (Swords – city centre)Metro North is a key project of the Strategy,designed to provide a high capacity publictransport link serving the northern section of thecity area and extending to the Designated Town ofSwords. It also connects Dublin Airport, the mainentry point into Ireland by air, to the city centrewith a modern, high quality rail service.In operation it will also serve intermediate pointssuch as Ballymun, Dublin City University andthe Mater Hospital. While initially this line willterminate at St. Stephen’s Green, the Strategyenvisages its further extension southwards to allowMetro services to extend onto the Green Line.Connecting with Metro West and the Luas GreenLine, it represents a key linkage in the overall lightrail service in Dublin. Interchange with other railand bus services will be provided at various stationsincluding Drumcondra (DART), O’Connell Street(Luas and bus) and St. Stephens Green (DARTUnderground, Luas, bus).Measure RAIL 7:• The Authority will seek the constructionof a new light rail link for Metro servicesbetween the Swords area and St. StephensGreen. The project will incorporate theconstruction of Metro stations includingDublin Airport, Dardistown, Drumcondra,O’Connell Street and St. Stephen’s Green,and provide for passenger interchangewith other heavy rail, Luas, Metro and busservices as appropriate at these stations.Metro West (Tallaght-Clonburris-Liffey Valley-Blanchardstown-city centre –Airport)The purpose of Metro West is to provide a frequentand reliable public transport link of sufficientcapacity between the Designated Towns andDesignated Districts of Tallaght, Clonburris, LiffeyValley area and Blanchardstown, and onwards tothe city centre and the Airport/Swords area. MetroWest will share the Metro North tunnel with MetroNorth vehicles from Dardistown, south of theAirport to the city centre, and it will also share theMetro North alignment from Dardistown to theAirport/Swords area. Interchange with other railservices will be possible at Tallaght (Luas Red Lineand Kimmage Luas line), Clonburris (DART), LiffeyValley area (Lucan Luas), Porterstown (MaynoothDART), and south of the Airport (Metro North)Measure RAIL 8:The Authority will seek the construction of anew light rail link for Metro services betweenthe Tallaght area and the Metro Northcorridor, south of Dublin Airport. The projectwill incorporate the construction of stops atTallaght, Clonburris, Liffey Valley, Porterstownand Blanchardstown centre and will provide forpassenger interchange with other heavy rail,Luas, Metro and bus services as appropriate atthese stations.Chapter 10: page 15 www.2030vision.ie

Luas BXD (Stephens Green - Broombridge)To improve city centre accessibility, and provideaccess to the major new campus for the DublinInstitute of Technology and health relatedservices in the Grangegorman area, a northwardextension of the Luas Green Line will be builtfrom St. Stephen’s Green to Broombridge, viaO’Connell Street and Grangegorman (Luas LineBXD). A passenger interchange with MaynoothDART services will be provided at Broombridge.Dependent on the timing and scale of developmentin this area, and subject to economic assessment,this line may be further extended to Meakstown(Finglas), potentially linking with Metro West.Luas Green Line (city centre-Bray area)To provide for forecast travel demand, the existingGreen Luas line between St. Stephen’s Greenand Brides Glen will need to be upgraded by theintroduction of longer, more frequent Luas vehiclesbetween St. Stephen’s Green and Sandyford/BridesGlen area.A southward extension of the Green Line fromBrides Glen to the Bray area is proposed to improvepublic transport accessibility for this DesignatedTown. This will be subject to timing and scaleof new development in this area, and appraisal,including economic assessment. A comparativeanalysis with a BRT alternative will be undertakenprior to final progression to Railway Order.Forecast travel demand suggests that the GreenLuas line south of St. Stephen’s Green will needto be upgraded to cater for longer Metro typevehicles. Subject to evaluation and economicassessment, Metro North will be extendedsouthwards in a tunnel to join the Green line inthe Ranelagh/Beechwood area. This will enableMetro North services to run from Swords andthe Airport via St. Stephen’s Green direct toDundrum, Sandyford and Bray without the need forpassengers to interchange between services.Measure RAIL 9:The Authority will seek:• the upgrade of passenger capacity on theexisting Luas Green Line, as required to meetdemand;• Extension of the Luas Green Line fromSt. Stephen’s Green to Broombridge viaGrangegorman and assess the potential fora further extension beyond Broombridge tothe Finglas area, subject to scale and timingof development in this area and economicassessment;• Extension of Luas Green Line from Brides Glento the Bray area, subject to the timing andscale of new development in this area andappraisal and economic assessment; and• Upgrade of Luas Green Line to cater forMetro services and extension of the proposedMetro North tunnel to meet the Green Line,to enable through running of Metro trainsfrom Swords and the Airport via St. Stephen’sGreen to the Green Line, subject to appraisaland economic assessment.Luas Lucan line (Lucan to south city centre)The purpose of the Lucan Luas line is to provide agood quality public transport link between LiffeyValley and adjacent residential areas (Lucan, northClondalkin and Ballyfermot). It also improves linksbetween these areas and Dublin city centre. Thetiming and routing of this scheme will need to takeinto account the availability of public transportalternatives in much of the catchment, including theHazelhatch to Heuston and south city centre DARTservice (following completion of DART Underground).Depending on demand, and timing and scale ofnew development in the south Docklands/Rinsgendand Poolbeg areas, the Lucan Luas line may beextended from the city centre into the Poolbegarea during the lifetime of the Strategy.While this project is currently proposed as a Luasline, it will be subject to further comparativeanalysis against a possible BRT solution before finalprogression to Railway Order stage.Chapter 10: page 16 www.2030vision.ie

Measure RAIL 10:The Authority will seek the provision of a lightrail line from Lucan to Dublin south city centre,subject to economic assessment, and theconsideration of a BRT option.Depending on travel demand and the phasingand scale of new development in the southDocklands/Poolbeg area, and subject toassessment of feasibility and value for money,the Authority will seek a Luas (or BRT) linelinking from Luas (or BRT) in the south citycentre to the south Docklands or Poolbeg area.Metro and Luas servicesMetro and Luas services coverage will be expandedto serve projected large scale development in thefollowing areas:• Swords, Ballymun/DCU and Dublin city centre/Grangegorman/Docklands;• Dundrum, Sandyford, Cherrywood and Bray; and• Tallaght, Clonburris, Liffey Valley andBlanchardstown.An attractive service frequency will be provided onall services.Southwest LuasA large sector of Dublin (between the Red Cowroundabout and Dundrum) is currently without a railservice to the city centre. Furthermore, bus servicesin this area are frequently subject to delays andunreliability due to the absence of comprehensivebus priority. To improve access and journey timesby public transport from this sector to the south citycentre and to provide better links for intermediatepoints (for example the Kimmage area), a new Luasline will be supported, subject to further feasibilitywork and assessment of value for money.While this project is currently proposed as a Luasline, it will be subject to further comparativeanalysis against a possible BRT solution before finalprogression to Railway Order stage.Measure RAIL 11:The Authority will seek the provision of alight rail line serving the southwest sectorand connecting to Dublin south city centre,via the Kimmage area, subject to assessmentof feasibility and value for money and theconsideration of a BRT option.Measure RAIL 12:The Authority will seek:(i)(ii)(iii)As a minimum, between each of theDesignated Towns and DesignatedDistricts that will be served by Metro/Luas and Dublin city centre, theprovision of an 8 minute peak serviceand 10 minute off-peak service duringoperating hours;As a minimum on other Metro/Luasservices, the provision of a 10 minutepeak service and a 15 minute off-peakservice; andAdditional Metro/Luas services to meettravel demand where appropriate.To enable passenger transfer between services,Metro/Luas services will stop where they meetother Luas/Metro or heavy rail stations presentalong a route.As new Luas and Metro infrastructure is completed,opportunities are likely to arise for service networkrevisions to better meet passenger needs. Forexample, if Metro North is extended southwardsfrom St. Stephen’s Green, Luas Green Line servicescould continue to operate to St. Stephen’s Greenand onwards to O’Connell Street and Broombridge.Chapter 10: page 17 www.2030vision.ie

Alternatively, and dependent on their timing andalignment, it may be more beneficial to link theLucan Luas line or the Tallaght via the KimmageLuas line to the Green Luas line in the St. Stephen’sGreen area. This would enable these services to linkon-street to O’Connell Street and Broombridge,and would free up the corridor between Swordsand Bray, for exclusive Metro West and MetroNorth vehicle operations.Measure RAIL 13:The Authority will review the merits of Luasand Metro service network reconfigurations, asnew Metro and Luas infrastructure is broughtinto service, and implement these servicereconfigurations where appropriate.Figure 10.2 shows a possible Luas/Metro/DARTservice configuration, following completion ofthe above infrastructure and based on the aboveassumptions.10.3.7 Rail PriorityMetro and heavy rail trains should be fullysegregated from road traffic. Any delays to inservicetram and Metro vehicles must be minimised,with full priority given at road junctions. In-serviceheavy rail trains need to be given full priority at alllevel crossings they encounter.Measure RAIL 14:The Authority will seek full priority for Metroand (to the extent practicable) tram vehicles inpassenger service at all road junctions, and fullpriority for heavy rail trains at level crossings.Additional rolling stock will be introduced asrequired on a phased basis in line with traveldemand to operate the rail services on existingand new heavy rail, tram and Metro corridors andas lines are electrified.It is important that rail vehicles are clean,comfortable, and tailored to meet passenger demandand requirements, which will vary by service. Up todate passenger information will be available throughon-board announcements and displays.CO 2and local air pollutant emissions from theheavy rail fleet will be progressively reduced overthe Strategy lifetime. The proposed electrification ofcommuter rail services will contribute to this.Measure RAIL 15:Over the Strategy period, the Authority willseek the provision of additional rail vehiclesto meet demand, and the refurbishmentand replacement of existing vehicles whereappropriate, tailored and maintained to meetpassenger demand and requirements, whichwill vary by service. A progressive reduction inheavy rail fleet emissions will be sought.10.3.9 Rail stations and tram stopsThe environment for passengers accessing orwaiting for rail services must be of a high standardto ensure its attractiveness as a mode of travel.10.3.8 Rail vehiclesIn recent years, there has been major investmentin additional heavy rail fleet capacity andreplacement of existing life-expired fleet forservices operating in the Greater Dublin Area. Theaverage age of the heavy rail fleet is now low byinternational standards.Chapter 10: page 18 www.2030vision.ie

Measure RAIL 16:The Authority will seek the provision of high quality rail stations and tram stops, including:• Stops, stations and trains that are fully accessible by mobility impaired and disabled people;• Improved access by foot or on cycle from the surrounding area (see Chapter 9 “Walking and Cycling”);• Provision, where appropriate, for associated bus stopping areas, taxi ranks and passengerdrop off facilities;• Provision of shelters, well maintained, well lit and with seating, where space permits;• Improved security features for waiting passengers, where deemed necessary;• Display of stop/station specific timetables (or tram/train headways where services are very frequent) andreal time train or tram arrival information;• Display of other travel information including local area maps and maps of connecting bus and rail services;• Sufficient and secure cycle parking;• Station car parking in outer areas, where appropriate and not already present (see section 10.5.5 Park andRide below); and• Ancillary facilities (toilets, refreshments etc) at larger stations/stops.Figure 10.2: Proposed Greater Dublin Area Rail NetworkChapter 10: page 19 www.2030vision.ie

Figure 10.3: Indicative rail service network in 203010.4 Taxi and community transport10.4.1 TaxiTaxis provide a door-to door transport for thosewithout access to a car or a scheduled publictransport service. They also provide a meansof travel for mobility impaired people or thosecarrying heavy or bulky luggage that precludesthem from using scheduled public transport.The following measures are intended to improvetaxi movement and access in Dublin city centre,other town centres and their approaches.Measure TC 1:The Authority will continue to support:• The use of most bus lanes by taxis. However,there may be circumstances where thenegative impact of taxis on bus services willrequire the exclusion of taxis from certainbus lanes; and• The provision of taxi ranks at appropriatelocations in Dublin city centre, and othertown centres, designed in accordance withthe Authority’s Taxi Rank Design Guidelines.Taxis can enable people at some remove fromthe scheduled public transport network to accessthose services, effectively extending the reach ofpublic transport.Chapter 10: page 20 www.2030vision.ie

Taxis can also act as a substitute for scheduledpublic transport services, particularly in areas ofdispersed population or at night.To support these roles, measures to improvethe integration of taxi into the public transportnetwork will be pursued.Measure TC 2:The Authority will:• Support the provision or retention of taxiranks outside key rail stations, tram and busstops in outer areas, and at key intercity railand bus stations in Dublin city centre;• Examine the potential for incorporationof taxi fare payment into the forthcomingintegrated Smartcard ticket; and• Examine the potential for the introduction ofa combined scheduled public transport fareand taxi fare in certain Hinterland areas or atcertain times.From a usage and safety perspective, it is desirablethat taxi fleets would be modern and suitable forthe needs of all users. It is also important that thefleet does not have an undue adverse impact onlocal air quality or CO 2emissions.Licensed taxi drivers should possess satisfactoryknowledge of industry rules and of thegeographical area in which they work. In addition,all regulations governing the industry need to befully complied with by operators and individuals.The Authority will develop regulations as necessaryto support vehicle and driver standards and willimplement an enforcement regime to monitorcompliance.Measure TC 3:The Authority will seek:• An appropriate quality taxi vehicle fleet,with a share of the fleet being wheelchairaccessible to serve established needs;• The further development, monitoring andlegal enforcement of appropriate taxivehicle standards; and• The further development, monitoring andlegal enforcement of appropriate driverstandards.10.4.2 Community TransportCommunity transport is provided by not-for-profitorganisations. Typically, service operations arefunded by the education and health services or thevoluntary sector.There will be a continuing role for communitytransport over the Strategy period, to providetransport services to schoolchildren, the elderly,mobility impaired and others, especially in ruralareas. Opportunities for efficiency savings inservice provision, by creating partnerships acrossthe health, education and community sector,should be availed of to ensure these services areretained or expanded.Chapter 10: page 21 www.2030vision.ie

Measure TC 4:The Authority will work in partnership withagencies responsible for the provision ofschool and community and rural transport(including local authorities, Pobal (RuralTransport Programme), Department of Health,Health Service Executive and Department ofEducation) to explore the potential within theGreater Dublin Area to:• Amalgamate disparate existing services,and share vehicles where appropriate, toachieve efficiency savings;• Improve the level of service where currentlevels of service are inadequate;• Improve integration of community transportwith scheduled or demand responsive publictransport services;• Gain efficiency savings by establishing acentralised booking system for communitytransport; and• Provide ‘hail and ride’ services in certain areas.10.5 Making public transport easier to use10.5.1 OverviewThe bus and rail services in the Greater Dublin Areaneed to operate as a unified network if they are tobecome more attractive to users. Various methodsof improving the overall public transport travelexperience and making it easier to use are proposedto achieve this network integration, including:• Better public transport information and moreintegrated marketing as a network;• Integrated ticketing and fares;• Improved passenger interchange betweenservices;• Better park and ride facilities; and• Development planning to improve access topublic transport.10.5.2 Public transport information and marketingConsistent, reliable and readily available publictransport information is a particularly effectivemeans of removing barriers to public transportuse. It improves people’s perceptions of the publictransport offer and reduces personal stress due totravel uncertainties.People need information on their travel optionsbefore a journey is made, and information toassist them during the journey, including advice onalternative options should travel disruption occur.Two key means of achieving this are through theprovision of an internet based multi-modal journeyplanner and real time service arrival information.Multi-modal journey planners advise trip-makersunfamiliar with available public transport options,or service schedules, on the best public transportoption for their journey, and provide door-to-doorinformation on how to get to a stop or station,where to board a service, when the service is dueto arrive, how long each stage of the journey isexpected to take, where to transfer services (ifrequired), the walk route and how to get from theend stop or station to the final destination.Barriers to movement for mobility impaired (e.g.steps, stairs) can be identified, and alternatives forthese passengers suggested, where available.Real time service arrival information benefitspeople who are unfamiliar with service schedules,as well as those who are familiar with serviceschedules, but who would welcome ‘live’confirmation.The following measures will be developed toenhance the provision of travel information:Chapter 10: page 22 www.2030vision.ie

Measure INT 1:The Authority will seek or directly procure:• timetables displaying service arrival times (or service intervals, where a service is very frequent)at every bus and tram stop and rail station, with copies available to the public via websites and inhard copy where such is considered necessary;• real-time service arrival information at all tram stops and rail stations in the Greater Dublin Area,and at certain bus stops, supplemented by on-line or text message information on service arrivaltimes for all bus stops.• travel alerts in the event of public transport service disruption, with estimated disruption durationand rerouting suggestions;• direction signs to public transport stops and stations in all town centres, supplemented whereappro-priate with local maps indicating bus stops and rail stations, located prominently in towncentres;• service specific maps, supplemented with public transport network maps where appropriate, atbus stops, rail stations and in public transport vehicles;• on-board displays and announcements of next stops and relevant connecting public transportservices at that stop on scheduled buses and trains;• An internet based public transport journey planning service to enable advance planning of anypublic transport journey on the island of Ireland, including the Greater Dublin Area, from door todoor (incor-porating walking and cycling options);• Appropriate availability of transport information to people with hearing, visual or mobilityimpairments and, where required, training for frontline staff in assisting hearing impaired,mobility impaired and visually impaired customers; and• A single national public transport brand for all scheduled public transport vehicles serving theGreater Dublin Area, to assist people in understanding the public transport network as a singleentity. The Authority will require that the brand will be clearly visible on travel information mediadescribed above, on all tickets and at all stops and stations and, in time, on all scheduled publictransport vehicles.10.5.3 Integrated ticketing and faresSimplifying ticketing and fare structures across theentire public transport network is essential to makepublic transport more attractive to users.Currently, ticketing types, purchase pointsand payment methods vary widely by publictransport operator, creating difficulties for thoseunfamiliar with a particular operator’s approach.In addition, through tickets are often unavailable,making transfers between services inconvenientand off-putting.Chapter 10: page 23 www.2030vision.ie

