Parking Strategy & Preliminary Mobility Management Plan...P3 P2 P1 13/12/19 21/11/19 14/11/19 10/10/19 18/09/19 24/04/19 02/04/19 26/03/19 Issued for SHD Application Issued for comment

Parking Strategy & Preliminary Mobility Management Plan

CITYWEST RESIDENTIAL DEVELOPMENT, CITYWEST ROAD, DUBLIN 24

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PROJECT: CITYWEST RESIDENTIAL DEVELOPMENT, CITYWEST ROAD,

DUBLIN 24

PROJECT NO. 18.383

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DOCUMENT TITLE: PARKING STRATEGY & PRELIMINARY MOBILITY MANAGEMENT PLAN

DOCUMENT NO: 18.383–IR–02

Issue Date Description Orig. PE PD Issue Check

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26/03/19

Issued for SHD Application

Issued for comment

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Issued for comment

Issued to Local Authority

Issued to Local Authority

Draft Issued for comment

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PARKING STRATEGY & PRELIMINARY MOBILITY MANAGEMENT PLAN

FOR CITYWEST RESIDENTIAL DEVELOPMENT, CITYWEST ROAD, DUBLIN 24

Barrett Mahony Consulting Engineers Civil . Structural . Project Management

Dublin: Sandwith House, 52 – 54 Lower Sandwith Street, Dublin 2, Ireland.

Tel: (01) 677 3200 Fax: (01) 677 3164 Email: [email protected] Web: www.bmce.ie

DOCUMENT

LEAD SHEET

http://www.bmce.ie/


TABLE OF CONTENTS

1.0 INTRODUCTION .................................................................................................................................... 4

2.0 SUSTAINABILITY OF CAR PARKING PROVISION AT THE PROPOSED DEVELOPMENT .............................. 5

2.1 INTRODUCTION ....................................................................................................................................... 5 2.2 CAR AND CYCLE PARKING REQUIREMENTS AS PER SOUTH DUBLIN COUNTY DEVELOPMENT PLAN 2016

- 2022 6 PROVISION VERSUS MAXIMUM REQUIREMENTS ........................................................................... 6 PARKING MANAGEMENT ................................................................................................................ 7 PROVISION OF DEDICATED CAR CLUB SPACES ................................................................................ 8

2.3 CAR PARKING REQUIREMENTS FOR THE RESIDENTIAL COMPONENT BASED ON NEW APARTMENT

GUIDELINES ......................................................................................................................................................... 8 2.4 PROJECTED CAR USAGE IN GENERAL PROXIMITY TO PROPOSED DEVELOPMENT .................................. 9 2.5 MODAL SPLITS FOR THE PRIVATE CAR - 2017 CANAL CORDON COUNTS DOCUMENT ........................ 11 2.6 MODAL SPLIT FOR THE PRIVATE CAR – 2016 CENSUS RESULTS FOR ELECTORAL DISTRICTS IN THE VICINITY OF THE PROPOSED DEVELOPMENT ................................................................................................... 12 2.7 CONCLUDING COMMENT ..................................................................................................................... 13

3.0 MOBILITY MANAGEMENT PLAN ......................................................................................................... 14

3.1 INTRODUCTION ..................................................................................................................................... 14 3.2 GUIDANCE AND POLICY DOCUMENTS .................................................................................................. 14

NATIONAL POLICY ......................................................................................................................... 14 LOCAL POLICY ................................................................................................................................ 14

4.0 CITYWEST ROAD DEVELOPMENT MOBILITY STRATEGY ....................................................................... 16

4.1 INTRODUCTION ..................................................................................................................................... 16 4.2 WALKING MOBILITY .............................................................................................................................. 16 4.3 CYCLING MOBILITY ................................................................................................................................ 16 4.4 PUBLIC TRANSPORT MOBILITY .............................................................................................................. 18

BUS SERVICES ................................................................................................................................ 18 LUAS SERVICE ................................................................................................................................ 20

4.5 CONCLUDING COMMENTS ON MOBILITY PLAN .................................................................................... 21

5.0 OVERALL CONCLUSIONS ..................................................................................................................... 21

APPENDIX 1 – SITE LAYOUT

APPENDIX 2 – GDA CYCLE NETWORK PLAN (EXISTING AND PROPOSED NETWORK FOR SOUTH DUBLIN)

APPENDIX 3 – BUS CONNECTS (PROPOSED NETWORK FOR CITYWEST)

APPENDIX 4 – GO CAR LETTER OF INTENT


Barrett Mahony Consulting Engineers have been commissioned to provide a Parking Strategy and Preliminary Mobility Management Plan for the proposed residential development at Citywest Road, Dublin 24. This document has been prepared to respond to An Bord Pleanála’s opinion (ABP-304297-19) with particular reference to item 7 relating to the rationale for parking provision. The proposed development will consist of total of 463 No. residential units including 353no. apartments within 7no.blocks, 89no. houses and 21no. duplexes. For the purposes of the car-parking provision, the unit types and associated parking are as listed below:

• Zone 1&2 – 321no. apartments – 177no. car spaces.