Measure INT 2:The Authority will introduce a single Smartcardsystem for payment of fares on scheduledpublic transport in the Greater Dublin Area,and it will require all publicly funded publictransport operators to accept Smartcardtickets for travel on scheduled services. Whereappropriate, this will also be a conditionassociated with commercial bus licences issuedfor the Greater Dublin Area.The Authority will seek the use of theSmartcard ticket over time to pay for othertransport services, including park and ride, taxifares and public cycle hire.In order to encourage its use and minimise cashtransactions, the Authority will apply a faredifferential between Smartcard fares and cashfares, with the Smartcard fares representingthe lower cost option.The Authority will procure a network ofSmartcard purchase or top-up points, includingat stops and stations, retail outlets and on-line.Current fare structures in the Greater Dublin Areaare very complex, making it difficult for people tounderstand and detracting from convenient andeasy use of public transport. In particular, multi-legjourneys by public transport are not encouragedas those transferring between services are usuallycharged a full fare for each service used.Public transport users should not be obliged to paysubstantially more, simply because they need tochange from one service to another to completetheir journey.Measure INT 3:The Authority will implement a simplifiedfares system for the Greater Dublin Area,covering bus, rail, Luas and Metro services, andwill develop a fare arrangement within theMetropolitan Area that facilitates multi-legand multi-modal journeys.10.5.4 Interchange between publictransport servicesAs the public transport network improves, andwith better integration of fares, tickets andtravel information, multi-leg journeys acrossthe public transport network should become farmore common. For this reason it will becomeincreasingly important to provide a high qualityenvironment for those changing from one serviceto another.In the interests of the efficient and cost effectiveoperation of the overall public transportnetwork, bus and rail services should, in general,complement each other rather than compete.Passenger interchange options to other bus andrail services will be promoted where the benefitsof faster and more reliable journey times exceedthe inconvenience of interchange. Opportunitiesfor improving the interchange experience willbe examined wherever public transport servicesmeet, especially in Dublin city centre and largertown centres. The principal existing or proposedinterchange points within the built up area areshown on Figure 10.4. There will also be otherinterchange points available (e.g. smaller suburbancentres, and several locations in the city centre),not shown on the figure.Chapter 10: page 24 www.2030vision.ie

Measure INT 4:The Authority will seek:• The provision of high quality passengerinterchange points between public transportservices in Metropolitan and Hinterlandtown centres and elsewhere, including thelocations shown in Figure 10.4;• Alteration of bus or rail service schedulesor stop locations, where appropriate andfeasible, so that ease of interchange isimproved and passengers are not obligedto wait unnecessarily long periods forconnecting services;• Reductions in walk times betweenconnecting services, by providing safe anddirect routes which do not require longwaiting times to cross streets; and• Provision of a high standard of directionsigns to connecting services at interchangepoints.10.5.5 Park and RideCar Park and Ride facilities help those in outerareas who are not well served by public transportto access public transport connections.It is important that Park and Ride facilities improvepublic transport accessibility without undulyworsening road congestion, or increasing the totaldistance travelled by car. In practice, this meansthat Park and Ride car parks should be located inouter areas where the road network has capacity toabsorb the impact of car park traffic. It also meansthat park and ride sites should not be locatedwhere they might encourage people who wouldotherwise access public transport locally to drivefurther to access a site, adding to congestion.Any necessary improvements to the onward publictransport service will need to be identified anddeveloped in conjunction with any decision toproceed with a Park and Ride facility.Complementary parking controls or charging onroads in the vicinity of Park and Ride car parks maybe required, particularly in the case where the carpark is charged for, or it is oversubscribed.Cycle parking should also be provided at railstations and tram stops, and provision for carriageof cycles on train services should be made wherespace is available. More details are included inChapter 9 Cycling and Walking.Measure INT 5:The Authority will:• Seek the provision of larger Strategic railbasedPark and Ride facilities at appropriatepoints where rail services intersect withNational Primary roads outside theM50, with a phased approach to parkingprovi-sion at each site and monitoring toensure unintended consequences such assignificant additional conges-tion or cartravel do not arise, before further expansionis considered;• Seek the provision of local Park and Rideschemes in outer parts of the Metropolitanarea and in the Hinter-land area, wherethey improve public transport accessibilitywithout worsening road congestion, orincreas-ing car travel distance;• Consider the potential for bus-based parkand ride, particularly close to high qualityroad corridors leading from Hinterlandtowns, with good bus priority to commuterdestinations in the Metropolitan Area, andwill seek the provision of such facilitieswhere appropriate and feasible;• Seek that a minimum percentage of parkingspaces should be allocated to disabledusers; and• Seek suitable charging structures for Parkand Ride facilities to make it more likelythat those who most need the service(those outside walking distance) will obtainparking.Chapter 10: page 25 www.2030vision.ie

10.5.6 Passenger securityFear of crime and anti-social behaviour can act as areal disincentive to public transport use. It can be aparticular issue for women and late night travellers.Measure INT 6:The Authority will seek to provide a securetravel environment for all public transportpassengers, at stops and stations and on boardvehicles, through appropriate design andlighting of stops and stations and surveillanceof stops, stations and vehicles (for examplethrough CCTV), provision of passenger helppoints or assistance phone lines, and GardaPatrols, supported by security officers.10.5.7 Integrating development planningwith public transportPublic transport users need to be considered at allstages of the planning process.The Strategy policy of consolidation ofdevelopment with the appropriate mix of uses,scale and density will require development designwhich maximises the accessibility to publictransport access points.Design of new residential areas should ensure thatno home in an urban area is further than an 800metre walk from a bus or tram stop or rail station.This figure should be considered as a maximumdistance and a shorter distance of 500 metresshould be targeted wherever feasible. A similarmaximum distance should be sought for existingresidential areas, wherever feasible, accepting thefact that many existing residential areas containlong cul de sac roads that are inaccessible by bus.Measure INT 7:The Authority will work with local authoritiesto ensure that the needs of public transportusers are considered at all stages of theplanning process, and addressed throughLocal Authority Development Plans and LocalArea Plan policies and measures and individualplanning applications as appropriate. Inparticular, the Authority will seek:• Provision of safe, convenient, direct andsecure routes for pedestrians and cyclists tolocal bus stops, tram stops and rail stations;• In larger developments, opportunities forthe incorporation of bus or rail services intothe active heart of the development;• That no new home in an urban area isfurther than 800 metres walking distancefrom a bus or tram stop or rail station,with a shorter distance of 500 metres to betargeted wherever feasible; and• The removal of existing barriers topedestrian movement that impose longwalk distances to public transport, whereverpracticable, and the retention of existingwalking links.Planning policies and principles that promote andencourage public transport use are set out in moredetail in Chapter 8.Opportunities should be identified for improvingpedestrian permeability from existing residentialareas to roads with bus routes. Walk links shouldbe enhanced where appropriate, for examplethrough better lighting, to improve attractivenessand pedestrians’ perceptions of security.Chapter 10: page 26 www.2030vision.ie

Chapter 11Roads, freight andtravel demandmanagementIn this Chapter:11.1 Roads 111.2 Freight 911.3 Travel demand 12managementChapter 11 www.2030vision.ie

11.1 Roads11.1.1 IntroductionRoads are an integral part of the transportsystem, essential for the efficient functioning ofthe Greater Dublin Area economy, and the widernational economy. They provide vital arteries forthe movement of freight and the operation of thecommercial life of the Metropolitan and Hinterlandareas. They also meet important social objectives,by providing access to activities and links betweencommunities. However, in providing a sustainabletransport system capable of meeting the needsof the region, it is essential that an appropriatebalance is achieved between the allocation ofroad space to the motor car and the prioritisationof road space for pedestrians, cyclists, publictransport, and freight movement.Smarter Travel published by the Government in2009, sets ambitious targets in relation to limitinggrowth in car traffic. It requires that “the totalkilometres travelled by the car fleet in 2020 will notincrease significantly from current levels” and thatthe share of total journeys made by car will fall to45%. Achieving these objectives will effectivelyrequire that future travel growth over the nextdecade will have to be accommodated through noncarmodes. Accordingly, further road developmentin the GDA in the period of the Strategy will bepredominately limited to cases that are justified ona basis other than simply providing road capacity.The Strategy seeks to improve road safety for allusers. Considerable progress has been made inimproving road safety in the Greater Dublin Areaover the last ten years, and the Strategy will seekto build on this, with a particular emphasis onimproving safety, and perceptions of safety, forpedestrians and cyclists.11.1.2 Development of the road networkOverviewIn general there will be a clear presumption againstdevelopment of new road proposals unless requiredto address issues such as safety concerns, provisionof space for public transport priority or localservicing of development lands that meet Strategyplanning objectives or is otherwise needed to meetnational objectives consistent with the Strategy’sprinciples. Alternative solutions such as trafficmanagement or demand management measuresshould always be examined to identify if they couldeffectively address the particular circumstancesprompting the road proposal. Any road proposalsneed to be consistent with Strategy objectivesand the Department of Transport’s Smarter Travelpolicies and targets in addition to other relevantnational policies.The specific principles that will underpindecisions in relation to the development of roadsschemes in the Greater Dublin Area are set downin Measure ROAD 1.Chapter 11: page 1 www.2030vision.ie

The implications of these principles in respect ofstrategic roads are that the Authority will seek theexamination and introduction, where appropriate,of traffic, mobility and demand managementmeasures and exploitation of public transportoptions in the corridor before considering strategicroad capacity upgrades, or new strategic roads thatwould facilitate unsustainable increases in carbasedcommuting traffic.The Authority will support road improvementsschemes whose primary purpose is to addressaccident or safety issues, providing such schemesare designed to an appropriate standard and avoidinappropriately increasing capacity that mayencourage longer distance car-based commuting.It is also recognised that certain roads willbe essential to provide or improve access todevelopment areas. However, these need to bein appropriately zoned areas and be consistentwith the stated principles in respect of permissibleroad development. In addition, and to the extentpracticable, where the need for such a roadproposal is governed by future developmentprovision, a phased approach to the deliveryof the road proposal, in line with developmentprogression, should be adopted.The Authority will also support the provisionof local bypass schemes for towns and villageswhere the key objectives of such schemes areto address safety issues or to facilitate moresustainable transport provision within the townor village, providing such schemes are designed toan appropriate standard and avoid inappropriatelyincreasing capacity that may encourage longerdistance car based commuting.Any new road schemes will need to meet strategicenvironmental objectives and be required to avoidadversely affecting the integrity of any Natura2000 sites. The environmental impact of new roads,beyond those specifically being progressed as partof the Strategy, will be assessed as each subsequentStrategy implementation plan is developed.Consultations with the Authority should take placeat an early stage on any road proposals envisagedin the Greater Dublin Area.Major road proposalsThe two major road proposals of greatestsignificance for the Greater Dublin Area are theEastern Bypass and the Leinster Orbital Route.Chapter 11: page 2 www.2030vision.ie

Measure ROAD 1:The Authority will seek that road development in the Greater Dublin Area will satisfy the followingprinciples:(a)(b)(c)(d)(e)(f)(g)(h)(i)(j)That the proposed scheme is consistent with the overall Strategy objectives and Governmentpolicies related to transport and that the need which is proposed to be addressed by the roadscheme cannot be effectively and satisfactorily addressed by other mode choices;That alternative solutions such as traffic management or demand management measures cannoteffectively and satisfactorily address the particular circumstances prompting the road proposal orare not applicable or appropriate;That the demand needs or the development needs giving rise to the road proposal are in accordancewith the Strategy planning objectives for the region or area impacted by the road proposal;That the development of the road scheme does not diminish in any significant way the expectedbeneficial outcomes of the Strategy;That the proposed road scheme will not give rise to a significant or unsustainable increase in theoverall level of car trips;That the proposed scheme is consistent with Smarter Travel objectives and targets;That the road scheme, other than a motorway proposal, will be designed to provide safe andappropriate arrangements to facilitate walking, cycling and public transport provision;That any proposed road developments in proximity to residential areas or bypassed town centresshould incorporate traffic management measures to reduce traffic speeds to appropriate levels;That any major new national road schemes would consider and incorporate, where appropriate,demand management proposals as an integral part of their delivery; andThat there will be no significant increase in road capacity for private vehicles on radial roads insidethe M50 motorway.In the case of the Eastern Bypass, the proposal isnot recommended for development during theStrategy period. However the retention of a routecorridor is recommended, to facilitate the possiblefuture use of the corridor for transport provision.However, a residual need to service the SouthPort and the south docks area over the period ofthe Strategy remains. To address this need, a roadlink on the line of the proposed Eastern Bypassand extending from the Dublin Port Tunnel to thePoolbeg area is recommended.Appropriate Assessment of this Strategy hasidentified the possibility that development of thisroad proposal may have impacts in relation to‘Natura 2000’ sites.This is dealt with in the Natura Impact Statement,which has identified that that this should be furtheraddressed through project-level AppropriateAssessment. (See also Section 13.5 “Environmentalconsiderations”).Measure ROAD 2:The Authority will seek:(a)(b)The protection of an Eastern Bypass routecorridor for a possible future transportscheme that may be implemented after2030; andThe provision of a new road link fromDublin Port Tunnel to the Poolbegarea, subject to feasibility, economicassessment and the extent ofdevelopment in the Poolbeg area.Chapter 11: page 3 www.2030vision.ie

The Leinster Orbital Route is an orbital roadproposal extending from Drogheda to the Naas/Newbridge area with intermediate links to Navanand other towns. It would provide connectionsbetween these towns, currently poorly servedby direct linkages, supporting their economicdevelopment and improvements in orbital publictransport connectivity. The Strategy recommendsthe finalisation of the determination of the routecorridor and its protection from developmentintrusion. However, the full development ofthe proposal is unlikely to be required duringthe Strategy period and, accordingly, it isrecommended that an incremental approach to itsdelivery is adopted. This should target the mostdeficient sections on the existing road network interms of road accident records, or congestion.Appropriate Assessment of this Strategy hasidentified the possibility that development ofthe Leinster Orbital Route may have impacts inrelation to ‘Natura 2000’ sites. This is dealt with inthe Natura Impact Statement, which has identifiedthat that this should be further addressed throughproject-level Appropriate Assessment. (See alsoSection 13.5 Environmental Considerations).Measure ROAD 3:The Authority will seek:(a)(b)The finalisation of the route corridor foran appropriately scaled Leinster OuterOrbital Route and its protection fromdevelopment intrusion; andAn incremental approach to the deliveryof the project, with partial developmentonly during the Strategy period targetedat addressing deficiencies in the existingroad network in terms of road safety orcongestion.Without such a rebalance, non-car modes oftransport will not be able to offer the level ofservice that is essential to attract motorists out oftheir cars to use more sustainable public transportor cycling or walking alternatives.This assignment of road space to public transporthas been a feature of road traffic managementin the Dublin area over the last decade with tensof kilometres of bus and tram lanes having beeninstalled and buses and trams given priorityat certain traffic signals. This approach will berequired to continue under the Strategy and willneed to focus on more central areas which aremore challenging because of space and capacityconstraints. Without additional measures to furtherimprove the priority for non-car modes in centralurban areas, the full benefits of the public transportoffering will fail to be delivered and the objectivesset in Smarter Travel will not be achieved.Measure ROAD 4:The Authority will;(a)(b)Prepare a programme for prioritisationof road space and traffic signal priorityin favour of walking, cycling and publictransport in the Greater Dublin Area,based on the road user hierarchyand need, in a planned manner thatrecognises the competing demands forscarce road capacity (See chapter 9“Walking and Cycling” and Chapter 10“Public Transport”); andSeek the identification andimplementation by local authorities ofappropriate measures in locations orareas identified by the above programme.11.1.3 Managing the road networkIn order to achieve a more sustainable balancebetween the use of the private car and othertransport modes it will be necessary to increasethe allocation of road space and traffic signalpriority in favour of public transport and walkingand cycling modes.Management of Strategic RoadsA network of strategic roads for the Greater DublinArea will provide reliable journey times for longerdistance travel by road, particularly for goodsand freight movements. The key elements ofthis network will be the motorways and nationalprimary roads outside the M50.Chapter 11: page 4 www.2030vision.ie

Measure ROAD 5:The Authority will:(a)(b)(c)Identify a network of roads essentialfor strategic traffic movement inits forthcoming Strategic TrafficManagement Plan. Motorways andNational Primary Roads outside the M50will form the core of this network (seeFigure 11.1);Seek the management of this strategicroad network to:(i)(ii)(iii)(iv)(v)(vi)Protect and enhance the persontripcapacity of the network;Prevent inappropriatedevelopment or accessarrangements from erodingcapacity, safety or smooth trafficflow on the network;Operate the network to itsmaximum efficiency having regardto the balance to be achievedacross the various transport modes;Provide reliable journey times andnetwork resilience when incidentsarise (e.g. accidents or otherdisruption);provide priority where neededto modes higher in the road userhierarchy; andExpand the use of ITS (intelligentTransport Systems) technology toenhance operational efficiency anddriver information.Support the declassification of nationalroads inside the M50 C-ring to regional roadstatus except for the Dublin Port Tunnel anda route serving Dun Laoghaire Port.Driver informationClear and consistent information for road users isessential. This includes direction signage as wellas live journey information, including notificationof disruptions.The provision of live travel information can assistin maintaining the resilience and reliability ofthe road network, by enabling drivers to planalternative routes or means of travel. Informationwill be displayed at appropriate points on thestrategic road network and should also be providedfor dissemination to third party providers oftravel information, such as radio stations, Sat Navcompanies and travel information websites.Live travel information will include:• Expected journey times to key destinations onthe strategic road network, based on current andhistorical traffic conditions;• Event access information;• Traffic disruption locations, expected durationand alternative routes where appropriate;• Parking availability at appropriate points on theapproach to larger town centres; and• Parking availability and public transport journeytimes on the approach to Strategic Park andRide sites (see Section 10.5.5)Measure ROAD 6:The Authority will support the National RoadsAuthority and local authorities in providing:(a)(b)Clear, consistent direction signage forroad users, particularly on the strategicroad network and approaches; andTimely information on road travelconditions and parking availability atappropriate points on the road network,and the open dissemination of thisinformation to the public and third partyinformation providers.Chapter 11: page 5 www.2030vision.ie

Road authorities need to have policies and crossboundarypartnership working processes in place toensure that planned maintenance and constructionwork and planned events do not give rise to anunacceptable level of journey time unreliability andto ensure that the road network can remain at alevel of working efficiency which will not imposeexcessive or unnecessary delays. This is particularlyimportant for roads that serve a strategic function.Measure ROAD 7:The Authority will seek the development andimplementation of arrangements to reducetraffic disruption due to maintenance or utilitiesworks in the Greater Dublin Area, including:(a)(b)(c)(d)(e)The operation of a comprehensive roadworks permit system throughout theGreater Dublin Area;Increased co-ordination and monitoringof roadworks activities;The application of suitable charges(e.g. ‘lane rentals’) to encourageminimal occupation of road spaceduring construction or maintenanceactivities on key roads;The levying of appropriate penaltyprovisions on contractors for nonperformance,such as over-runningroadworks or unsatisfactory roadreinstatement; andThe preparation of incident and eventmanagement plans (including provisionfor emergency services) for unplanned(emergency) roadworks, incidents andevents to minimise the amount andextent of disruption.Strategies for on-street waiting, loading & parkingAs part of local traffic management plans, localauthorities should undertake a comprehensive reviewof uses of kerbside space, aimed at maximisingthe efficiency of allocations of space and time todifferent users, in line with strategy objectivesand hierarchy of provision at specific locations.This would apply primarily in commercial areas(particularly in Designated Towns and DesignatedDistricts) but also along arterial routes and buscorridors, where provision for essential parking anddeliveries for retail may have to be made in sidestreets, balanced with the needs of local residentsof these areas for parking, access etc. There is alsoa need to determine adequate overall kerb-spaceallocations for special uses in Designated Towns andDesignated Districts, addressing additional bus stopsand bus lay-over spaces; coach parking and drop-off/pick up; taxi ranks and feeders; permanent deliverybays; disabled parking; Car Club spaces; Pay andDisplay; and other on-street requirements.Measure ROAD 8:The Authority will seek the inclusion of detailedarrangements for on-street parking, loading andunloading in local Traffic Management Plans.Increased enforcement of parking andmoving traffic offencesTo protect the function of roads and streets, coordinatedand expanded enforcement over onstreetoffences is required, including illegal kerbsideparking and overstaying, waiting and loadingoffences (including at bus stops), taxi over-rankingand unauthorised waiting, bus lane and tramwayencroachment, ignoring traffic bans, vehicles failingto stop at traffic lights or pedestrian crossings andovertaking and speeding on local roads.In order to free up Garda resources, and ensuremore effective enforcement on roads and streetsin urban areas, consideration should be givento the introduction of legislation to enable civilenforcement through local Councils. Existing Gardapowers on strategic roads would be retained butothers could be handed over.Chapter 11: page 6 www.2030vision.ie

Measure ROAD 9:The Authority will seek more effectiveenforcement of traffic regulations andlaws, and support examination of the useof technology and measures and legislativechanges as required, to assist in achievingimproved compliance with regulations.11.1.4 Making roads saferRoad safety and accident reduction measures aretypically inexpensive to implement - however, theyprovide significant social and economic benefits.There are a variety of ways to improve road safety,including resolving road layout problems, road usereducation, enforcement of traffic regulations androad and vehicle engineering measures.Measure ROAD 10:The Authority, working with Gardaí, the RoadSafety Authority, the National Roads Authorityand local authorities will:(a)(b)(c)(d)Identify road accident locations in theGreater Dublin Area where cost-effectiveengineering measures can beneficiallycontribute to improved safety and seekthe implementation by local authorities ofappropriate accident remedial measures atthese locations, and monitor their impact,with a view to improving the effectiveness ofaccident remedial interventions over time;Support road safety campaigns andpublic information programmes,targeting all road users includingschoolchildren, and training for drivers oflarger vehicles in built up areas;Seek enhanced enforcement, particularlyof speed limit or traffic light regulations,at identified accident locations; andSupport changes in HGV design to improvecyclist safety, including provision for vehiclesideguards and side mirror lenses thatreduce cyclist blind spots for HGV drivers.11.1.5 Reducing the environmentalimpact of road trafficMeasures to reduce the environmental impact ofroad traffic in the Greater Dublin Area in terms ofair pollution, noise and CO 2emissions need to formpart of the Strategy. Many of the measures set outelsewhere in the Strategy provide fundamentalcontributions to this objective. The Authoritywill continue to monitor these parameters, inconjunction with the relevant agencies, and willseek the implementation of appropriate measures,where necessary, to comply with applicablestandards.The Smarter Travel document envisages that 10%of the car fleet will be electric by 2020. To supportthis target, electric charging points will need to beintroduced throughout the Greater Dublin Area.Measure ROAD 11:The Authority will:• Support the provision of electric vehiclecharging points on-street, at park and ridesites and elsewhere as appropriate in theGreater Dublin Area;• Support greater use of electric taxis andgoods vehicles, especially in urban areas; and• Support training and provision of informationin relation to ‘eco-driving’ techniques.Chapter 11: page 7 www.2030vision.ie

Figure 11.1: Motorways and National Primary RoadsChapter 11: page 8 www.2030vision.ie

11.2 FreightCurrently 98% of the internal merchandise tradein Ireland is carried on the road network. Over25% of Ireland’s freight related travel occurson roads within the Greater Dublin Area. Thedispersed nature of population and employmentpatterns, the limited number of high volume bulkmovements, the low density of most productionactivities and the relatively short haulage distancesinvolved (arising from Ireland’s small countrysize), all militate against the economic viabilityof alternatives to road freight. Consequentially,the central role served by road freight for inlandtransport is unlikely to change significantly in thefuture and appropriate provisions must be put inplace to facilitate that position.Efficient freight transport is essential for currenteconomic activity and anticipated growth.Factories and production units need good transportconnections to ensure certainty of supplies anddeliveries. Shops and retail outlets need efficientdistribution systems. All businesses need efficientfreight movement to operate effectively.Located within the Dublin Region, Dublin Portrepresents Ireland’s largest port, with a throughputof over twenty six million tonnes in 2009. DublinAirport is also a major transporter of goods, muchof it being of a high-value nature. Together withthe other ports, they underline the importance ofthe Greater Dublin Area nationally, as a conduit andfocus for the movement of goods.The opening of the Dublin Port Tunnel in December2006 facilitated significant improvements infreight movement benefitting the Dublin City area.It enabled the implementation of Dublin’s HGVManagement Strategy which has, in conjunctionwith the Tunnel project, removed thousands of truckmovements from city streets and re-routed mostof them through the Tunnel. Together with therecent improvements in the M50, journey times fortrucks going to and from Dublin Port have improveddramatically over recent years.However, numerous challenges remain in thefreight area. The Strategy proposes to build on thesuccessful outcomes achieved to date and to seekto attain a position where freight moves efficientlythroughout the region but in balance with the needsof other road users and the needs of the areas andstreets that it passes through and serves.Freight and the planning processCreating an efficient freight network that operatesin harmony with other transport users andthe residents of the Greater Dublin Area muststart at the planning and development level.Appropriate location of freight intensive activityand incorporating freight considerations into theplanning process for developments, will be essentialif freight movement is to be optimally provided forin the overall transport system.To enable better planning for freight movement,ongoing research is required into freight movements,industry requirements and likely future trends.Accordingly, the following measures willbe implemented:Measure FRT 1:The Authority will:• Support the clear identification inDevelopment Plans of appropriate locationsfor freight generating developments andfreight intensive activities. To the extentconsistent with good planning policy, thesewill be located close to high capacity roadsto avoid the need for freight movement onunsuitable roads and streets; and• Seek, as part of the statutory planningprocess, the preparation and operationof Construction Logistics Plans for largeconstruction sites which will focus onreducing the congestion impacts of thedevelopment’s construction.• Work with the freight industry, localauthorities, road and rail operators andthe Department of Transport in relationto collection of freight data and theidentification of changing needs.Chapter 11: page 9 www.2030vision.ie

Managing movements of heavy vehiclesDublin City Council’s HGV Management Strategyprovides for a general ban on heavy (5+ axle)vehicles between 7am and 7pm seven days a weekfrom a designated exclusion area, with a limitedpermit scheme for 5+ axle vehicles that need toload/unload within that area.The introduction of this scheme, in conjunctionwith the opening of the Dublin Port Tunnel, hasdramatically reduced the number of 5+ axlevehicles operating within the exclusion area.Opportunities to extend the categories of excludedvehicles have been examined and while there arechallenges associated with such extension, furtherexpansion of the scheme would provide additionalenvironmental benefits for the city.Measure FRT 2:The Authority will:• Seek the extension of the current DublinCity HGV Management Strategy to include 4axle vehicles;• Evaluate the potential for the Dublin CityHGV Management Strategy to:• Be further extended to other vehiclestypes;• Have an expanded exclusion area; and to• Encompass vehicle emission parameters;• Examine the potential of introducing HGVcontrols in other town centres.DeliveriesA major portion of freight movement on roadsand streets throughout the Greater Dublin Area isassociated with deliveries to retail and commercialpremises. Changes in the delivery patterns currentlyoperated could pay significant dividends in termsof reducing congestion on roads and increasingproductivity for the transport companies involved.Options such as night-time deliveries arecommonplace in other cities, as are arrangementssuch as “breaking down” large loads andconsolidating small loads in dedicated centres atthe outskirts of urban areas, and using smaller fleet,commonly of a van type and sometimes electric,for the final delivery stage.Measure FRT 3:The Authority will:• Seek the introduction of arrangements topromote deliveries in Dublin city centreand, if appropriate, in other towns, betweenthe hours of 7p.m. and 7a.m., taking intoaccount the rights and needs of residentsliving in these areas;• Promote the development and operation ofDistribution and Servicing Plans for freightintensive developments, which will focuson creating efficient delivery and servicingprocesses that reduce the congestionimpacts associated with the development;• Seek the development of a pilot urbandelivery centre in the Dublin area for thedisaggregation of large loads and theconsolidation of small loads for finaldelivery by van type vehicles in Dublin CityCentre and surrounding areas; and• Support the use of low impact deliveryschemes in Dublin city centre and othertown centres, for example by using smallerquieter vehicles, with lower emissions,including the use of cargo-bikes andexamining the potential for certain freightdeliveries by tram.Vehicle technologyImprovements in vehicle technology will provideopportunities for more environmentally friendlyapproaches to freight logistics. In addition,improvements in communications technologiesprovide the means to better manage and coordinatefreight distribution.Chapter 11: page 10 www.2030vision.ie

Measure FRT 4:The Authority will promote the use of lowemission freight vehicles, including electricvehicles, throughout the Greater Dublin Regionand specifically in the urban areas.Rail based freightThe Strategy will support the use and safeguardingof the existing rail network and appropriateenhancements to the network to provide for freightmovements, where the value for money of suchprovision, taking into account economic, social andenvironmental benefits, is positive.Truck parking and truck routesInappropriate lorry parking can cause nuisance andannoyance in residential areas and congestion orother problems at other locations. Facilities for truckparking are highly desirable both to prevent suchissues arising and also from a road safety perspective,in that such facilities accommodate truck drivers inadhering to required rest and break periods.Measure FRT 5:The Authority will support the provision oftruck parking facilities at on-line motorwayservice areas and other appropriate locationswithin the Greater Dublin Area. In addition,the Authority will seek the provision of truckparking facilities within appropriate areas ofDublin City.Measure FRT 7:The Authority will:• Support the use of the existing rail systemfor the transport of appropriate materialswhere feasible and economically, sociallyand environmentally beneficial; and• Seek the safeguarding of existing raillines for potential use by freight, and willsupport the upgrading and improvementof the rail freight network, including,where appropriate, reducing conflict withpassenger services, improving freightterminal capacity and enhancing links to keyports for onward distribution of containersand other goods, where feasible andeconomically, socially and environmentallybeneficial.Of primary importance to freight transport isreliable and timely access to key destinations,including access to ports and airports. It is alsoimportant that freight traffic does not undulyimpact on people living in urban areas throughwhich they pass.Measure FRT 6:The Authority will identify recommendedpreferred routes for freight transport for keylocations such as ports and Dublin Airport,encompassing both strategic national routesand also localised routing as appropriate.Chapter 11: page 11 www.2030vision.ie

11.3 Travel demand management11.3.1 Purpose of demand managementReducing costs of congestionCongestion represents both an economic andenvironmental cost to the region as a whole andan impact on the quality of life at the level of theindividual road user. Traffic congestion imposescosts on industry and business in particular,reduces the overall competitiveness of the regionand decreases the attractiveness of the region as aplace to locate new business. Goods and servicescost more to deliver, journey time uncertaintycreates additional costs and resources areconsumed unproductively.There will be only limited provision of newroad capacity in the Greater Dublin Area overthe Strategy period. This is in keeping with theobjectives of the Strategy and the policies set outin the Department of Transport’s Smarter Traveldocument. Better management of existing roadspace will allow for more efficient movement ofessential traffic. Major investments in the publictransport network and expansion of public transportservice coverage and capacity will also attract newpublic transport users, freeing up road space.Despite these improvements, the forecast growthin population and employment means that trafficcongestion is projected to worsen considerablythroughout the Greater Dublin Area up to 2030.Although better planning of the location of homesrelative to jobs can mitigate this impact (seeChapter 8), more active measures to managethe demand for travel by road will be required, ifworsening traffic congestion is to be avoided.Meeting Smarter Travel targetsSmarter Travel sets out the Government’sobjectives in relation to sustainable travel andtransport in Ireland. Two specific targets set outin the document are (i) that “the total kilometrestravelled by the car fleet in 2020 will not increasesignificantly from current levels” and (ii) that“work-related commuting by car will be reducedfrom a current modal share of 65% to 45%”.While these are ambitious and challenging targets,the Strategy is focused on achieving these goals.It provides for major investment in a transformedpublic transport network to support a shift topublic transport use. It includes extensive measuresto make it easier and more attractive to cycleand walk. Planning and transport integration is afundamental part of the Strategy, which shouldreduce car use need. However, even with all ofthese elements in place, transport modellingforecasts indicate that the targets in Smarter Travelwill not be achieved without significant demandmanagement measures of a fiscal nature.Providing for public transportWidespread car use has led to some publicopposition to the allocation of valuable roadspace to public transport. However, thisallocation can make for more efficient use of roadspace, providing public transport is well used.Management of travel demand that reduces car usewould facilitate the provision of additional priorityto street based public transport, as well as cyclistsand pedestrians.The following section provides an overview ofpossible demand management options and setsout the demand management measures includedin the Strategy.11.3.2 Demand management measuresGeneralTravel demand management measures inthe Greater Dublin Area need to support theenvironmental and economic objectives of theStrategy, and targets related to distance travelledby car and share of travel by car, set out inthe Department of Transport’s Smarter Traveldocument. Analysis carried out by the Authorityconfirms that a region-wide approach to traveldemand management is required if Strategyobjectives and Smarter Travel targets are to be met.Management of demand for road use can bebroadly grouped into three categories:(i)Control measures where access to, and use of,the road infrastructure or on and off-streetparking spaces is controlled;Chapter 11: page 12 www.2030vision.ie

(ii)(iii)Fiscal measures where pricing mechanisms areutilisied to achieve road usage modification; andOther complementary measures, which havea role on their own but are best introduced incombination with one or more of the controland fiscal measures.Control measures include:• Better development planning to manage traveldemand and reduce the need to travel;• On street parking controls;• Control of access onto certain strategic roads atcongested times (ramp metering); and• Dedication of road space to certain transportmodes, whose users are higher up in the roaduser hierarchy.Fiscal measures include:• Taxation of car ownership;• Fuel tax; and• Road tolls or other forms of charging for road use.Other complementary measures include:• Mobility management plans (workplace, schooland residential travel plans);• Car clubs (short term car hire, reducing the needto own a car);• Lift sharing (increasing car occupancy, soreducing car use); and• Marketing, promotion and other travelbehaviour change measures to promote walking,cycling and public transport use.Some of these measures will be more useful andappropriate than others in meeting the objectivesof the Strategy. The recommended measures areset out below.• The consolidation of housing, employment andretail developments into the Metropolitan Areaof Dublin and the larger Hinterland town centres;• The location of office and retail developments incentral areas where access by public transport,cycling and walking is good;• Restrictions on parking provisions at keydestinations to encourage public transport use;and• The location of residential developments onpublic transport corridors that provide goodaccess to central areas.These are addressed in more detail in Chapter 8.Traffic and on-street parking control measures.Traffic and on-street parking control measures canaddress issues arising from excess demand for roadspace on individual road corridors. Examples ofcontrol measures include:• Ramp Metering, which is the control of accessonto a dual carriageway or motorway corridor,through the provision of traffic lights on theentry slip road which respond to the trafficconditions on the corridor;• Variable speed limits that allow speed limits to bedynamically set to suit traffic conditions, so thatflow is maintained, avoiding stop-start conditionsthat arise from driver behaviour when congestionlimits speeds below the road’s usual limit;• Hard shoulder running - opening up the hardshoulder to moving traffic on motorways, ordual carriageways with motorway characteristicsto maintain journey time reliability and smoothtraffic flows, at busy times;• Dedication of lanes to particular transportmodes such as public transport lanes, highoccupancyvehicle lanes or freight lanes; and• On-street car parking restrictions.Better development planning to manage travel demandRecommended planning measures that can reducethe amount of travel by car include:Chapter 11: page 13 www.2030vision.ie