• Zone 3&4 – 89no. houses – 153no. car spaces.

• Zone 3&4 – 14no. duplex townhouses – 19no. car spaces.

• Zone 3&4 – 39no. apartments (Block 7 contains 32no. apartments and there are an additional 7no. 2-bed duplex apartments) – 23no. car spaces.

• Creche – 3no. staff car parking spaces.

• Community Pavilion – 3no. dedicated car spaces.

• Visitor Parking – 20no. spaces.

• Car Sharing spaces – 3no. spaces.

• The above amounts to a total of 401no. spaces. It is proposed to provide bicycle parking spaces as follows:

• Zone 1&2 – 321no. apartments – 268no. bicycle spaces located at ground floor within blocks and 40no. in public space.

• Zone 3&4 – 39no. apartments – 42no. bicycle spaces within blocks and 14no. in public space.

• Creche parking – the 14no. spaces within zone 3&4 are located in close proximity to the creche.

• Community Pavilion – 10no.of the 40no. public spaces are located in close proximity to the building.

• Visitor Parking – a total of 54no. spaces are provided within the public space.

• The above amounts to a total of 364no. spaces.

The purpose of the report is to set out the rationale for parking provision which will:

• Propose a reduced car parking provision for the residential component of the development, indicating that the proposed provision is entirely sustainable given the current car ownership and modal splits for the journey to work for existing residents living close to the subject site, and

• Given this reduced parking provision, demonstrate the sustainability in transportation terms of residents utilising non-car based forms of travel by demonstrating the high level of service that is provided by the transport infrastructure in place at the site with regards to, walking, cycling, public bus services, LUAS, national rail, and other Services (taxis, Car-club)

• Identify both physical elements and strategies to be incorporated within the proposed new development which will facilitate and create incentives for both residents of and visitors to the development to use the available modes of public transport along with walking and cycling in preference over private car use.

Section 2 of this report will estimate the car and cycle parking requirement for the overall development. While the full car parking requirements for the housing component and full cycle parking requirements will be achieved, a reduced car parking provision for the apartment component will be proposed. The sustainability of this level of car parking provision will be demonstrated using census and the canal cordon survey data, which is deemed relevant as a high proportion of daily commuters have a destination inside the cordon. Section 3 details the policy documents at national and local level relaying to mobility management. Section 4 contains the mobility management plan for the proposed development. Section 5 makes some overall concluding comments.


The site is located on Citywest Road, approximately 200 metres south of its junction with Fortunestown Lane / Citywest Drive and approximately 400m from Fortunestown Luas Stop. The site is bounded to the west by Citywest Road and to the east by Magna Drive. A site location map in contained within Figure 1-1 below. Appendix 1 contains a ground floor plan of the proposed development, including details of the vehicular access onto Citywest Road.

Figure 1-1: Site location map

2.1 INTRODUCTION

This section of the report will detail the car and cycle parking requirements for the proposed development based on the South Dublin Development Plan 2016-2022 and the Sustainable Urban Housing: Design Standards for New Apartments (Guidelines for Planning Authorities) which was published by the Department of Housing, Planning and Local Government in March 2018. The rationale for the proposed car and cycle parking provision on site will then be detailed, highlighting in particular, the intended lower level of provision in relation to car parking for the residential component of the proposed development. It is noted that SDCC’s Opinion (SHD1SPP005/19) issued in advance of the Tri-partite meeting which stated “car parking - the proposed provision is acceptable for the development given the proximity to public transport” supports the proposed car parking approach for the site. The proposed residential parking provision is considered entirely sustainable given the modal splits for the journey to work. This level of provision is also seen as being completely consistent with the mobility targets for Dublin city as detailed within the Dublin City Transport Plan and also consistent both with minimising the traffic impact of nearby junctions (as detailed within the accompanying Traffic and Transport Assessment BMCE report 18.383-IR-03) and with maximising patronage of the extensive public transport and soft mode options (as detailed within this mobility plan).


2.2 CAR AND CYCLE PARKING REQUIREMENTS AS PER SOUTH DUBLIN COUNTY DEVELOPMENT PLAN 2016 - 2022

PROVISION VERSUS MAXIMUM REQUIREMENTS

Tables 2-1 and 2-2 below detail the maximum car and bicycle parking standards for South Dublin County Council based on the rates contained within their 2016 - 2022 Development Plan Written Statement for the proposed apartment and housing components of the residential development (note: the apartment site is within 400 metres from LUAS Fortunestown Stop – Zone 2 and the housing site which is further south is considered Zone 1):

Development type Area / units Maximum car parking standards

Maximum parking required

Apartments 1-bed (Z1+2)+(Z3+4)

75 +12=

87 No.

0.75 per unit 65

Apartments 2-bed 222+27= 249 No.

1.00 per unit 249

Apartments 3-bed 24 + 0=

24 No.

1.25 per unit 30

TOTAL 353No. + 7no.duplex apartments

344

Bike parking standards Parking required

Apartments 353No. + 7no.duplex apartments

1 private secure bicycle space per 5 No. units (long term) + 1 visitor bicycle space per 10 units (short term)

72 + 36 = 108

Table 2-1: Parking required under South Dublin County Development Plan Standards for apartment component of the development based on Zone 2 Car-Parking Standard

Development type Area / units

Maximum car parking standards

Maximum parking required

Houses 2-bed 51 No. 1.50 per unit 77



Duplex 2-bed 10 1.25 per unit 13

Duplex 3-bed 4 1.50 per unit 6

TOTAL 103 172

Table 2-2: Parking required under South Dublin County Development Plan Standards for housing component of the development based on Zone 1 Car-Parking Standard

It is proposed to provide (177(Zone1&2) + 23(Zone 3&4) = 200 No. car parking spaces for the apartment component of the residential development, equating to 0.58 car spaces per apartment unit. The level of


provision for the apartment component is 58% of the quantum required under the South Dublin County Development Plan maximum standards. However, this provision must also be viewed in relation to the New Apartment Guidelines, the level of compliance with which is detailed within the section immediately below. It is proposed to provide 172 No. spaces for the housing component of the residential development. The level of provision for the housing component is 100% of the quantum required under the South Dublin County Development Plan maximum standards. In terms of cycle parking provision, for the apartments it is intended to provide a total of 364 No. cycle parking spaces, 337% of the requirements stated within the South Dublin Development Plan. These cycle spaces will be provided within each apartment block at ground floor level and in the public spaces as outlined above. It is proposed to provide a crèche childcare facility within Block 7 at the southern end of the site. With reference to SDCC Development Plan, Section 11.4.2 and Table 11.23 a maximum provision of 1 parking space per classroom is permitted. On the basis of a proposed creche facility with 3no. classrooms, it is proposed to provide 3no. dedicated parking spaces for this element.

PARKING MANAGEMENT

The management of parking for the proposed apartment blocks will be ultimately the responsibility of a dedicated complex management company, however a parking management plan has been developed for the overall site – refer to BMCE drawings C1050 & C1051 included with this submission. The main aspects of the parking management allocation are as follows:

• Apartment Blocks 1-6 are proposed at the northern end of the site.

• In the case of Blocks 3, 4 and 6 part basement car-parks are proposed which will accommodate 19no. spaces in Block 3 and 16no. spaces in each of Blocks 4 & 6. The remainder of the parking allocation for each block will be provided at street level.

• Parking for Blocks 1, 2 and 5 are provided at street level in close proximity.

• The proposed community centre is located adjacent to Road 1 and 3no. dedicated spaces are proposed adjacent to facilitate drop-off and parking at this building.

• The houses at the southern end of the site are generally allocated private spaces as per standard arrangements.

• Block 7 is located at the southern end of the site and the allocated parking spaces for same are in close proximity.

• The proposed creche facility within the ground floor of Block 7 is to be provided with 3no. spaces in close proximity for staff parking.

• It is proposed to provide 3no. shared club vehicles at the site. These are proposed to be dispersed throughout the site adjacent to Road 4 at the north, Road 1 near the centre and Road 12 at the southern end of the site.

• Disabled use car spaces are provided throughout and typically in close proximity to the main entrances of the various apartment blocks.

• It is also proposed to provide 20no. visitor parking spaces throughout the development. This quantum amounts to approximately 5.6% of the residential spaces proposed. The spaces are generally dispersed throughout the site however in order to facilitate dropping off and collection from the creche facility a number of visitor spaces are proposed along Road 11. It is envisaged that these will be dual usage spaces and used by creche customers at peak times and available for visitors at all other times.