Measure TDM 1:The Authority will evaluate the feasibility andpotential benefits of the following measures tomanage travel demand on roads in the GreaterDublin Area, and where appropriate seek theirimplementation:• Ramp Metering, variable speed limits orhard shoulder running on dual carriagewaysor motorways, at times and places wherecongestion on these strategic roads isaffecting journey time reliability anddisrupting traffic flows;• Dedication of traffic lanes to particulartransport modes such as public transportlanes or freight lanes on certain roads, inaddition to bus priority provision whereappropriate (see section 11.3.2); and• Introduction or expansion of local authorityon-street parking controls that seek toreduce commuter parking.Parking charges and leviesParking charges are already extensively applied inDublin city centre and other towns in the GreaterDublin Area. It is desirable to charge for parking inthese areas, to increase turnover of spaces, makingit easier for those who need to drive to find aparking space.In addition, the Government announced as part ofBudget 2009 the introduction of a levy in respectof workplace provided parking facilities in majorurban centres, to be specified in regulation by theMinister for Finance.Demand management through a workplace parkinglevy could play a significant role in reducing carcommuting. There is potential for levies to beextended to other types of destinations such asout-of-town shopping centres. For the measure tobe most effective, a mechanism is required thatcharges the individual user of the space each timethe space is used.Measure TDM 2:The Authority will:• Support the introduction or expansionof charging for on-street car parking inareas where space is scarce and chargingcontributes to parking turnover;• Support the introduction of a levy onoff-street parking spaces at town andemployment centres and out-of-downretail developments subject to evaluationof feasibility and benefits and any necessarylegislative change; and• Support the setting of parking chargesat levels to achieve specific transportobjectives.Road access control, parking restrictions andparking charges address issues due to excessdemand on individual roads or individual corridors.They are less appropriate for managing traveldemand on wider geographical or regional basis.In this case, road user charging is the mostappropriate and effective mechanism to use. It isdesigned to influence people’s decision to makea journey by car, and encourage them to consideralternative modes to the car when they do travel.Road use chargingRoad use charging spans a range of possibilities fromrelatively simple single toll point charging to moreelaborate area based or route charging schemesusing satellite tracking systems or Dedicated ShortRange Communication (DSRC) systems.Road use charging already operates extensively inIreland with toll plazas on ten routes throughoutthe country (nine national roads and one nonnationalroad) as well as an electronic barrier-freetolling operation on the M50 motorway. Oneof those toll routes – the Dublin Port Tunnel –operates a variable rate tolling system whichapplies a higher toll charge during peak hours thanthe charge prevailing in the off-peak hours.Chapter 11: page 14 www.2030vision.ie

Several cities such as London, Stockholm andSingapore have implemented forms of cordonor area based road pricing which have beensuccessfully in operation for several years. Othercities such as Oslo and other Norwegian citiesoperate similar forms of cordon tolling.Road use charging provides the most effectivemechanism for directly targeting specific users andseeking to alter travel behaviour. It also providesthe most direct means of levying a user with thefull external cost of the trip being undertaken. Assuch it allows for the full application of the “userpays” principle.Different objectives can be targeted under a roaduse charging scheme. Two of the obvious objectivesare congestion management (reducing delays foreconomically essential traffic) and environmentalimprovement. For the former, an arrangement witha charging regime focussing on the use of specificroutes at busier times would be applicable, whereasfor an environmental objective, a scheme based onemission ratings might be appropriate.In order to achieve the Smarter Travel objectivesof reducing the mode share of work-relatedcommuting by car to 45% and ensuring that thetotal kilometres travelled by the car fleet in 2020will not increase significantly from current totalcar kilometres, the Authority’s analysis shows thatdemand management will be required over a largegeographic area. Road use charging is the mostappropriate means of achieving this.Delivery of any road use charging proposal ischallenging on many levels. Not least is theachievement of public and political acceptance ofthe proposals. In many successful applications theimposition of road use charging is linked to deliveryof clearly defined improvements that are tangibleand visible (such as improved public transport)or to a redistribution of costs (for example areduction in public transport fares) so as to renderthe charging effect relatively cost neutral on anoverall basis. In addition, the technical and costchallenges in implementing any large system canalso be significant.Measure TDM 3:The Authority will:• seek the introduction of a road use chargingscheme over a large geographic area ofthe region prior to 2020 in order to meetcurrent national policy as set out in SmarterTravel;• Advise the Minister on the format of a roaduse charging scheme that would meetnational targets, including the structureand level of the charges, the area to whichthey are to be applied and the hours ofoperation, under the Implementation Planarrangements;• Undertake extensive stakeholder and publicconsultation in the scoping of a scheme;• Advise on the extent to which the netrevenues from a road use charging schemecan or should be assigned to, or re-investedin, public transport improvements andoperations; and• Advise on the introduction of a pilotcharging scheme on an individual roadcorridor, or corridors, in conjunctionwith the provision of public transportimprovements on that corridor.Mobility management, car clubs, lift sharing andmarketingThere are other approaches to managing demand,which can be considered to some degree asbeing complementary to the main categories.These include the implementation of mobilitymanagement plans, such as workplace orschool travel plans at individual employment oreducational centres, or residential travel plans indefined residential areas.Chapter 11: page 15 www.2030vision.ie

The Department of Smarter Travel Workplacesprogramme provides advice and support toworkplaces in setting up workplace travel plans.As of January 2011, over 60 major organisationsin the GDA were participating in the programme.Separately, An Taisce’s Green Schools Travelprogramme, funded by the Department of Transport,has signed up over 150 schools in the GDA to dateto participate in school travel plan initiatives.Your Step by Step Guide toTravel PlansOther initiatives include the introduction of carclubs (short term public car hire, similar in conceptto public cycle hire scheme) to reduce the needto own a car, and lift sharing initiatives to reducesingle occupant car use.For more information on the Smarter Travel Workplaces programme,log onto www.smartertravelworkplaces.ieOther related measures include awareness andmarketing campaigns, which centre on improvingknowledge of the impacts of, and alternatives tocar use.These types of measures work best whenintroduced in tandem with the travel demandmanagement measures set out above. Whilerelatively inexpensive, they can pay significantdividends and form an important element of theoverall Strategy for the GDA.Measure TDM 4The Authority will support and facilitate thedevelopment of:• Workplace travel plans for all largeemployers in the Greater Dublin Area;• Residential travel plans in a phasedprogramme over the Greater Dublin Area;• School travel plans for all schools in theGreater Dublin Area;• Car club schemes, and their futureexpansion if successful; and• An all-island car sharing website.Taxation MeasuresTaxation measures aimed at either car ownershipor car usage costs can act as a form of demandmanagement measure. Any changes would need tobe made at a national level.Taxation measures focused on car ownership havethe disadvantage of being “one off” payments thatprovide no disincentive to travel.Fuel taxation is a relatively simple device toimplement, and is very effective at targetingreductions in fuel consumption and consequentlyCO 2emissions. As such it could help to meet thisenvironmental objective. However, disadvantagesarise from the fact that it is an untargeted toolthat affects all users equally on all routes and at alltimes. It lacks the ability to be area specific or totarget car journeys at congested times or in placesprone to congestion or where local traffic relatedenvironmental issues exist.Taxation measures to reduce car travel are notrecommended as part of this Strategy because theycan only be implemented at a national level andare, therefore, outside the remit of this regionalStrategy, while other demand managementmeasures (in particular road user charging) canbe applied in a more targeted manner within theGreater Dublin Area.Chapter 11: page 16 www.2030vision.ie

Chapter 11: page 17 www.2030vision.ie

Chapter 1: page 18 www.2030vision.ie

Part C:outcomesand nextstepsChapter 1: page 19 www.2030vision.ie

Chapter 12Expected OutcomesIn this Chapter:12.1 Introduction 112.2 Contribution toStrategy objectives12.3 Detailed analysisof sub-objectives12.4 Performanceagainst transportappraisal criteria12.5 Meeting SmarterTravel targets12.6 Impact ofstrategy measureson outcomes12.7 Strategy synergyand delivery122931313312.8 Conclusion 3312.9 Tests of Strategyperformance forlonger term planninghorizons3412.10 Conclusion 34Chapter 12 www.2030vision.ie

12.1 IntroductionThis chapter presents the results of the appraisalof the Strategy. It sets out how well the Strategyperforms in meeting:• The Strategy objectives; and• Transport appraisal criteria, based on theDepartment of Transport’s Common AppraisalFramework (CAF).12.2 Contribution to Strategy objectivesThe Strategy appraisal examined the expectedperformance of the Strategy against the highlevelStrategy objectives set out in Chapter 3. Thisperformance is summarised below, alongside theappraisal results for the three Strategy optionsdescribed in Chapter 6.In each case, the Strategy outcomes are comparedwith what would be expected to happen in theabsence of the measures being implemented (theDo Minimum scenario), and the extent of thedifference determines the score awarded.Strategy scores for each objective, sub-objective andappraisal criterion were awarded on a seven pointscale, -3 (highly negative) to +3 (highly positive)-3 -2 -1 0 +1 +2 +3HighlynegativeNeutralHighlypositiveThis chapter also examines how well theStrategy performs in meeting the targets setout in the Department of Transport’s SmarterTravel policy document.Chapter 12: page 1 www.2030vision.ie

Strategy ObjectivesEconomythemed optionSocial themedoptionEnvironmentalthemed optionDraftStrategyObjective 1:Build and strengthen communitiesObjective 2:Improve economic competitivenessObjective 3:Improve the built environmentObjective 4:Respect and sustain the naturalenvironmentObjective 5:Reduce personal stressThe general level of performance of the Strategyin delivering the objectives is in line with the bestoutcome from the three earlier Strategy options.12.3 Detailed analysis of sub-objectivesAs with the assessment of Strategy options(described in Chapter 6), the detailed assessmentof the Strategy against the sub-objectives wasinformed in large part by analysis using theAuthority’s transport model for the Greater DublinArea. In addition, modelling analysis was requiredto inform the assessment of the Strategy againsttransport appraisal criteria (detailed in section12.4).The score given against each sub-objective takesaccount of:• the impacts of larger-scale infrastructuremeasures whose journey time savings and impacton share of travel were explicitly modelled andquantified; and• the likely impacts of the measures that cannot beeasily modelled at a strategic level (for example,more localised improvements to buses, walkingand cycling facilities).The sub-objective scores again use a seven pointscale, -3 (highly negative) to +3 (highly positive)More detail on the performance of the Strategyagainst each of the specific sub-objectives isgiven in the tables below, which also list themain Strategy measures that contribute tothat performance.Chapter 12: page 2 www.2030vision.ie

12.3.1 Objective 1: Build and strengthen communitiesNo.SubobjectiveStrategyscoreMeasures which support the subobjectivePredicted outcomesby 2030 from Strategy(based on 3-hour AMpeak model outputs)1.1 Improveaccessibilityto work,education,retail, leisureand otheractivitiesLU1LU3WCY7WCY12WCY13BUS2BUS3BUS4BUS5RAIL1Priority locations fordevelopmentDesignated Town developmentplansWalking for leisureOn-road cycling facilitiesOff-road cycle tracks and pathsMetropolitan bus serviceimprovementsHinterland town bus servicesBus links from DesignatedDistrictsExpress bus links to Dublin CityCentreDART undergroundThe concentrationof employment indesignated centres,and of residentialdevelopment along railcorridors, will enhancethe public transportshare of commutertrips. Investment innew and upgradedpublic transport on keycorridors will shortentravel time to keyemployment centres.This will reducecongestion and hencecar travel times too,but will require roaduser charging.RAIL6RAIL7RAIL8RAIL9RAIL10Heavy rail service levelsMetro NorthMetro WestGreen line Metro upgrade andextensionNew Luas line Lucan to PoolbegThe more compactpattern of developmentwill allow greateraccess to employmentand local facilities bybus and by walking andcycling, also facilitatingtheir enjoyment asleisure activities.RAIL11INT5New Luas line to Tallaght viaKimmagePark and RideAccess will also beimproved by busnetwork improvementsand new services suchas hinterland Townnetworks and Park andRide on corridors notserved by rail.Chapter 12: page 3 www.2030vision.ie

No. Sub-objective Strategyscore1.2 Improveaccess fordisadvantagedgroupsMeasures which supportthe sub-objectiveOVR1WCY4WCY6BUS1BUS2BUS3BUS4BUS6BUS7RAIL10RAIL12RAIL13TC2TC4Transport user hierarchyWalking/cycling in residentialareasPedestrian crossing facilitiesBus network reviewMetropolitan bus serviceimprovementsHinterland town bus servicesBus links from DesignatedDistrictsQuality Bus CorridorsBus Rapid TransitNew Luas line Lucan to PoolbegMetro and Luas servicefrequenciesReview Metro and Luas servicepatternsTaxi interchange with publictransportCommunity TransportPredicted outcomesby 2030 from Strategy(based on 3-hour AMpeak model outputs)Links to the nearestcentre fromdisadvantaged areas(including designatedClár and RAPIDlocalities) are mostlyshort, and are bestimproved by measurestargeting short trips– cycling, local busand walking. Busnetwork improvementsand frequencyenhancements benefitthese areas; whilesome also gain fromnew Metro or Luascorridors – especiallythe South Docklandscommunities – andfrom integration of taxiwith these services.Overall, Dublin citycentre access timesfrom deprived areas bypublic transport fall by43%.Reduced off-peak fareswill benefit low incomepublic transport users.Those with impairedphysical mobility willbe able to use taxi orcommunity transport,as well as having more,and more accessible,public transport.Chapter 12: page 4 www.2030vision.ie

No. Sub-objective Strategyscore1.3 Improveaccessbetweencommunitieswithin theregionMeasures which supportthe sub-objectiveLU1WCY11WCY12WCY13BUS2BUS3BUS4BUS5RAIL1RAIL2RAIL3RAIL4RAIL5INT1INT2INT3INT4INT5Priority locations fordevelopmentCycling environment intownsOn-road cycling facilitiesOff-road cycle tracks andpathsMetropolitan bus serviceimprovementsHinterland town busservicesBus links from DesignatedDistrictsExpress bus links to Dublincity centreDART undergroundNorthern line capacity andelectrificationKildare line capacity andelectrificationMaynooth lineelectrification / extensionSouth East line removal ofconstraintsIntegrated public transportinformationIntegrated smart ticketingSimplified integrated faressystemPublic transportinterchangePark and RidePredicted outcomesby 2030 from Strategy(based on 3-hour AMpeak model outputs)In respect of trips to andfrom Designated Towns,new Luas and Metro linesbenefit those travelling tothe city centre and aroundthe M50 – especially foroutbound commuting –and rail improves journeytimes to some of theHinterland locations,including Navan andWicklow.Such trips also gain from‘Integration’ measures,but lose out from thehigher (+10%) peak faresmodelled.However, the HinterlandTowns remain highly cardependent(over 70% ofinbound trips); and thesewill face a negative impactfrom road use charging,while gaining muchimprovedjourney times .Hence the overall neutralscore for this indicator –though in practice, manyof the trips which link tothis sub-objective will takeplace outside the peak andwill therefore benefit from20% fare reductions, orless-congested roads, ifby car.Chapter 12: page 5 www.2030vision.ie

No. Sub-objective Strategyscore1.4 Improveaccess toother regionsand the restof the islandof IrelandMeasures which supportthe sub-objectiveRAIL2RAIL3RAIL4RAIL5ROAD6ROAD7Northern line capacityand electrificationKildare line capacity andelectrificationMaynooth lineelectrification /extensionSouth East line removalof constraintsDriver informationManagement ofroadworksPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)The assessment shows limitedimprovement to rail journeytimes for trips from Dublincity to the other main cities(larger on the Northern railline, where faster inter-citytrips are now segregated fromDART). All inter-urban busroutes become faster; anddata suggest a 24% fall in carmode share for such AM peaktrips that would be stronglyaffected by the road usecharge.Accessibility (also a criterion in the CAF-basedtransport appraisal) will be greatly improved throughthe provision of new public transport corridorsto Dublin city centre and Designated Towns andDistricts, giving greater access to jobs and retail ate.g. Swords, Dundrum and O’Connell Street/HenryStreet (from the cross-city Metro and Luas BXD); andto education, through Maynooth line electrification,Grangegorman Luas (DIT) and new routes to DCU(Metro North), Trinity College (Lucan Luas) andbuses to UCD. Access to the centres of HinterlandDesignated Towns will be improved by providing newlocal bus networks, while access to Dublin city centrefrom these towns will be improved by a combinationof improved bus and rail services.Generally the Strategy reduces car access timesas well as public transport access times, comparedto the Do Minimum and therefore performs wellagainst all the society / community sub-objectives,with the caveat that the road user charge willimpact upon general motoring access, and will notbenefit disadvantaged areas. If these areas gainsufficiently from local walking and cycling accessimprovements, and better bus and Luas services(with lower off-peak fares), this will more thanoffset the charging impact. Such improvementswould particularly benefit those who do nothave access to a car. Improvements to physicalaccessibility and more public transport will alsobenefit people with disabilities.Access between communities and to widerdestinations in Ireland will be easier due to thereductions in traffic on the roads, especially inpeak travel periods. By 2030, it can be expectedthat a large proportion of those who transfer topublic transport for their daily commuting willcease to own a car altogether, leading to less caruse for all journey purposes (although this is notassumed in the appraisal). Additional rail track,to separate stopping metropolitan electric train(DART) services from faster longer distance trainservices, will enable improvements to Intercityrail speeds and service frequencies; while accessto rail for many communities in the Metropolitanarea will be improved by new Luas and Metro linksto the city centre.Chapter 12: page 6 www.2030vision.ie