With regard to bicycle parking within the development we note as follows:

• Bicycle parking is proposed at ground floor level in each of Blocks 1-7.

• Dedicated visitor bicycle spaces are proposed in close proximity to the Community Centre.

• To facilitate cyclists visiting both Block 7 and the creche, 14no. bicycle stands are located adjacent.


PROVISION OF DEDICATED CAR CLUB SPACES

Use of private car is seen within this report as relating to its use for the journey to and from work during the morning and evening peaks. However, in many cases, residents require access to a parking space in order to have a car available to make non-work-related trips for shopping and leisure purposes. Such trips can be very infrequent, therefore, the provision of dedicated car parking spaces for such usage constitutes an inefficient use of such resources. Therefore, an alternative approach is proposed in order to cater for the non-trip-to-work-related car demand of residents at the proposed development. It is proposed to initially provide 3 No. car club vehicle spaces within the apartment areas, available exclusively for residents of the apartment component. The demand will be monitored on an ongoing basis by those managing the development, and the number of spaces can be increased as required. Car clubs typically operate with residents signing up to the service being able to reserve the use of the vehicle at certain times / days, paying a rental fee to do so, but saving the user the necessity of owning either a car or a parking space at the development. The developer has discussed the potential for a car club base at the subject site with GoCar who have reviewed and provided a letter of intent – see Appendix 4 of this document. Results of surveys carried out by GoCar indicate that use is predominantly for private rather than business use, with just less than 60% using the service to replace a private car. The average car is rented out for 1 hour per day. Shopping and leisure related trips were listed as top uses for GoCar. The provision of 3 No. car club spaces will result in a number of benefits for residents at the proposed development:

• Elimination of the necessity to own a car (and the associated expense) where use of it will

be relatively infrequent

• Access to car transport for those using a car infrequently

The provision of car club spaces is also consistent with section 4.23 of the 2018 Design Standards for New Apartments which states that ‘for all types of location, where it is sought to eliminate or reduce car parking provision, … ‘provision is to be made for alternative mobility solutions including facilities for car sharing club vehicles.’

2.3 CAR PARKING REQUIREMENTS FOR THE RESIDENTIAL COMPONENT BASED ON NEW APARTMENT GUIDELINES

Sustainable Urban Housing: Design Standards for New Apartments (Guidelines for Planning Authorities) was published by the Department of Housing, Planning and Local Government in March 2018. Chapter 4 of this report refers specifically to revised car parking requirements for new apartment developments. Its recommendations can be summarised as follows: The quantum of car parking is dependent primarily on the location of the subject site. Three categories of location are defined:

• Central and/or Accessible Urban Locations: Apartments in central locations that are well served by public transport, in which situation car parking provision to be wholly eliminated or substantially reduced. These locations are most likely to be in cities, within 15 minutes walking distance of city centres or centrally located employment locations. These locations include sites within 10 minutes walking distance of DART, commuter rail or Luas stops or within 5 minutes walking distance of high frequency (min 10-minute peak hour frequency) bus services.


• Intermediate Urban Locations This applies to apartments in suburban/urban locations served by public transport or close to town centres or employment areas and particularly for housing schemes with more than 45 dwellings per hectare. For this category, planning authorities may consider a reduced overall car parking standard.

• Peripheral and/or Less Accessible Urban Locations It is reasonable to assume that the subject site comes within the first category – an accessible urban location, within the Greater Dublin area, located within 400 metres of the LUAS Red Line. On the basis of this classification, it was concluded that a provision of between 0 and 1.0 parking spaces in total would be appropriate for the proposed development. The proposed car parking provision for the apartment component of the development, at 200 No. spaces, equates to 0.58 No. car parking spaces per residential unit. The section immediately below uses mobility information from the 2016 Census to justify this level of car parking provision at the proposed development.

2.4 PROJECTED CAR USAGE IN GENERAL PROXIMITY TO PROPOSED DEVELOPMENT

Modal split data from the 2016 Census for Electoral Districts close to the subject site can assist in providing a case for the sustainability in transportation terms of only 53% of residents having access to a car space. Such evidence can help demonstrate that potential overspill onto the local road network will not occur with the proposed level of car parking provision in place. In order to demonstrate that the proposed quantum of car parking is sustainable and will not result in overspill, this report will assess existing demand for car travel within the general environs of the subject site using 2016 Census data. This data enables the proportion of commuters presently living in the area using the private car for their journey to work. Data from individual small areas, electoral districts, overall figures for Dublin City and Canal Cordon Counts are utilised to support the proposed level of car parking provision. Data has been obtained for the following 3 No. Electoral Districts in the general vicinity of the subject site:

1. Tallaght-Jobstown (ED containing the subject site)

2. Tallaght-Springfield

3. Tallaght-Fettercairn

Figure 2-1 contains a map showing the location of the 3 No. Electoral Districts close to the subject site with the site location indicated within the red circle.


Figure 2-1: 3 No. Electoral Districts in proximity to proposed development

5 No. Small Areas close to the subject site with significant working populations are also examined:

• Small Area 2671938004

• Small Area 2671938005

• Small Area 2671938006

• Small Area 2671938019

• Small Area 2671938020

Figure 2-2 contains a map showing the location of the 5 No. Small Areas of relevance close to the subject site.

1

3 2


Figure 2-2: Small Areas close to subject site

In order to analyse in detail the travel behaviour of commuters in the vicinity of the proposed development, let us look first at modal splits for commuters within the Dublin city area.

2.5 MODAL SPLITS FOR THE PRIVATE CAR - 2017 CANAL CORDON COUNTS DOCUMENT

The results within this document detail the volume of vehicles and people crossing the Canal Cordon into Dublin city centre in the morning peak between 7am and 10am. The purpose of collecting this data is to track trends in the modes of travel people are using to travel to the city centre. It indicates the degree of success of various transport management measures / policies in changing commuter travel behaviour. A comprehensive picture of the modes of travel of commuters was compiled for the period 2008 to 2017. Table 2-3 below details the modal splits compiled for the 10-year period from 2008 to 2017:

Percentage for each mode

Mode 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Private car users 33.9 37.7 39.8 38.0 37.0 35.4 33.3 32.6 31.8 29.2

Pedestrians 9.2 7.8 8.3 7.9 9.2 9.1 10.2 9.4 10.5 11.8

Cyclists 3.1 3.4 3.3 3.7 4.3 4.7 5.4 5.4 5.9 5.9

Public transport 51.1 48.1 45.9 47.5 46.4 47.9 48.4 49.8 49.1 50.7

Table 2-3: Modal share for commuters crossing canal cordon 2008 to 2017.

It can be seen that car usage has gradually reduced over the past 10 years, with the modal split for private car usage now below 30%, with public transport at just above 50%.

2671938020

2671938004

2671938006 2671938005

2671938019

SUBJECT SITE


The 2016 census figures for Dublin City indicates a modal split for the private car in the region of 32%, slightly higher than the 2017 canal Cordon results. This is entirely consistent with the ongoing reduction of this modal split on a year-on-year basis.

2.6 MODAL SPLIT FOR THE PRIVATE CAR – 2016 CENSUS RESULTS FOR ELECTORAL DISTRICTS IN THE VICINITY OF THE PROPOSED DEVELOPMENT

Table 2-4 contains the modal splits for car, bus and LUAS / Rail travel for the 3 No. Electoral Districts close to the subject site whose car ownership levels were detailed within Table 2.3.

Mode CAR DRIVER

(%) BUS (%)

DART/TRAIN (%)

CYCLING (%)

WALKING (%)

Tallaght-Jobstown

59 9 7 3 6

Tallaght-Springfield

41 10 13 2 17

Tallaght-Fettercairn

49 8 9 2 8

Average 49 9 10 2 10

Table 2-4: Modal splits for electoral districts in vicinity of subject site

Thus, for the existing inhabitants in 3 No. Electoral Districts close to the subject site, 49% commute by private car as detailed within the 2016 Census, with 19% commuting by bus, train or LUAS and 12% cycling or walking. In order to gauge the modal splits as accurately as possible for the subject site, the modal splits for 5 No. small areas, each with a significant workforce, located close to the subject site have been analysed:

• Small Area 2671938004

• Small Area 2671938005

• Small Area 2671938006

• Small Area 2671938019

• Small Area 2671938020 Table 2-5 contains the modal splits for car, bus and LUAS travel for the 5 No. Small Areas close to the subject site, based on data from the 2016 Census:

Mode CAR DRIVER

(%) BUS (%)

DART/TRAIN (%)

CYCLING (%)

WALKING (%)

2671938004 51 15 4 0 6

2671938005 48 9 8 1 8

2671938006 37 11 6 2 7

2671938019 49 9 7 7 10

2671938020 44 21 5 3 12

Average 46 13 6 3 9

Table 2-5: Modal splits for Small Areas in vicinity of subject site

The above figures are a very accurate assessment of the likely modal splits for the subject site, demonstrating that, close to the subject site, car usage in the region of 45% to 50% can be predicted, with public transport usage at 19% and cycling and walking at 12%. These figures for the Electoral Districts and Small Areas are critical in two respects. Firstly it demonstrates that providing car parking for 58% of occupants of the apartment component of the development is entirely sustainable, given that the 2016 census indicated a modal split for provide car use for the journey to work for the general area of 45% to 50%, and given that, as indicated by the year-on-year canal cordon counts, this figure has, in all probability, reduced in the intervening two years to 2019.