Figure 12.1: Public transport journey times to Dublin city centre 2030 with Strategy in place (morning peak travel period)In comparison with the Do Minimum situationillustrated in Figure 5.3, the diagram above showsan improvement in journey times to Dublincity centre from areas served by the new rail,Metro and Luas lines – most notably, along theGreen line extension to Bray, Metro North toSwords and the Metro West corridor betweenTallaght and Blanchardstown (connected to theinterchange with city centre via Kildare line/DARTUnderground).There are also significant benefits of local accessimprovements to other centres (not shown inFigure 12.1). These include, for example, LiffeyValley and Clonburris.The Lucan Luas line also improves access alongthe M4 corridor. Other areas also benefitfrom improved access to the city centre – forexample areas west of Blanchardstown, due tothe improved rail services in this area. There arealso some small and more local improvementsarising from bus measures, such as the outwardextensions of the Naas Road and Malahide RoadQuality Bus Corridors.Chapter 12: page 7 www.2030vision.ie

12.3.2 Objective 2 Improve economic competitivenessNo.SubobjectiveStrategyscoreMeasures which supportthe sub-objectivePredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)2.1 Improvejourneytimereliabilityforbusinesstraveland themovementof goodsLU4BUS2BUS3BUS5BUS11RAIL1RAIL2RAIL3RAIL4RAIL9RAIL13TCC2INT5ROAD4ROAD5ROAD6ROAD7Maximum parking standardsMetropolitan bus serviceimprovementsHinterland town bus servicesExpress bus links to DublinCity CentreReduce on-street terminationand lay-overDART UndergroundNorthern line capacity andelectrificationKildare line capacity andelectrificationMaynooth line electrification/ extensionGreen line Metro upgrade andextensionReview Metro and Luasservice patternsTaxi interchange with publictransportPark and RideTraffic management on localauthority roadsTraffic management onstrategic roadsDriver informationManagement of roadworksMeasured by the numberof trips made on both roadlinks and public transportservices which are workingclose to or above capacity,the Strategy leads to thenumber of public transportservices operating overcapacity falling by 11%– even though passengernumbers have risen. On theroad, vehicle kilometresaffected fall by 7%.Management measureswill be beneficial at thelocal level and reduce theimpact of incidents andad-hoc delays such as fromroadworks – on averagethese cause 40% of alldelays to traffic.New public transportlinks into and across theCity Centre will createsignificant opportunitiesfor short business trips bypublic transport – thoughmany in practice maytransfer from walkingand taxis – as will linksbetween Designatedcentres around the M50and rail links to the‘Hinterland’ towns.ROAD8Management of parking,waiting and loadingROAD9Enforcement of parking andtraffic offencesChapter 12: page 8 www.2030vision.ie

No. Sub-objective Strategyscore2.1 Improvejourney timereliabilityfor businesstravel and themovement ofgoodsMeasures which supportthe sub-objectiveFRT3FRT5FRT6FRT7Planning for Distributionand ServicingTruck parking facilitiesStrategic Freight routingRail freightPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Freight trips on the strategicnetwork benefit greatly fromreduced congestion, with a15% fall in vehicle-hours forHGVs in the AM peak. This islikely to be carried throughto other periods if chargesremain in place at all times.2.2 Reduce overalljourney timesfor businesstravel and themovement ofgoodsWCY1WCY2WCY11BUS2BUS3BUS4BUS6BUS7RAIL1RAIL2RAIL3Traffic restrictions intown centresLower speeds in towncentresCycling environment intownsMetropolitan bus serviceimprovementsHinterland town busservicesBus links fromDesignated DistrictsQuality Bus CorridorsBus Rapid TransitDART undergroundNorthern line capacityand electrificationKildare line capacity andelectrificationThe Strategy shows a 16%peak-hour reduction in tripson Dublin metropolitanbuses, largely due to transferto the new Luas, Metro andrail options – hence, all theseusers will experience fasterjourneys.However, this is offset by the33% of car users travellingto business locations, whosejourneys may also get slowerfor trips between thesebusiness clusters.For trips between the clustersand all other locations, publictransport trips take onlyslightly less time than in theDo-Minimum, while car tripjourney times fall sharply(trips to clusters become22% faster by car but only1.5% faster by all publictransport modes).Chapter 12: page 9 www.2030vision.ie

No. Sub-objective Strategyscore2.2 Reduce overalljourney timesfor businesstravel and themovement ofgoods2.3 Ensure valuefor moneyof transportexpenditureMeasures which supportthe sub-objectiveRAIL4RAIL9RAIL13RAIL7RAIL8RAIL9RAIL10RAIL11RAIL12RAIL13Maynooth lineelectrification /extensionGreen line Metroupgrade and extensionReview Metro and Luasservice patternsMetro NorthMetro WestGreen line Metroupgrade and extensionNew Luas line Lucan toPoolbeg 11, 12New Luas line toTallaght via KimmageMetro and Luas servicefrequenciesReview Metro and Luasservice patternsEspecially low cost measuressuch as:LU1LU2LU3LU4WCY1WCY8Priority locations fordevelopmentDesignated Districtdevelopment plansDesignated Towndevelopment plansMaximum parkingstandardsTraffic restrictions intown centresPlanning policies tosupport walkingPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Planning measures can bothreduce demand for traveland ensure more of it takesplace by sustainable modes.The Strategy shows cardemand decreases by 15%;however all vehicle hours(car plus HGV) fall by 35%and kilometres travelleddecrease by 31% – indicatingthat vehicle trips (especiallyby car) become shorter. Thisis also associated with thedistance based road usercharge.Chapter 12: page 10 www.2030vision.ie

No. Sub-objective Strategyscore2.3 Ensure valuefor moneyof transportexpenditureMeasures which supportthe sub-objectiveWCY16WCY17WCY19INT7ROAD4ROAD5ROAD7ROAD8TDM1TDM2TDM3TDM4Cycle facilities atschools and workplacesPlanning policies tosupport cyclingCycle information andpromotionPlanning policies tosupport public transportTraffic management onlocal authority roadsTraffic management onstrategic roadsManagement ofroadworksManagement of parking,waiting and loadingTraffic control measuresParking charges andleviesRoad use chargingTravel behaviour changemeasuresPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)The greater levels of publictransport use requireprovision of additional fleetso that peak overcrowdingdoes not become intolerable– if this fleet cannot beadequately utilised at othertimes, the costs may resultin an additional burden ofsubvention.Road use charging revenuescould be used to cover this,as well as potentially tooffset cost of better roadmaintenance and the higherlevels of traffic managementproposed in the Strategy.Parking and planning incomescan also reduce the cost ofdelivering and maintainingnetworks.2.4 SupportbusinessagglomerationandcompetitionLU1LU3BUS2Priority locations fordevelopmentDesignated Towndevelopment plansMetropolitan bus serviceimprovementsThe Strategy delivers betteraccess to the areas wherehigh-value jobs are located,through new public transportlinks across the city centre,to Docklands, and DesignatedTowns.BUS5Express bus links toDublin City CentreBUS7Bus Rapid TransitChapter 12: page 11 www.2030vision.ie

No. Sub-objective Strategyscore2.4 SupportbusinessagglomerationandcompetitionMeasures which supportthe sub-objectiveRAIL1RAIL2RAIL3RAIL4RAIL5DART UndergroundNorthern line capacityand electrificationKildare line capacity andelectrificationMaynooth lineelectrification /extensionSouth East line removalof constraintsPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)The removal of the need tointerchange for trips acrossthe City (north-south oreast-west) will allow muchbetter access to and betweenthe different job clusterswithin the City Centre – e.g.from St Stephen’s Green toO’Connell Street – as well asdirect links to centres such asLiffey Valley, Lucan, Swords,Sandyford, Dundrum etc.RAIL7RAIL8RAIL9RAIL10RAIL11Metro NorthMetro WestGreen line Metroupgrade and extensionNew Luas line Lucan toPoolbegNew Luas line toTallaght via Kimmage2.5 Improveaccess toGDA portsand DublinAirportRAIL12 Metro and Luas servicefrequenciesRAIL7 Metro NorthPublic transport connecting toMetro North, includingBUS5BUS7RAIL1Express bus links toDublin City CentreBus Rapid TransitDART undergroundThe Strategy delivers easieraccess, better coverageand faster trips on the newpublic transport links tothe Airport; creating lesstraffic on routes to Ports andAirport. Journey times byroad to the Airport fall by33%; while public transporttimes for incoming trips dropby almost 55%, primarilydue to the Metro line.Chapter 12: page 12 www.2030vision.ie

No. Sub-objective Strategyscore2.5 Improveaccess toGDA portsand DublinAirport2.6 Provide forefficientgoodsdistribution,servicing andaccess tomaterialsMeasures which supportthe sub-objectiveRAIL8RAIL9INT4FRT 6TDM 3ROAD4ROAD5ROAD6ROAD7ROAD8Metro WestGreen line Metroupgrade and extensionPublic transportinterchangePreferred freight routesRoad user chargingTraffic management onlocal authority roadsTraffic management onstrategic roadsDriver informationManagement ofroadworksManagement of parking,waiting and loadingPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Dublin Port sees car traffictrip times reduce by 31%for arrivals and 13% fordepartures, though publictransport trips becomemarginally slower.Identification of preferredroutes for freight and road usercharging should improve roadconditions for freight access toPorts and the Airport.The Strategy allows forfewer large lorries on townstreets due to edge-of-towntranshipment to smallervehicles; and less delay togoods vehicles on mainroads resulting from loweroverall traffic levels. Thereis potential for the greateruse of rail freight for somemovements.ROAD9Enforcement of parkingand traffic offencesBusiness trips – by people and goods – areimportant to grow the economy. The Strategyreduces road congestion at all times, and willtherefore provide more reliable journey times byroad. It also significantly reduces crowding on Luasand, to a lesser degree, on heavy rail.Figure 12.2 below shows a marked reduction inpeak-time congestion on all radial road corridorscompared to the Do-Minimum (illustrated inFigure 5.1).This is as a result of the improved services andincreased capacity on rail routes adjacent to radialroad corridors (the Navan, Maynooth and Kildarelines and Metro North) and, in the case of the M50,Metro West – and as a result of road use charging.However, as the second diagram shows, thereis less reduction in congestion within the M50– here, the shorter journeys are deterred less bycharging, while demand for access to jobs meansthat most routes will continue to be used at theircapacity regardless of the improved availabilityof alternatives. This will be addressed by trafficmanagement, parking and other policies which aimto get more of these shorter trips to transfer towalking and cycling ’soft modes’.Chapter 12: page 13 www.2030vision.ie

Figure 12.2: Forecast road congestion 2030 – with Strategy in place (morning peak travel period)Note: The above graphics represent abstractions from the strategic transport model used for the development of the Strategy.Because of the strategic regional nature of the transport model, the exact details for any particular road link are indicative only.Chapter 12: page 14 www.2030vision.ie

Figure 12.3: Forecast rail crowding 2030 – with Strategy in place (morning peak travel period)Rail crowding also falls markedly from the DoMinimum position shown in Figure 5.2, wherethe DART, Maynooth and Kildare lines are allabove crush capacity. Moreover, the upgradedand expanded network will have reserve capacityto accommodate additional trips – especially onMetro North, Green Line extension and all of theformer coastal DART route.The diagram indicates that there are somepotential capacity issues by 2030 on the Luas RedLine, especially where Lucan Luas line shares itstrack, west of the city centre. This suggests a needto consider development of a separate alignmentfor the Lucan Luas line over this section.Some of the spare city centre rail capacity shownon the diagram may in practice be taken up by newcommuting within the central area, (for exampleadditional business-to-business trips made by railwhich are currently made by taxi or walking), asdemand levels for these shorter trips are likely tobe underestimated in the model forecasts.The Strategy provides crowding reduction benefitson inter-urban buses, but only marginal benefitson Dublin Bus routes and services. The impactof the road user charge is discounted for thesesub-objectives, since it is considered businessestravellers will be more willing to pay this chargethan will those travelling at their own expense.This is because they will benefit most from thefaster journey times on much less congested roads,arising from a transfer to other transport modes ofcar users who do not wish to pay the user charge.The Strategy delivers a substantial decrease of 7%in average public transport journey times between‘business clusters’ (locations with the highestnumbers of jobs) – though there is a marginalincrease in car journey times for these trips and a17% rise in HGV journey times.Overall, however, the Strategy provides the largestbenefits for car users travelling from home toaccess jobs at these business clusters – a 22% dropin journey times.Chapter 12: page 15 www.2030vision.ie

In comparison the equivalent reduction for travel bypublic transport to these locations is 1%, though thisin part reflects longer average trip lengths by publictransport as network coverage improves and publictransport claims a larger mode share. There are also‘agglomeration benefits’ (better access to more jobsor better jobs) for public transport users, who arebenefiting from the new services introduced.Alongside the substantial capital costs associatedwith the additional infrastructure proposed in theStrategy, account also needs to be taken of theincreased public transport operating costs, resultingfrom the new demand caused by the road usercharge. These costs will be offset to some extentby increased revenues, and the potential use oftolls and charges for road maintenance and to fundasset replacements.The Strategy provides significant benefits for carsand HGVs to and from the Airport and Dublin Port.There are also benefits for public transport userstravelling to the Airport, but not Dublin Port. Ifthe option to include HGVs in road pricing weretaken, it would increase the cost of road freight butimprove journey times and reliability further, aswell as encouraging transfer to alternative freightmodes - e.g. rail and water.The commitment to increase facilities for HGVsinclude a HGV strategic freight network, withconsolidation centres and (potentially) dedicatedfreight lanes on certain roads.Strategy costsThe costs of major infrastructural elements andoperational improvements included in the Strategywere estimated, to enable a cost benefits analysisof the Strategy to be undertaken.The capital and operating costs, (2002 prices,discounted for the purposes of cost benefitanalysis), are set out below.Means of travelPublic TransportProposalsCapital CostsNet PresentValue (€m)Operating CostsNet PresentValue (€m)5,999 1607Road Proposals 465 422Total 6,464 2,029These costs do not take into account anyadditional revenue (through additional faresor road user charging) that the Strategy maygenerate). The Strategy is expected to besignificantly less expensive to implement than theEconomy themed or Social themed options, due tothe more limited amount of road building. This willhelp to ensure that the levels of benefits realisedwould represent good value for money for thisinvestment. The Environment themed option –with fewer public transport schemes included thanthe Draft Strategy – would have had lower costs.However it would not in practice have deliveredas high a level of benefits in terms of economiccompetitiveness since less travel would take place,as a result of both road user charging and limitedinvestment in additional public transport capacity,leading to overcrowding. Unless equivalent valuejobs could somehow be relocated nearer to wherepeople live (thus requiring less travel) there wouldbe some detriment to economic competitivenessand growth.Transport economic efficiency analysisThe strategy package has been subject to adetailed assessment of economic benefit andcosts analysis in order to help assess the overallimpact upon the economy. An economic modellingpackage (TUBA) has been utilised to assess thebenefits and costs of the strategy for users, privatesector service providers and the public accountsover a 30 year period.Unlike most appraisal assessments, the TUBAmodelling utilises both the morning peak andinter-peak transport model outputs but, as such,only those schemes that are incorporated withinthe transport model are assessed as part of theTUBA outputs.Chapter 12: page 16 www.2030vision.ie

The proposed measures within the Strategypackage will result in changes in User Benefits forboth personal travellers (consumers), as well asbusiness travellers.Benefits (or disbenefits) are derived fromchanges in:• Journey times• Vehicle operating costs• User charges (including fares and tolls); and• Reliability and Quality benefitsSocial cost benefit analysisThe Strategy package has been subject to adetailed social costs benefit analysis in order toassess the overall costs and benefits to society.This analysis draws upon much of the TransportEconomic Efficiency analysis within the economysection of the multi-criteria assessment. Thisprovided an assessment of both the Net Private(User and Service Provider) Benefits from thestrategy, as well as Public Sector Investment Costs.In addition, the social costs benefit analysis alsogives consideration to any changes in the cost ofexternalities, specifically carbon and accidents.The analysis indicates that the overall benefitsdelivered by the Strategy are in the order of €36billion (2002 prices, discounted), providing a ratioof the benefits to costs of the Strategy Package inthe order of 5.Whilst there must be caveats in relation tothe precise scale of the benefits and costs, ascalculating a ratio for a wide-ranging Strategyincorporating many measures can only beindicative, the result clearly demonstrates thatthe Strategy package will deliver substantialbenefits to society that outweigh the costs ofimplementation and operation.12.3.3 Objective 3 Improve the built environmentNo. Sub-objective Strategyscore3.1 Improve andmaintain theenvironmentfor peoplemovementMeasures which supportthe sub-objectiveOVR 1WCY3WCY4WCY5WCY6WCY8Transport user hierarchyImprove streetscape intown centresWalking/cycling inresidential areasFootpath provision andmaintenancePedestrian crossingfacilitiesPlanning policies tosupport walkingPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Placing pedestrians at thetop of a transport userhierarchy and enhancementof facilities, for pedestriansand cyclists, particularly intown centres and residentialareas, should create a muchmore pleasant environmentfor people movement.Chapter 12: page 17 www.2030vision.ie

No. Sub-objective Strategyscore3.1 Improve andmaintain theenvironmentfor peoplemovement3.2 Improve thequality ofdesign andmaintenanceof transportinfrastructureand vehicles3.3 Minimisephysicalintrusionof motortrafficMeasures which supportthe sub-objectiveWCY10WCY11WCY17ROAD10Enforcement onobstructions to walkingCycling environment intownsPlanning policies tosupport cyclingMaking roads saferAll of the above measures for publicspaces, plus the following measuresto improve public transport:BUS9BUS10BUS11BUS12RAIL15RAIL16TC1TC3LU4WCY1WCY2BUS11ROAD4Bus stop improvementsUse of appropriate andaccessible vehiclesReduce on-streettermination and layoverCoach access andparkingAdditional rail vehiclesStations and tram stopsTaxi priority and accessin town centresTaxi fleet quality andaccessibilityMaximum parkingstandardsTraffic restrictions intown centresLower speeds in towncentresReduce on-streettermination and layoverTraffic management onlocal authority roadsPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)The impact of measures inthis category should leadto higher levels of walkingand cycling in the GDA thananticipated by the modellingwork (which predictsmarginal change in overallpeak walking and cyclinglevels).The measures in 3.1 abovewill also lead to new benefitsin the quality of public space.Within this, special attentionwill be paid to transportaccess points – looking atbetter design of stops andstations, including on-streettaxi facilities.Public transport journeys willbenefit from more modernvehicle design over time,and a 14% shift to greaterrail and Luas/Metro userelative to bus will generallyprovide a higher quality offleet and levels of passengercomfort. This will bemirrored by improvement tointerchanges.The Strategy includes a rangeof measures that reduceseverance by roads and traffic– both by serving to reducevehicle kilometres by 31%overall, and through targetedmeasures in the busiest areaswhere impact on other roadusers will be greatest.Chapter 12: page 18 www.2030vision.ie

No. Sub-objective Strategyscore3.3 Minimisephysicalintrusionof motortrafficMeasures which supportthe sub-objectiveROAD8FRT3TDM1TDM2Management of parking,waiting & loadingPlanning for Distributionand ServicingTraffic control measuresParking charges andleviesPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Benefits from restrictingaccess for some cars lowerspeeds and limiting allHGVs in urban areas will becomplemented by bettermanagement of the on-streetvisibility of public transport.The Strategy includes measures that generallyenhance the urban environment, includingimproving and maintaining the streetscape, betterdesign of residential streets to assist pedestrianand cyclist movement, and other measuresproviding priority for pedestrians and vulnerableusers in towns and Dublin city centre.These will need to be closely linked withdevelopment planning, to ensure that high-qualitystreetscapes and permeable access is provided innew developments; as well as other enhancementsto the urban public realm.Planning measures will be needed to promote thepositive aspects of transport-related developmentin urban areas and to recognise and mitigate thepotential negative impacts. Measures WCY 8and WCY 17 are designed to take full advantageof this type of opportunity to promote positive,high-quality and attractive walking and cyclingenvironments in urban centres and thesemeasures will result in positive townscape andstreetscape impacts.The Strategy includes a significant number ofenhancements to public transport vehicles, aswell as good quality on-street infrastructure forthose waiting for buses, coaches and taxis. Thesemeasures also have the potential to enhancetownscapes – and can result in wider urbanregeneration effects, such as those often associatedwith new light rail lines and high quality transportinterchanges and hubs.Some more detailed assessment of the vehicleflows along corridors has been undertaken forStrategic Environmental reporting of noise levels,and initial analysis shows the Strategy will havea significant positive impact on reducing physicalintrusion of traffic in many areas where peoplecirculate, reinforcing the usability of streets andenhancing access by walking and cycling to keyfacilities (though this is not all directly captured inthe modelling).Alongside this, greater attention to maintenancewill be needed to avoid the deterioration of suchfacilities – and the streetscape itself – over time. Itis clearly enshrined in the overall Strategy approachthat quality must be not only designed and built inwhere investment takes place, but also maintained.Management of the competing uses of streetswill be important, alongside design and newinvestment, in delivering and maintaining moreusable and people-friendly streetsOverall, the Strategy is considered to perform wellagainst this objective.Chapter 12: page 19 www.2030vision.ie

12.3.4 Objective 4 – Respect and sustain the natural environmentNo. Sub-objective Strategyscore4.1 Minimise theimpact oftransport onair qualityMeasures which supportthe sub-objectiveAll of the Walking/Cycling, Busand Rail measures which providealternatives to the car andadditionally:ROAD4ROAD5ROAD8ROAD11FRT2FRT3FRT4FRT6TDM1TDM3Traffic management onlocal authority roadsTraffic management onstrategic roadsManagement of parking,waiting & loadingReducing vehicles’environmental impactsManagement of HeavyGoods VehiclesPlanning for Distributionand ServicingLow emission freightvehiclesStrategic freight routingTraffic control measuresRoad use chargingPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Transport emissions ofPM10 will be reduced by theStrategy, primarily due toless bus use relative to railand urban HGV controls –benefitting small numbers inthe residential areas wherestandards for this pollutantwill not be exceeded.The assessment of NO 2showhigher numbers of peoplewill be exposed to higherconcentrations than will seea reduction – hence a smalldisbenefit accrues to thiselement.Note however that noimprovement in theenvironmental impacts ofroad vehicles (e.g. due toelectric/alternative fuelusages) compared to the‘Do Minimum’ scenario isassumed in the assessmentwork.4.2 Minimise theimpact oftransport onwater qualityMitigation around delivery ofinfrastructure such as:BUS7RAIL1RAIL4RAIL5RAIL7RAIL8RAIL9Bus Rapid TransitDART UndergroundMaynooth lineelectrification andextensionSouth East line removalof constraintsMetro NorthMetro WestGreen line Metroupgrade and extensionThe relatively low numberof infrastructure schemeson new alignments in theStrategy means there areonly minor negative impactsagainst surface-water,coastal, and transitionalsystems. The Strategy isconsidered to have neutralimpacts against RiverManagement Plans, the aimsof the Water FrameworkDirective and groundwatersystems, due to the limitedneed for new river crossings.Chapter 12: page 20 www.2030vision.ie

No. Sub-objective Strategyscore4.6 Minimiseadverseimpact oftransport onbiodiversityand naturalamenitiesMeasures which supportthe sub-objectiveMitigation around delivery ofinfrastructure such as:BUS7RAIL1RAIL4RAIL5RAIL7RAIL8RAIL9RAIL10ROAD2Bus Rapid TransitDART undergroundMaynooth lineelectrification andextensionSouth East line removalof constraintsMetro NorthMetro WestGreen line Metroupgrade and extensionNew Luas line Lucan toPoolbegDublin Port Tunnel-Poolbeg linkPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)The Strategy has a smallnegative impact uponbiodiversity and landscapeas a result of the landtakerelated to new railinfrastructure, in particularriver crossings.However, the limited numberof infrastructure projectsoutside urban areas in theStrategy means that overallimpacts are low; while insome cases reduced trafficlevels as vehicle trips reduce,or transfer to public transporton other corridors, may allowsome biodiversity to return.The environmental impacts of the Strategy havebeen independently assessed through the StrategicEnvironmental Assessment process, and arelaid out more fully in a separate EnvironmentalReport accompanying this Strategy document.This incorporates specific assessments thatcalculate how many people would be exposed tohigher or lower levels of noise and air pollutants,but otherwise relies on the same evidence andprofessional assessments of likely impacts as forother objectives.The air quality assessment produces a somewhatcounter-intuitive result – in that it would usuallybe expected to fall in a situation where road traffickilometres fall. However, it is very sensitive to theroutes traffic takes, especially if it routes throughpopulated areas which were already close toexceeding the statutory thresholds for pollutants.This effect seems to be happening with car traffic,hence the growth in the numbers of residentialdwellings (and thus the population) exposed tohigh NO 2levels – outweighing the number ofresidents experiencing a significant reduction intheir exposure levels. The numbers are not large(a net 23,000 people) and in practice, such effectscould be managed through local Air Quality Plansor a refinement in road user charging structuresto ensure that the areas in question did not suffersuch an impact.Noise assessment by contrast shows a moreexpected pattern, with the number of streetsexperiencing a drop in traffic noise levelsoutstripping those where noise levels increase by10% (49% vs. 39%).Chapter 12: page 22 www.2030vision.ie

Reductions in greenhouse gas emissions followa similar pattern, falling by 7% (day-long)compared to the Do Minimum, due to the roaduser charge limiting the number and length ofpeak car journeys and additional capacity on publictransport generating a significant shift to moreenvironmentally-efficient modes. This is lowerthan the overall 31% drop in peak vehicle use, asroad traffic reductions in the Strategy are muchmore pronounced during the peak travel period. Inaddition the car trips modelled as remaining aredisproportionately shorter, and travel on some ofthe most congested routes, where emissions tendto be higher.Both of the above effects are clearly strengthenedby the assumption of a per-kilometre road usercharge in the Strategy model, which – as well asdeterring car travel – will encourage drivers totake the shortest route rather than the fastestone. In practice any road user charge wouldalmost certainly seek to address congestion aswell as distance travelled, and if properly tailored,this would further improve the environmentalperformance of the Strategy.It is also important to note that the 7% drop inCO 2emissions is conservative as the modellingwork yielding this result did not take into accountpotential savings due to increased use of electricvehicles or other alternative fuels.Reductions in CO 2emissions will also benefitthe ‘natural resources’ sub-objective insofar asit directly corresponds to fuel consumption. TheStrategy will also be beneficial in conserving thesupply of land, due to the ability to deliver highdensity development supported by high capacitytransport accessibility along the rail/light rail lines,and support for shorter trips into and around keycentres which can be made by walking and cycling.In respect of raw materials, the issues that arise arerelated to their consumption in the construction ofnew infrastructure, facilities and vehicles – this canbe mitigated with best practice (by using recycledmaterials etc.) – but will need to be managed ata scheme or programme delivery level. In general,the Strategy supports less travel by car and shouldhence reduce road construction.Water quality, biodiversity and natural amenityobjectives also need to be addressed at individualscheme level. Detailed route choice and design andsuitable mitigation measures will be developed.However, this has not been assumed in the scoring,with an expectation of some negative impacts.Overall, the effect of the Strategy on theseenvironmental objectives balances out tobeing neutral.12.3.5 Objective 5 – Reduce personal stressNo. Sub-objective Strategyscore5.1 Improvejourney timereliabilityfor personaltravelMeasures which supportthe sub-objectiveLU4BUS2BUS3BUS5RAIL1Maximum parkingstandardsMetropolitan bus serviceimprovementsHinterland town busservicesExpress bus links toDublin City CentreDART undergroundPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)The Strategy will delivermore reliable journey times,substantial reductions inovercrowding on rail (13.5%)and Luas (20%) routesoperated.Chapter 12: page 23 www.2030vision.ie

No. Sub-objective Strategyscore5.1 Improvejourney timereliabilityfor personaltravel5.2 Reduce overalljourney timesfor personaltravelMeasures which supportthe sub-objectiveRAIL2RAIL3RAIL4RAIL9RAIL13TCC2INT5ROAD4ROAD5ROAD6ROAD7ROAD8ROAD9WCY11WCY12WCY13BUS6BUS7RAIL1RAIL2Northern line capacityand electrificationKildare line capacity andelectrificationMaynooth lineelectrification /extensionGreen line Metroupgrade and extensionReview Metro and Luasservice patternsTaxi interchange withpublic transportPark and RideTraffic management onlocal authority roadsTraffic management onstrategic roadsDriver informationManagement ofroadworksManagement of parking,waiting and loadingEnforcement of parkingand traffic offencesCycling environment intownsOn-road cyclingfacilitiesOff-road cycle tracksand pathsQuality Bus CorridorsBus Rapid TransitDART undergroundNorthern line capacityand electrificationPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)As well as the quantifiedbenefits to peak hourusers, the new journeyopportunities available atother times from new linesand services can be expectedto significantly enhancepersonal travel opportunities,and reduce car ownership.Car drivers benefit fromless congested roads –with 6-7%fewer journeysexperiencing very longjourney times or travelling oncongested routes, althoughthis requires the impositionof road user charges at thebusiest times.Local demand managementmeasures and parkingrestrictions willinconvenience drivers buthave benefits both for publictransport passengers andthose walking and cycling(the majority).Reductions in journey timeswill result from the increasedprovision of rail and lightrail services replacing slowerbuses and car trips, affectedby traffic congestion whichsegregated lines avoid. Waittime also falls as servicefrequencies rise.Chapter 12: page 24 www.2030vision.ie

No. Sub-objective Strategyscore5.2 Reduce overalljourney timesfor personaltravelMeasures which supportthe sub-objectiveRAIL3RAIL4RAIL7RAIL8RAIL9RAIL10RAIL11RAIL12RAIL13TCC2TDM3TDM4Kildare line capacity andelectrificationMaynooth lineelectrification /extensionMetro NorthMetro WestGreen line Metroupgrade and extensionNew Luas line Lucan toPoolbegNew Luas line toTallaght via KimmageMetro and Luas servicefrequenciesReview Metro and Luasservice patternsTaxi interchange withpublic transportRoad use chargingTravel behaviour changemeasuresPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Overall peak journey timeson public transport fall byonly 1% – this is a result oflonger car trips transferringto rail in particular. This –and the 27% fall in peak cartrip times – results from theimposition of distance-basedcharging.Although the Strategy shouldmake it easier to walk andcycle in town centres, modelresults suggest that sometrips will transfer from thesemodes onto newly-availablepublic transport.5.3 Improve travelinformationINT1INT2INT3INT4ROAD6Integrated publictransport informationIntegrated smartticketingSimplified integratedfares systemPublic transportinterchangeDriver informationThe Strategy will deliverreal time information on allrail and Luas services, andon bus services throughoutthe GDA, as well as easier toaccess data for infrequentusers or for complicatedtrips, better feedback ontravel disruptions etc. (Thebenefits of this have not beenquantified).Chapter 12: page 25 www.2030vision.ie

No. Sub-objective Strategyscore5.4 Improveease of useof publictransportsystemMeasures which supportthe sub-objectiveINT1INT2INT3INT4INT5TCC2Integrated publictransport informationIntegrated smartticketingSimplified integratedfares systemPublic transportinterchangePark and RideTaxi interchange withpublic transportPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Simplified fares andticketing will make it easierto understand and use anintegrated network of publictransport services, includingpark & ride.As public transport demandincreases so does the amountof interchange betweenservices – and hence morepeople will benefit from theproposed improvements inthese areas.5.5 Promotehealthierforms oftravel anduse of publicspaceWCY1WCY2WCY3WCY4WCY5WCY6WCY7WCY8WCY9WCY10Traffic restrictions intown centresLower speeds in towncentresImprove streetscape intown centresWalking/cycling inresidential areasFootpath provision andmaintenancePedestrian crossingfacilitiesWalking for leisurePlanning policies tosupport walkingWalking informationand marketingEnforcement onobstructions to walkingThe Strategy sets out asignificant package ofmeasures designed toincrease the numbers ofpeople cycling and walking.This is supported by moreconcentrated land usepatterns and locally locatedfacilities that people will wishto access.Alongside this, urban designmeasures (outlined underobjective 3 above) will makeit easier to walk, sit and waiton streets, and use streetsas places. Better informationon walking and cyclingoptions, and leisure walkingand cycling routes shouldalso facilitate these healthierforms of travel.WCY11Cycling environment intownsWCY12On-road cyclingfacilitiesWCY13Off-road cycle tracksand pathsChapter 12: page 26 www.2030vision.ie

No. Sub-objective Strategyscore5.5 Promotehealthierforms oftravel anduse of publicspace5.6 Improve travelsafetyMeasures which supportthe sub-objectiveWCY14WCY15WCY16WCY17WCY18WCY19WCY20WCY1WCY2WCY5WCY6BUS10BUS11ROAD9ROAD10FRT3TDM1Cycle hire provisionPublic cycle parkingCycle facilities atschools and workplacesPlanning policies tosupport cyclingCycle trainingCycle information andpromotionEnforcement onoffences againstcyclistsTraffic restrictions intown centresLower speeds in towncentresFootpath provision andmaintenancePedestrian crossingfacilitiesUse of appropriate andaccessible vehiclesReduce on-streettermination and layoverEnforcement of parkingand traffic offencesMaking roads saferPlanning for Distributionand ServicingTraffic control measuresPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Model results show walkingand cycling levels remainingstatic at 24% of all peak trips,but this is likely to be anunderestimate, as many suchtrips will be too short to becaptured at the strategic levelof model ‘zones’; there is alsoclearly enormous potentialfor the health benefits ofthese modes to be realisedoutside the peaks, especiallyas fewer people will owna car if they commute bypublic transport.Fewer casualties from roadtraffic accidents are expectedto result from the Strategy.Modelling results show thiseffect will arise primarilyfrom the lower numbers ofcar kilometres travelled –indicating a 32% fall in fataland a 27.5% fall in seriouscasualties during morningpeak periods.This takes no account ofpsychological effects of largernumbers of cyclists andfriendlier street layouts andfacilities for non-motorisedusers, nor of restrictionson traffic from busy areas– all of which serve toreduce conflict and improveperceptions of safety.Chapter 12: page 27 www.2030vision.ie