Also, it would be reasonable to assume that improving access to the bus, LUAS, and cycle links from the subject site, as proposed within this report, will result in increased usage of public transport and soft modes, presently at 19% and 12% respectively, and a consequent decrease in the use of the private car for the journey to work.

2.7 CONCLUDING COMMENT

This section of the report demonstrates that, given existing travel patterns close to the subject site, and its designation within the New Apartment Guidelines as an accessible urban location within close proximity to a high frequency LUAS rail line and bus services, a proposed parking provision of 0.58 No. car parking spaces per apartment is sustainable. The allocation of 3 No. dedicated car club spaces will further aid the sustainability of this parking provision. This provision will have the effect of minimising the traffic impact of the proposal, an effect referred to in detail within the accompanying Traffic & Transport Assessment report 18.383-IR-03. This is very significant given the current levels of congestion at the major junctions in proximity to the proposed development. However, providing a limited number of car parking spaces places an onus on the applicant to demonstrate that the site is configured in such a manner that enables all residents at the proposed development to commute to work by means of a sustainable mode of travel other than the private car. The remaining sections of this document seek to demonstrate that such is the case for the proposal at the Citywest site.


3.1 INTRODUCTION

A Mobility Management Plan (MMP) is a long-term management strategy covering a selected location with the aim to promote and deliver sustainable transport objectives. A Mobility Management Plan consists of a package of measures put in place by an applicant in order to encourage and support more sustainable travel patterns among both residents and visitors at the proposed development. The package usually includes measures to promote and improve attractiveness of using public transport, cycling, walking, car-sharing / car clubs. It should be considered a dynamic process where a package of measures are identified, piloted and monitored on an ongoing basis. An MMP prepared at planning stage, before the development is built and occupied, can only highlight potential issues to be included in a subsequent MMP to be prepared once the development has obtained a grant of planning permission and is built and occupied. The environmental and congestion impacts of car-based transport has resulted in policy changes where the priority of more sustainable forms of travel has increased. The MMP helps to encourage use of modes of travel other than the private car. The proposed development is located adjacent to the Fortunestown Lane / Citywest Drive / Citywest Road roundabout to the north and the Citywest Road / Magna Drive / Corbally Heath roundabout to the south, and within 400 metres of the LUAS Red Line to Citywest.

MMP’s are intended to bring the following benefits:

• Greater accessibility of the site.

• Encouraging of safe and viable alternatives for accessing the site.

• Pragmatic initiatives based on appraisal of residents’ and visitors travel patterns.

• Reduced overall vehicle mileage and trip volumes.

3.2 GUIDANCE AND POLICY DOCUMENTS

This report was developed with guidance from the documents listed below;

NATIONAL POLICY

- Smarter Travel A Sustainable Transport Future 2009 – 2020 - The governments transport policy for the future which targets transportation. It promotes greater

integration between spatial planning and transport policy. The aim is to reduce car-based commuting from 65% to 45% by 2020.

• National Cycle Policy Framework 2009

• The National Cycle Policy Framework NCPF sets out a national policy for cycling to create a stronger cycling culture and a friendlier environment for cyclists.

• Regional Planning Guidelines for the Greater Dublin Area - Transport policy and prioritised infrastructure investment are critical to the success of the Greater

Dublin Area in terms of connectivity to international and indigenous markets, the movement of people and goods and providing a range of transport modes to ensure efficient and sustainable travel patterns and which provide value for money.

LOCAL POLICY

• South Dublin Development Plan 2016-2022

• Section 6.4.2 states that Traffic and Transport Assessments and/or Workforce Travel Plans (also known as Mobility Management Plans) will be required to support development proposals that have


the potential to generate significant traffic movements, to demonstrate that there is public transport carrying capacity and road capacity to serve the development. The Council is also committed to the provision of a Traffic Management Centre for the Greater Dublin Area, in association with the NTA.