No. Sub-objective Strategyscore5.7 Improve travelcomfort andthe senseof personalsecurityMeasures which supportthe sub-objectiveBUS9BUS10RAIL15RAIL16TCC3ROAD4ROAD5ROAD6ROAD7ROAD8Bus stop improvementsUse of appropriate andaccessible vehiclesAdditional rail vehiclesStations and tram stopsTaxi fleet quality andaccessibilityTraffic management onlocal authority roadsTraffic management onstrategic roadsDriver informationManagement ofroadworksManagement of parking,waiting and loadingPredicted outcomes by2030 from Strategy (basedon 3-hour AM peak modeloutputs)Along with service capacityand frequency enhancementmeasures which will reduceovercrowding on publictransport (see 5.1 above),other measures will result ina more comfortable networkfor public transport users.Less stressful road travelwill result from lowertraffic levels and improveddriver environments – withbetter signs and signals, andinformation on traffic delaysand parking availability.The Strategy reduces road congestion especially inother areas leading to more reliable journey times,with vehicle kilometres travelled on roads whichare over-capacity at peak times reduced by morethan half. It also significantly reduces crowdingon the Luas and on heavy rail. There are somecrowding reduction benefits on inter-urban buses,but only a marginal drop in the proportion ofpassengers on very crowded vehicles on bus routesoperating in Dublin at peak times.Across all destinations, the Strategy deliverssignificant reductions in car, goods vehicle andpublic transport journey times, again largely due tothe road user charge – with peak average journeytimes falling 27% for cars, 14% for HGV but onlya small change on public transport. This is in partthe effect of the extended reach of rail and lightrail public transport networks, which (due to theper-kilometre charge) become most attractive forlonger journeys.The extent of the impact on personal travel otherthan that to work in practice depends on the timesof day at which the road user charge operates thelevel of the charge, and whether it would apply inoff-peak periods, where congestion is less of anissue and destinations sought are more diverse.The Strategy significantly increases total publictransport use – a 46% rise in peak passengerkilometres, and a 7% rise in mode share – andhence the benefits from measures such asimproved travel information, ease of use of thetransport system, safety, security and comfort willbe enjoyed by a wider range of travellers. Measuresto make travel information for walking and cyclingbetter, as well as driver information, benefit othersacross all modes.Chapter 12: page 28 www.2030vision.ie

Total travel time by public transport increases inline with demand, with the average travel timemuch the same as the Do Minimum, however theaverage distance travelled on public transport in thepeak period is up by approximately 50%, indicatinga significant transfer of longer distance car trips to(relatively fast) public transport services.There is also a transfer from bus to Luas/Metro andDART. The Luas/Metro share of total peak traveldoubles from 6.5% to 13%, while bus usage inthe Metropolitan area of Dublin more than halvesfrom 20% to 9.5%, when comparing the Strategyagainst the Do-Minimum.Average walk and wait times per trip fall in thepeak (6% and 10% respectively), suggestingimproved access to, and frequency of, publictransport services in general.This objective (reducing personal stress) was ratedamongst the most important by the public at thebeginning of the Strategy development process.Despite the fact that it has no direct equivalent inthe Multi-Criteria Appraisal (MCA) reported below,it is important that the Strategy has been designedto include measures which deliver a highly positiveset of results against all the sub-objectives underthis objective.12.4 Performance against transportappraisal criteriaStrategy appraisal performance in relation tothe six ‘MCA’ appraisal objectives based on theDepartment of Transport’s Common AppraisalFramework is shown in the table below. Thisis based on both analysis of quantified datareceived from the GDA transport models and theSEA process, and the performance of policy typemeasures which affect travel behaviour, but whoseeffect could not be modelled directly.The aggregate MCA scores for the Strategy areshown in Table 12.1 in relation to the optionpackages where, as seen above with the Strategyobjectives appraisal, they match the best ofthe options – but at lower cost and with somepotential shortcomings reduced.The scoring table (below) uses a broadquantification of benefits (relative to Do-Minimum) to set the scores for each criterion ona scale from – 3 to +3 (colour coded as set out insection 12.1). Within this, the following is seen:CriterionEconomy themedoptionSocial themedoptionEnvironmentthemedoptionPreferred OptionSafetyEconomicAccessibilitySocial inclusionIntegrationEnvironmentalChapter 12: page 29 www.2030vision.ie

Safety – Public transport enhancements improvesafety benefits primarily by removing car trafficfrom roads, reducing accidents regardless of othermeasures. However, complementary measurescovering pedestrian, cyclist, traffic managementand speed control measures (not in the modelledStrategy) should also improve overall safety.Economy – Journey time benefits are highcompared to Do Minimum, and significantreliability benefits accrue (with less traffic onthe busiest roads at the busiest times). Widereconomic benefits from business-to-business linksmay add value, related to the ‘agglomeration’ andaccess to better jobs sub-objectives; as will themore efficient access of goods to markets.The Strategy comprises a deliverable package ofinterventions and with a positive Benefit to CostRatio (BCR), represents good value for moneyoverall. This is based solely on the modelledoutputs and is therefore conservative, taking noaccount of local walking, cycling and bus servicesand the impact of behavioural change programmes.Whether income from the road user charge shouldbe set aside to support public transport subvention,and/or create a fund for road maintenance andrenewal, was not accounted for.Accessibility – The Strategy scores well on ‘optionvalues’ by giving access to new public transportservices to those who do not actually use them, butbenefit from having the option, and could becometargets for travel behaviour change programmes– though in respect of both these aspects, moredetailed assessment would be required forindividual measures. Some potential severanceimpacts arise from new infrastructure, but thereis relief from less busy roads and the measuresrelated to the “built environment” objective above.Integration – There are positive scores herefor transport interchange improvements and‘geographic integration’ – driven by improvedairport links and capacity on the Dublin-Belfastrail route – while the linkages to land use policymean the Strategy scores well for that area. Theroad user charge affects the score against othergovernment policies, especially under the subobjectiveof ‘improving access to other parts ofIreland’, which supports a National DevelopmentPlan objective. However, the better public transportoptions do compensate for this.Environment – this performance is more mixed, dueto the range of outcomes considered, with smallnegative impacts recorded against some areas butwith three large positives. As with the objectivesappraisal, most of the negatives come from thepotential construction impacts, which may inpractice be mitigated. The issue of air pollutantsfalling in some areas but rising where theyaffect more people, would again be dealt with inimplementation of the measures. Overall, however,the core benefits of the Strategy in reducingtraffic levels – and hence greenhouse gases andtraffic noise – would offset this. Along with a setof large and obvious public health benefits – withfewer accidents and higher levels of walking andcycling as well as lower noise exposures – theenvironmental performance overall is neutral.ConclusionThe Multi-Criteria Appraisal shows that thestrategy is likely to perform well against the keyindicators used in the assessment of transportschemes, and to give good value for money.Social inclusion – There are positive impactson journey times for car and public transport;however, road user charging has negative impactson deprived and vulnerable groups if they arecar users and must travel at these times. Newpublic transport routes or trip options to existingdisadvantaged areas and ‘at-risk’ new settlementswill reduce this negative impact.Chapter 12: page 30 www.2030vision.ie

12.5 Meeting Smarter Travel targetsA key context for the Strategy is the Government’sSmarter Travel document that sets specifictransport objectives and targets nationally, andhence it is important to check how well theStrategy meets these targets for the GDA. TheStrategy outcomes relative to some of the SmarterTravel targets has already been discussed in theevaluation against Strategy objectives.This section examines how well the Strategyperforms relative to two specific Smarter Traveltargets – i.e.• Work-related commuting by car to be reduced to45%; and• Total vehicle kilometres travelled by car shouldnot significantly increase.The table below presents the expected GDA modeshare of trips in the morning peak for the Strategyscenario compared with the Do Minimum andagainst the known mode share in 2006.Means of travel 2006 2030Do Minimum2030StrategyWalk or cycle 24% 24% 25%Public transport 19% 23% 30%Car / privatetransport57% 53% 45%From the table, it can be seen that the Strategywill meet the car mode share for all GDA trips inthe peak travel to work period by 2030. The tableindicates only a small change in the walking andcycling mode share of trips. However, it should benoted that the model does not capture the benefitsof all of the various walking and cycling measuresin the Strategy (see Chapter 9). These measurescan in reality be expected to deliver a significantincrease in the mode share of walking and cyclingtrips – particularly within the city and major townsin the GDA.The table below shows the forecast number ofvehicle kilometres travelled by car in the GDA ina typical weekday morning peak period (7am to10am) with the Strategy in place, and comparesthis to the Do Minimum scenario, and the known2006 base year.Means of travel 2006 2030Do MinimumMillions of carkmin AM peak2030Strategy7.9 13.7 8.5The table shows that the Strategy will deliver asmall increase in peak vehicle kilometres travelledby car over 2006 and a significant decrease relativeto the Do Minimum. Overall the Strategy asmodelled in the peak period would come close todelivering the Smarter Travel target for the GDAof not significantly increasing vehicle kilometrestravelled. In practice charging levels and structuresfor the proposed road user charging scheme for theGreater Dublin Area could be adjusted at designand implementation stage to meet this SmarterTravel target in full.12.6 Impact of Strategy measures on outcomesIn addition to quantifying the overall outcomesof the Strategy against the objectives and MCAcriteria through the appraisal process, and testingit against Smarter Travel targets, it is also worthlooking at how the different categories of Strategymeasures (set out in Part 2 of the Report) combineto best meet the objectives, and deliver the desiredoutcomes.Joined up transport and land use planningGiven the quantum of land use change which couldpotentially take place by 2030, these measures arelikely to be crucial in delivering better accessibility(objective 1), and will deliver many of the localmeasures in town and district centres, includingcomplementary measures for improved streetsand public spaces for walking and cycling, morepermeable retail and residential development andnew local connections between communities.Chapter 12: page 31 www.2030vision.ie

Overall, better planning of residential developmentlocations, to give better access to jobs, schools,shops and other facilities, improved routesto onward public transport networks, as wellas dedicated cycle routes/parking, will play acumulative role in reducing car demand.Improving the walking and cycling environmentThese short trips will play an important role inreducing demand for car use, although they willtend to complement the larger scale interventions,with analysis suggesting the share of trips by thesemodes is maintained at around 24% of peak travelin both the Strategy and Do-Minimum. However,as noted above, peak-hour modelling is likely tohave underestimated this impact, and the actualpotential for these modes – especially when wellpromoted– remains higher.Proposals such as pedestrian and cyclist prioritiesin town centres, restrictions to larger lorries intown centres, restricting long-stay parking to freeup streetscape, and support for the introductionof electric vehicles will all help meet Strategyenvironmental objectives, as well as improvingpublic health and reducing stress.Better, easier to use public transportThe role of major rail infrastructure schemesin the Strategy is essential for supporting thedevelopment strategy of residential growth alongkey rail corridors foreseen in Regional PlanningGuidelines, as well as fitting in with the investmentframework from Transport 21.Key measures include the new rail and Metro lineswhich increase capacity on radial corridors servingNorthern coastal suburbs, Maynooth/Leixlip, theKildare line suburbs (Adamstown, Clonburris etc.),Navan, Blanchardstown and Swords, Dundrum,Sandyford and Bray and Tallaght. Along withthe Luas line to Lucan, these provide capacity ongrowing mass transit corridors.In addition, key missing links and connections arecreated through the DART Underground and linkingelectrification, Metro West to serve the Clonburrisand Liffey Valley area and link to Blanchardstown;and Luas Lines to Lucan, Kimmage and Luas lineBXD crossing the city. Enhanced quality bussupports mode shift to public transport within theM50 and on some long-distance routes not servedby rail (for example the M2 corridor), and actsas precursor to Luas on growing public transportcorridors, such as the new orbital routes throughsouth Dublin to Dundrum and Dun Laoghaire.Alongside the infrastructure investment, a range ofmeasures will enhance ease of use of this system,such as ticketing, integrated fares, information andmarketing, as well as the measures that improveaccess for physically and socio-economicallydisadvantaged groups.Although not always captured in the modeloutputs, other proposals that link communitiesto each other and to the social and communityactivities they need to access are vital. Newnetworks will improve public transport availabilityin outer suburban areas, and Designated Towns forthose travelling to access health and communityservices, leisure and recreation facilities, or visitfamily and friends, including coverage outside peaktravel to work times.Strategic road traffic, freight and travel demandmanagementTo discourage growth in car use, only limited newstrategic road building is proposed. This factor,together with the proposed road user chargingmeasures, discourages longer distance car traveland encourage overall shift to other modes. Thesemeasures will be backed up by strategic trafficmanagement measures and widespread travelplanning and travel behaviour change measures.Strategic connectivity between growing Hinterlandcommunities is acknowledged through anincremental upgrade proposal for the Leinsterorbital corridor. The road freight network willalso benefit from the large reductions in privatecar traffic on the motorway and national roadnetworks, making HGV trips more reliable.Chapter 12: page 32 www.2030vision.ie

In urban areas, traffic management and localservicing and distribution policies will improveconditions and make efficient use of the network,enhancing journey time reliability such as throughbetter management of events.Overall, traffic-related proposals are likely tosupport the objective of reducing transport relatedgreenhouse gas emissions, reduce emissions,improve local air pollution and noise, minimise theimpacts on natural amenities and the countryside,and improve towns and streetscapes for walkingand cycling, through keeping traffic impacts totheir minimum.12.7 Strategy synergy and deliveryIn delivering the strategy, it will be importantto consider how policy and infrastructuremeasures should interact – e.g. how far demandmanagement should be applied on a corridorbefore infrastructure proposals are broughtforward; and what should be done followingenhancements to ensure that new car trips(”generated traffic”) do not emerge to occupyroad space freed up by transfer to other modes asa result of the scheme delivered.Assessment of benefits of major infrastructuralschemes on a corridor by corridor or area-widebasis may form a starting point for furtherconsideration of these issues. However, theStrategy has already considered connectivity issuesat ‘area band’ level – for example, between theHinterland towns linked by the Leinster OrbitalRoute – and the need for self-contained localtransport plans for Designated Towns, as well aslocal access plans for each Designated District,highlighting the short trips within its catchment.These overlapping layers of implementationplanning should feed into an overarchingprioritisation framework that will help determinethe order and timing of delivery using newinformation on demand and development andensure best value for public monies, as wellas accounting for any gaps in current networkperformance that are in need of addressing.12.8 Tests of Strategy performancewith lower growth forecastsIn predicting the outcomes that the Strategywill deliver, it is important to bear in mind thatall long-term forecasts have a high degree ofuncertainty – and this is particularly importantto consider, given the recent sharp economicdownturn, and the associated slowdown inpopulation growth and decline in employment inthe Greater Dublin Area. Although this slowdownmay be a relatively short term when comparedto the lifetime of the Strategy, it is prudent toundertake a sensitivity test on the Strategy totest its robustness under a scenario where muchof the predicted growth in travel demand doesnot materialise over the next 20 years.For this reason, a scenario was developed wherepopulation and employment in 2030 are both20% lower than the RPG based forecasts usedto develop the Strategy. This would result ina net increase of only 11% in population andemployment in 2030 compared to 2006 levels.This growth approximately equates to the lowestof a range of forecast scenarios for the GreaterDublin Area prepared by the Central StatisticsOffice in 2008 31 .The outcome of the assessment of this scenarioshows that the Strategy is still likely to performwell in meeting all its key objectives, and thekey measures in the Strategy would be retained.However the timing of construction of some ofthe major infrastructural schemes set out in theStrategy might be postponed to take accountof the lower rate of growth in travel demandassociated with lower population and employmentgrowth. This would be particularly likely to affectmajor schemes that depend to a significantextent on future population and employmentgrowth along their corridors for their financial andeconomic viability.Schemes identified as subject to retiming orpostponement under a lower growth scenarioinclude:31 http://www.cso.ie/releasespublications/documents/population/current/poppro.pdfChapter 12: page 33 www.2030vision.ie

• Metro West;• Extension of Luas Green Line to Bray/Fassaroearea;• The proposed heavy rail line to Navan; and• Investment in rail cars, depots and supportinginfrastructure.Subject to further project specific assessment,linked to emerging development trends, otherelements of the Strategy may also be subject totiming adjustments.12.9 Tests of Strategy performance forlonger term planning horizonsA test of the performance of the Strategy in thelonger term, up to 2050 was also undertakenwith a view to understanding whether the majorinfrastructure proposals in the Strategy would havesufficient capacity to cater for forecast demand,or whether significant additional infrastructuremay be needed in the longer term. In this test,population and employment were assumed togrow beyond 2030 forecasts in areas in the GDAthat are suitable for future development.Broadly, the Strategy continues to perform wellin this scenario against Strategy objectives,however demand on certain corridors exceedscapacity, suggesting further transportinterventions would be required by 2050, shouldthe forecast growth materialise.12.10 ConclusionThe evaluation of the Strategy shows that it willdeliver significant benefits against each of the highlevel objectives. In particular it will:• Help build and strengthen communities byimproving accessibility within communities, to theservices they need and to other regions;• Improve economic competitiveness by reducingjourney times and improving journey timereliability for all travel and ensuring good value formoney of transport expenditure;• Improve the built environment by creatinga better environment for people movement,improving the quality and design of public spacesand minimising the intrusive impact of all formsof transport;• Respect and sustain the natural environment byimproving transport efficiency and minimising thenegative environmental impact of transport; and• Reduce personal stress by improving people’sjourney times and journey time reliability and bymaking the transport system easier to use.The strategy also delivers significant benefitsagainst the transport appraisal criteria of Safety,Integration and Social inclusion. It also representsexcellent value for money by delivering a highbenefit to cost ratio and a healthy internal rate ofreturn on investment.Against the Smarter Travel targets, the Strategymeets the specific target of reducing the modeshare of car trips to 45%, and – despite thesignificant growth in overall travel demandanticipated by 2030 – does not significantlyincrease vehicle kilometres travelled by car inthe peak although there would be some growthin off-peak periods. In this regard, the Planningand Demand Management measures included inthis Strategy will be critical in ensuring that thechallenging Smarter Travel targets are achieved.It is important to note that the full impact of manyof the planning and policy measures – particularlythose aimed at transforming the walking andcycling environment in town centres, but alsolocal bus services in hinterland towns – cannotbe fully captured by the modelling assessment. Inpractice such measures have the potential to havea far greater impact on local trips than has beenreported by the Strategy assessment or capturedwithin the BCR.It should also be noted that the Authority underits statutory remit will put in place a system ofmonitoring the impact of Strategy measures asthey are implemented to ensure that the statedtargets are met. This will be part of the Next Steps– and more details are included in Chapter 13.Chapter 12: page 34 www.2030vision.ie