• Fortunestown Local Area Plan (2012)

• Greater Dublin Area Draft Transport Strategy 2011 - 2030 Vision - The goal of the strategy is to support the greater Dublin area in meeting its potential as a competitive,

sustainable city region with a good quality of life for all.

• Cycling Policy - The National Cycle Manual, adopted in 2011, provides local guidelines on cycle parking provision.

- National Transport Authority’s Transport Strategy for the Greater Dublin Area 2016–2035 - This sets out the integrated long-term strategy for the area and includes new proposals such as DART

and LUAS extensions.


4.1 INTRODUCTION

Having regard to the guidance documents listed above in section 3.2, the following list of measures, which are discussed in detail below, have been incorporated into the proposed development:

- Provision of 364 no. easily accessible, secure bicycle parking spaces dispersed throughout the site. - Provision of 372no. resident car parking spaces, including a minimum of 3no. Go-Car car spaces for

communal use.

4.2 WALKING MOBILITY

Figure 4-1 details the excellent pedestrian connectivity from the proposed development northwards towards the Citywest Business Campus and the Fortunetown LUAS stop via the N82, southwards via the N82 towards the N81 and eastwards towards Tallaght Town centre via Fortunestown Lane.

Subject Site

Figure 4-1: Pedestrian network in vicinity of subject site

4.3 CYCLING MOBILITY

The “Cycle Network Plan for the Greater Dublin” area has produced an overall plan for providing safe cycle routes both within the city and in the suburbs. The full text relating to the Citywest area is detailed in Appendix 2. Figure 4-2 contains the map of existing cycle facilities for the area close to the subject site as detailed within the GDA Cycle Plan.


Subject Site

Figure 4-2: Existing cycle facilities close to Citywest Road

The existing facilities consist of the cycle lanes along a section of Fortunestown Lane, as well as along the R136 / Cheeverstown Road east of the subject site and along the N81 south-east of the subject site. Figure 4-2 confirms the comprehensive cycle network presently in existence close to the subject site. Figure 4-3 details the network improvements proposed within the GDA cycle plan.


Subject Site

Figure 4-3: Proposed cycle facilities close to close to Citywest Road (GDA cycle plan)

A secondary cycle route is planned along both Citywest Road (9D) and Fortunestown Lane (9C), both linking into the S08 secondary route running along the R136.

To accommodate this proposed usage of bicycles to travel in and out of both nearby suburbs and the south city area, 364 No. residential cycle parking spaces have been provided at the site.

4.4 PUBLIC TRANSPORT MOBILITY

BUS SERVICES

The role of public transport in accommodating the movement requirements of the area now and into the future is important to long term sustainability in general. Buses have the greatest potential to increase public transport capacity and decrease the number of private vehicles on the road. The main focus of the Mobility Management Plan is to improve connectivity to existing public transport services and promote the usage of sustainable transport services. The subject site is currently connected to the city centre and nearby suburbs by 2 No. major Dublin Bus routes together with the LUAS Red Line to Citywest. The Dublin Bus services in the area provide direct linkage to the city, the Route 65b and 77a routes along Citywest Road linking Citywest to the city centre. The frequency of each route during the morning peak is detailed within Table 4-1.

Route Origin Destination Frequency (08:00 – 09:00)

Route 65b Poolbeg Street Citywest 1 per hour

Route 76 Ringsend Road Citywest 3 per hour

Table 4-1: Frequency of existing bus routes serving subject site


Future bus plans involve the “Dublin Area Bus Network Redesign” (Bus Connects) which is planned to overhaul the current bus system in the Dublin region by developing new bus corridors, new bus routes, increasing services and new buses. The section of the Bus Connects Report relating to the Tallaght area is detailed within Appendix 3. Figures 4-4 details the line for each of the two above routes. Figure 4-5 provides details the local network improvements proposed by the Bus Connects project. The D2 Branch of the D Spine is identical to today’s Route 27, with frequent service to Crumlin and on into the city centre. The W8 Orbital is a new direct service connecting Tallaght to Celbridge and Maynooth every 30 minutes all day. The route also provides direct service to the core of Citywest Business Park. Route 63 is an hourly route from the city centre to Citywest. This route serves small low-demand areas not reachable by other more frequent routes. Route 244 will link Tallaght to Blessington.

Denotes Subject Site

Figure 4-4– Details of 65b and 77a routes into south-west Dublin area


Denotes Subject Site

Figure 4-5: New routes proposed by the Bus Connects system

LUAS SERVICE

The LUAS Red Line running to Tallaght / Citywest is one of the two lines of Dublin's LUAS light rail system. The Red Line allows for passenger transfers at O’Connell Street / Abbey Street to the Cross-City Line services, allowing commuters to access Broombridge as an interchange station to reach outer suburbs such as Castleknock and Ongar. The LUAS service is a reliable, sustainable transport option. The frequency of service is every 5/6 minutes which we consider is more than adequate for residents of the proposed development. The closest LUAS stop close to the subject site is Fortunestown (see Figure 4-6) which is approximately 400m to the north.

Figure 4-6: Proximity of Fortunestown LUAS stop to subject site

https://en.wikipedia.org/wiki/Dublin

https://en.wikipedia.org/wiki/Luas

https://en.wikipedia.org/wiki/Light_rail_system

https://en.wikipedia.org/wiki/Broombridge_railway_station

https://en.wikipedia.org/wiki/Ongar,_Dublin


Figure 4-7 contains a route map for the LUAS Red line, plus details of its intersection points with the Green Line, and the onward linkage to Broombridge.

Figure 4-7: LUAS Red Line and linkage to Green Line

4.5 CONCLUDING COMMENTS ON MOBILITY PLAN

The parking for the apartment component of the proposed development will comprise 200 No. residential parking spaces. Given the number of apartments (353No + 7no.duplex apartments), the ratio of car spaces to apartment units is reduced, compared to traditional requirements, but is considered sufficient for this development for the following reasons:

The existence of significant public transport facilities – the LUAS Red Line within 400 metres of the subject site, in addition to the Route 65b and 77a buses running along Citywest Road.

Incorporated into the 200 No. resident car spaces will be a minimum of 3no. Go-Car car club spaces. Car club sharing has proven benefits to traffic volumes, parking volumes (both private and public), the environment, consumer cost and social inclusivity.

Excellent pedestrian facilities, linking the site to nearby suburbs and the south city centre.

This report has demonstrated that the proposed reduced car parking provision for the residential development is entirely sustainable based on current modal splits for the journey to work for existing residents living within Electoral Districts close to the subject site Given the restricted car parking provision, this report has demonstrated the sustainability in transportation terms of residents utilising non-car-based forms of travel by demonstrating the high level of service that is provided by the transport infrastructure in place at the site with regards to, walking, cycling, public bus services and LUAS.


APPENDIX

1 SITE LAYOUT



APPENDIX

2 CYCLE NETWORK PLAN (SOUTH DUBLIN AREA)













APPENDIX

3 BUS CONNECTS (TALLAGHT AREA)



APPENDIX

4 GO CAR Letter of Intent


Barrett Mahony Consulting Engineers,

52/54 Sandwith Street Lower,

Dublin 2

To Whom It May Concern,

This is a letter to confirm that GoCar intends to provide 3 shared car club vehicles in the proposed site at

Citywest Road which is to be developed by Glenveagh Homes Ltd. GoCar representatives have discussed the

project with the civil & structural consultants for the development at Barrett Mahony Consulting Engineers

and are excited to provide a car club at this location.

It is understood that use of the vehicles situated at this development will be shared between the residents

and the local community. GoCar will work with the eventual management company to arrange for access to

the vehicles for the surrounding community.

GoCar is Ireland’s leading car sharing service with over 50,000 members and over 700 cars and vans on

fleet. Each GoCar which is placed in a community has the potential to replace the journeys of up to 15

private cars. The Department of Housing’s Design Standards for New Apartments - Guidelines for

Planning Authorities 2018 outline: “For all types of location, where it is sought to eliminate or reduce

car parking provision, it is necessary to ensure... provision is also to be made for alternative mobility

solutions including facilities for car sharing club vehicles.”

Carsharing is a sustainable service. By allowing multiple people to use the same vehicle at different times,

car sharing reduces car ownership, car dependency, congestion, noise and air pollution. It frees up land

which would otherwise be used for additional parking spaces. Most GoCar users only use a car when

necessary and walk and use public transport more often than car owners.

By having GoCar vehicles situated in a development such as this, residents and staff will have access to pay-

as-you-go driving, in close proximity to their homes or workplaces, which will increase usership of the

service.

I trust that this information is satisfactory. For any queries, please do not hesitate to contact me.

Rob Kearns Head of GrowthGoCar

Carsharing Limited M: 083 822 3924

E: [email protected]

mailto:[email protected]

Parking Strategy & Preliminary Mobility Management Plan...P3 P2 P1 13/12/19 21/11/19 14/11/19 10/10/19 18/09/19 24/04/19 02/04/19 26/03/19 Issued for SHD Application Issued for comment

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