Chapter 12: page 35 www.2030vision.ie

Chapter 13Next stepsIn this Chapter:13.1 Overview 113.2 IntegratedImplementation Plan13.3 Funding 213.4 Integrating Transportand Land Use Planning13.5 Environmentalconsiderations13.6 Monitoring Progress 3123Chapter 13 www.2030vision.ie

13.1 OverviewChapters 7 to 11 list some 84 different measures(many of those with several sub-measures) thatform the basis of the Strategy.These range from providing major new elementsof transport infrastructure to making smallscale improvements to existing services. The listcovers interventions relating to all the surfacemodes of transport in the Greater Dublin Area.Measures targeted at improving the coverage andperformance of infrastructure as well as policymeasures and those aimed at changing personaldecision-making and behaviour are included inthe Strategy.The Strategy represents the overall strategicapproach to developing transport within the GDAfor the period up to 2030, and, by its nature,must take a high level approach in many ofits recommendations. Legislation requires thepreparation of six- year Implementation Plansaddressing the delivery of the elements of theStrategy to the required level of detail for theperiod covered by each Plan. Legislation alsorequires a cycle of six yearly reviews of the strategyin a similar fashion to the Regional PlanningGuidelines. This cyclical strategy review process,the requirement to be consistent with evolvingRegional Planning Guidelines along with the cycleof 6 year implementation plans all emphasise theneed for flexibility, as contained in the Strategy.13.2 Integrated Implementation PlanSection 13 of the Dublin Transport Authority Act(2008) requires the Authority to, within 9 monthsof Ministerial approval of the Strategy, preparean Implementation Plan covering the first 6 yearsof the period planned for by the Strategy. TheImplementation Plan will consist of:a) Programmes for investment in infrastructureand services over the Plan period, andb) Integration measures – actions to be taken toimprove physical integration of infrastructurebetween and within modes of transport, and toimprove the integration of services.The Authority will proceed with the preparationof the first Implementation Plan following theadoption of the Strategy. Public consultation willbe undertaken during the development of the draftPlan and the final draft Plan will be submitted tothe Minister for Transport for his or her approval.In delivering the implementation Plan, theAuthority will monitor the need for legislativechanges to facilitate the delivery of Strategymeasures, and will seek the provision of anynecessary legislative changes.Chapter 13: page 1 www.2030vision.ie

13.3 FundingThe unprecedented economic circumstancesprevailing in Ireland at the time of the adoptionof this Strategy, will clearly mean that the level ofavailable funding for investment in transport overthe early years of the Strategy will be significantlyless than anticipated under prior investmentplans and programmes. The Strategy has beendeveloped mindful of these circumstances andconstraints.The 84 measures set out in the Strategy comprisea mix of high cost projects and low cost plus zerocost projects and initiatives. Considered overall,the majority of the Strategy measures are eitherlow cost or, indeed, zero cost proposals, with alimited number of high cost capital projects onlyproposed where, ultimately, the future transportdemands require such investment to deliver thenecessary long-term capacity in the transportsystem. The delivery of many of those high costschemes can, and will, extend over many years –it is not a prerequisite of the Strategy that theyare delivered in the early years of the Strategy.The Strategy is not intended to represent a shorttermsolution to the transport deficiencies inthe Greater Dublin Area. Instead it representsa long-term framework for the developmentof transport in the Greater Dublin Area up to2030. Irrespective of the nature of the currenteconomic difficulties, it is important that thelong term objectives and goals for transport inthe region are appropriately established and thateach investment moves incrementally towardsdelivering the overall outcome.Accordingly it is envisaged that the componentelements of the Strategy will be delivered on aphased basis over the period of the Strategy. Theexact pace of delivery will be dictated by the levelof available funding and will be established in thevarious Implementation Plans over the period ofthe plan.Section 14(5) of the Dublin Transport AuthorityAct (2008), provides that the Minister forTransport, in consultation with the Minister forFinance, will provide guidance on multi-annualfunding arrangements. The Authority will havefull regard to such guidance in preparing theImplementation Plan.While the availability of capital funding is bothnecessary and welcome, there is a continuedneed to support service delivery and to ensurethe appropriate maintenance of the infrastructureassets developed under the Strategy. TheAuthority will seek to achieve effectiveand efficient maintenance and operationalarrangements so that the necessary high-qualitylevels of service are offered to the public. Thiswill be essential to ensure that public transport(as well as cycling and walking) will make theirexpected contribution to the achievement oftransport policy and objectives.13.4 Integrating Transport andLand Use PlanningTransport planning can only be successful if itis integrated with land use planning. Spatialpolicies aimed at reducing both the need totravel and distance travelled by locating futureregional populations closer to their employment,education and shopping opportunities are required.Conversely, provision of high capacity publictransport can only be effective if matched withappropriate development patterns within itscatchment. Accordingly, it is vital that land useplanning and transport planning are fully aligned,both spatially and over time.To this end the Strategy sets out, in Chapter8, various land use planning objectives andrecommendations that are aimed at integratingtransport and land use planning in a coherent andconsistent way.As required under Sections 81-95 of the DublinTransport Authority Act (2008), the Authority willfulfil its role in participating in the preparation ofthe Development Plans of each Planning Authorityin the Greater Dublin Area, and will ensure thatplanning proposals are consistent with, and supportChapter 13: page 2 www.2030vision.ie

the achievement of, the Strategy and the transportpolicy objectives. It will also participate in thedevelopment of draft regional planning guidancedrawn up by Regional Planning Authorities in theGDA, to ensure similar consistency of intent.The Authority will also work with GDA PlanningAuthorities to draw up local area plans that willinclude integrated transport provision, initiallytargeting the Designated Town and District centresand progressing to include all areas likely to besubject to development or redevelopment, in orderto ensure consistency between the Strategy andthe actions to be pursued at local level.13.5 Environmental considerationsThe development of the Strategy has beenaccompanied by consideration of environmentalissues through, in particular, the StrategicEnvironmental Assessment process and theHabitats Directive Assessment process. Thatprocess of environmental assessment will continuethrough the project development stage forindividual schemes forming part of the Strategy.In preparing the Strategy, it has been identifiedthat a number of schemes have the potential toimpact on Natura 2000 sites. This is dealt with inthe Natura Impact Statement, which has identifiedthat this should be further addressed throughproject-level Appropriate Assessment.Projects which are taken forward to developmentconsent stage will be supported by environmentalappraisal and Environmental Impact Assessment(EIA) where appropriate. All transport projectswill be constructed in accordance with applicabledesign standards and environmental regulationsand that mitigation measures in accordance withgood practice will be incorporated into the designand construction of these schemes.13.6 Monitoring ProgressAs the Strategy is a 20 year plan, arrangementsto monitor the progress of its delivery overthat period will be required. This will primarilybe the responsibility of the Authority under itsstatutory remit.The framework for such monitoring will be largelythrough the series of shorter-term implementationplans that will be developed and which willestablish the delivery schedules for the variouselements of the overall Strategy. Details of themonitoring arrangements will be established aspart of the process of preparing the first suchimplementation plan.In addressing such issues at project leveldevelopment, the preferred approach will beto avoid significant negative impacts throughappropriate design and mitigation. However, if thisis not possible, then alternatives will need to beexamined and in the absence of these, there will bea requirement to demonstrate imperative reasonsof overriding public interest for the scheme and toimplement compensatory measures to offset anysignificant negative impacts that are identified.In delivering the Strategy, the Authority will,in collaboration with the relevant agencies,actively address the protection and enhancement,where practical, of the natural, built and historicenvironment associated with these schemes.Chapter 13: page 3 www.2030vision.ie

glossaryof termsChapter 14: page 2 www.2030vision.ie

Agglomeration: Economic activity congregatingin or close to one location, rather than beingdispersed, allowing improved labour market accessto a wider range of jobs, and easier businessinteraction.An Bord Pleanála: The planning board, whichconsiders planning applications for majortransport infrastructure projects under the CriticalInfrastructure Act (2006).Accessibility: Ease of access to a destination by aparticular means of transport.Appropriate Assessment: See Habitats DirectiveAssessment.Brownfield sites: Previously developed, nowabandoned or underused, lands available withintowns for re-development.BRT: Bus Rapid Transit.CCTV: Closed-circuit television (cameras).Commute: A journey to or from work.CSO: Central Statistics Office.CIE: Coras Iompair Éireann (holding company forthe state-run bus and heavy rail service providers).DART: Dublin Area Rapid Transit (suburban heavyrail system).Development Plans: Statutory documentsproduced by a local authority which set out itsplans and policies for the development and use ofland in its remit.DCU: Dublin City University.Distributor roads: Roads intended for use by traffictravelling between a local point and a point outsidethe locality.DIT: Dublin Institute of Technology.DoEHLG: Department of the Environment, Heritageand Local Government.DoT: Department of TransportDo Minimum: A transport scenario, where onlyexisting and committed (funded and approved)transport schemes and policies are in place.DTA Act: Dublin Transport Authority Act, 2008.DTI: Dublin Transport Initiative (1995).DTO: Dublin Transportation Office, which wassubsumed into the National Transport Authority inDecember 2009.DTO Steering Committee: Committee ofDepartment of Transport, Department ofEnvironment Heritage and Local Government, GDAlocal authority and transport agency officials whooversaw the work of the DTO.Dublin Region: Dublin city and county,encompassing Dublin City Council, Fingal CountyCouncil, South Dublin County Council and DunLaoghaire Rathdown County Council administrativeareas.Eastern Bypass: A motorway proposal, to link theM50 in the Sandyford area to Dublin Port.ECCP: European Climate Change programme.Eco-driving: Driving techniques that minimisevehicular emissions.ESRI: Economic and Social Research Institute.EURO standards: EU emission standards thatensure that every 4 to 5 years, new vehiclesproduced in a particular class are cleaner than theprevious generation. ‘Euro 5’ standards apply tobuses built after 2008.FORFÁS: National advisory body for enterprise andscience.Feeder: A local public transport service thatextends the catchment area of a trunk service.Footprint: The area of land taken up bydevelopmentGlossary: page 1 www.2030vision.ie

GDA: Greater Dublin Area – the area encompassingthe Dublin and Mid-East Regions, comprisingDublin City and counties Dun Laoghaire-Rathdown,Fingal and South Dublin in the Dublin Region,together with the counties of Kildare, Meath andWicklow in the Mid-East Region.GDP: Gross Domestic Product.GHG: Greenhouse gases.Greenfield sites: Lands that have not previouslybeen developed, frequently agricultural lands at theedge of settlements.GVA: Gross Value Added is a measure of economicvalue and is used in the estimation of GrossDomestic Product (GDP). It measures the differencebetween the value of goods and services producedand the cost of raw materials and other inputswhich are used in production.Habitats Directive Asssessment (HDA): Anassessment of impact on Natura 2000 areas inaccordance with the Habitats Directive 92/43/EEC) - also referred to as Appropriate Assessment,Habitats Impact Assessment or Natura ImpactAssessment.Hinterland: The outer part of the GDA (the GDAexcluding the Metropolitan area).‘Hail and Ride’: A style of bus operation wherepassengers can hail the bus anywhere along aroute, without needing to be at formal bus stops.Heavy rail: suburban rail services provided by IrishRail.HGV: Heavy Goods Vehicle, i.e. trucks and lorries.Home Zones: Residential areas where trafficcalming measures have been introduced to greatlyreduce vehicle speed, affording pedestrians andcyclists priority.ITS: Intelligent Transportation Systems.Interchange: point where a passenger transfersbetween public transport services to complete atrip.Integration: the removal of real and perceivedbarriers to movement within and between modesof transport and the improved interaction betweenland use planning and transport.Journey planner: a web-based facility that providesan intending traveller with information on how tomake a specific trip by public transport, cycling orwalking.Kildare Route Project: a project to increasethe number of rail tracks from 2 to 4 betweenHazelhatch and Inchicore in two phases.Local Area Plans: a set of statutory documentsproduced by a Local Authority which set out itsplans and policies for the development and use ofland in a local area in its jurisdiction.LOR: Leinster Orbital Route – a proposed orbitalroad linking Drogheda, Navan and Naas areas.Luas: The Dublin light rail (tram) system (Luas isthe Irish word for ‘speed’).M2F1: a forecast population scenario assumingcertain migration and fertility factors, devised byCSO.Metro: a light rail system that is segregated fromother traffic, enabling longer light rail vehicles,operating at higher frequencies and speeds.Metropolitan Area: the area of the GDA defined inthe RPGs for the GDA, encompassing the city andsuburbs of Dublin, including parts of neighbouringcounties.Mid-East Region: Counties Kildare, Meath andWicklow.Mode: a means of travel, e.g. bus, rail, walk.Mode share: the share of total travel made by aparticular mode.Modal shift: change in the share of total travelmade by a mode.RPA: Railway Procurement Agency.Glossary: page 2 www.2030vision.ie

Natura 2000: European network of Special Areasof Conservation and Special Protection Areas.Natura Impact Statement: see Habitats DirectiveAssessment.NCC: National Competitiveness Council- a socialpartnership body, which reports to the Taoiseachon key competitiveness issues facing the Irisheconomy.NDP: National Development Plan (the current Plancovers the period 2007-2013).NESC: National Economic and Social Council.Node: a point of access to the transport network.NRA: National Roads Authority.NSS: National Spatial Strategy – statutory nationalplanning document prepared by the Department ofthe Environment, Heritage and Local Government.NTA: National Transport Authority.Passing loops: extra track on sections of a railwayline to permit trains to pass each other.Permeable: allowing easy movement (ofpedestrians and cyclists) using direct routes.Park and Ride: car parking at points in the publictransport network, for transfer to onward travel byrail or bus.Parking standards: Number of car parkingspaces required to be provided as part of a newdevelopment.Priority: in traffic terms, giving road space or trafficsignal time to particular road transport modes (e.g.buses), to assist their movementQBC: Quality Bus Corridor – a corridor wheresubstantial road space has been given over to buspriority.QNHS: Quarterly National Household Survey,undertaken by the Central Statistics Office.Railway Application Order: An application toAn Bord Pleanála, seeking permission for theundertaking of railway infrastructure works.Railway Order: Planning approval to carry outrailway infrastructural works.RAPID: Revitalising Areas by Planning Investmentand Development (programme to assist thoseliving in disadvantaged urban areas).Real-time information: live, up-to-date travelinformation.RPGs: Regional Planning Guidelines – statutoryplanning guidelines setting out the planneddirection for growth in the Greater Dublin Area(prepared in accordance with section 21 of thePlanning and Development Act, 2000).RPGPA: Retail Planning Guidelines for PlanningAuthorities – statutory national planning documentprepared by the Department of the Environmentand Local Government.RPSGDA: Retail Planning Strategy for the GreaterDublin Area - non-statutory document prepared bythe GDA local authorities.Strategic Development Zone: A site or sites forwhich a planning scheme has been made andis in force. Special rules concerning planningapplications and appeals apply to developmentin these sites (See sections 165-171 of the 2000Planning and Development Act).SEA: Strategic Environmental Assessment. Anenvironmental assessment in accordance with theEuropean Union Directive on the ‘Assessment ofthe Effects of Certain Plans and Programmes on theEnvironment’ adopted on 5th June 2001.Segregated: Infrastructure intended for use by aparticular means of transport that does not sharewith others.Severance: where the provision of transportinfrastructure (e.g. a new high speed road) bisectsa local area, making people movement within thearea more difficult.Glossary: page 3 www.2030vision.ie

Stakeholder: Body with an interest in the outcomeof a planned change.Smartcard: An electronic ticket for publictransport.Strategy Steering Group: A group ofrepresentatives of transport and planningauthorities within the GDA, established to overseethe development of this Strategy.Sustainability: Meeting today’s needs withoutcompromising the ability of future generations tomeet their needs.‘Top-Down’ approach: An objectives-led approachto problem-solving.Traffic management: Measures generally intendedto improve road safety for all users, reducecongestion or control the use of the car.Transport 21: The Government’s 10 yearinvestment framework for transport (publishedNovember 2005).Transport modelling: Computer programmes thatmodel the level of usage of transport systems, andimpacts of that usage.VRT: Vehicle Registration Tax.The Authority: The National Transport Authority.UCD: University College Dublin.‘User pays’ principle: Paying for all costs ofan activity e.g. road user pays for full cost oftheir journey to society (e.g. environmental andcongestion costs).Walkability: Ease of walking.Glossary: page 4 www.2030vision.ie

National Transport AuthorityDún Scéine,Iveagh Court,Harcourt Lane,Dublin 2.Údarás Náisúnta IompairDún Scéine,Cúirt Uíbh Eachach,Lána Fhearchair,Baile Átha Cliath 2.Tel: +353 1 879 8300Fax: +353 1 879 8333email: info@nationaltransport.ieweb: www.nationaltransport.ie