Cork Metropolitan Area Draft Transport Strategy 2040

Bonneagar Iompair Eireann Transport Infrastructure Ireland

CORK METROPOLITAN AREA DRAFT TRANSPORT STRATEGY 2040

LRT

Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí ACKNOWLEDGEMENTS

National Transport Authority: Transport Infrastructure Ireland: Systra: Hugh Creegan Paul Moran Ian Byrne Owen Shinkwin Tara Spain Jack Sheehan Roy O’Connor Eoin Gillard Paul Hussey Sinead Canny Cork City Council: Jacobs: Allanah Murphy Gerry O’Beirne John Paul FitzGerald Benjamin Loreille Ann Bogan Kevin Burke Joshua Noon Edith Roberts Sarah Cooper Elizabeth Kidney David Siddle Dolphin 3D Photomontages: Jennifer Egan Philip Watkin Cork County Council: Ciara Murphy Peter O’Donoghue Richard Eastman Chetwynd Viaduct Photograph Michael W. Lynch © David Moloney, used with kind permission. Padraig Moore

Date of publication: May 2019 CORK METROPOLITAN AREA DRAFT TRANSPORT STRATEGY 2040 This Strategy will deliver an accessible, integrated transport network that enables the sustainable growth of the Cork Metropolitan Area as a dynamic, connected, and internationally competitive European city region as envisaged by the National Planning Framework 2040. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

00 CONTENTS

01 Introduction 3 02 Policy Context 9 03 Existing Transport Context 17 04 CMATS 2040 Land Use 23 05 Strategy Development and Outcomes 29 06 Walking 39 07 Cycling 47 08 BusConnects 55 09 Suburban Rail 63 10 Light Rail 69 11 Parking 75 12 Public Transport Interchange and Integration 79 13 Roads 83 14 Freight, Delivery and Servicing 95 15 Supporting Measures 99 16 Implementation 105 17 Strategy Outcomes 111

CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 3

01 INTRODUCTION

The Cork Metropolitan Area (CMA) is To address this challenge, the Cork The Strategy will provide a coherent Cork already performs in the midst of an exciting phase of its Metropolitan Area Transport Strategy transport planning policy framework and well as a major urban development. The recently-published (CMATS) 2040 (the “Strategy”) has been implementation plan around which other National Planning Framework (NPF) 2040 developed by the National Transport agencies involved in land use planning, centre in Ireland and envisages that Cork will become the Authority (NTA) in collaboration with environmental protection, and delivery of the City has positioned fastest-growing city region in Ireland with Transport Infrstructure Ireland (TII), Cork other infrastructure such as housing and a projected 50% to 60% increase of its City Council and Cork County Council. water can align their investment priorities. itself as an emerging population in the period up to 2040. medium-sized CMATS represents a coordinated land CMATS will inform the development of European centre of This projected population and associated use and transport strategy for the Cork regional and local planning, and ssociated economic growth will result in a significant Metropolitan Area. It sets out a framework investment frameworks. It will align with the growth and innovation. increase in the demand for travel. This for the planning and delivery of transport the Southern Assembly’s Regional Spatial and Building on this potential demand needs to be managed and infrastructure and services to support the Economic Strategy (RSES), the statutory Cork is critical to further planned for carefully to safeguard and CMA’s development in the period up to 2040. Metropolitan Area Strategic Plan (MASP) and enhance Cork’s attractiveness to live, the statutory Development Plans of both Cork enhancing Ireland’s work, visit and invest in. The Strategy takes its lead at national level City Council and Cork County Council. metropolitan profile. from the National Planning Framework There is limited capacity within the existing 2040 and the National Development Plan This document outlines the development of National Planning Framework 2040 CMA transport network to cater for 2018-2027 and builds upon previous the Strategy, its underpinning analysis and additional motor traffic and what capacity transport studies including Cork City Centre strategy’s development, underpinning is there will need to be allocated more Movement Strategy, Cork Area Strategic and proposed measures. efficiently. Land use and transport planning Plan (CASP) and the Cork Metropolitan will need to be far more closely aligned Cycle Network Plan. to reduce the need to travel by car and support the functioning of a sustainable, integrated transport system. ATS S F Next Steps P P P P ATS P 4 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Supporting technical documents have Current Challenges Many competing demands for scarce A number of also been prepared to document the work There are a number of challenges across road and kerbside space for different characteristics of the undertaken in developing CMATS, including the wider Cork Metropolitan Area that road users; transport demand analysis, transport were considered in preparing this Strategy Some high capacity roads within Cork CMA result in problems option development, transport modelling These are set out in the following sections: City such as the N22, N27 and N40, that and inefficiencies with and transport networks appraisal. cause community severance and hinder Land Use and Physical Constraints pedestrian and cyclist movement; and respect to the movement The complete set of background Cork is projected to be the fastest A lack of a strategic orbital corridor to of people and goods reports comprise the following: growing Metropolitan Area in the State. the North of the city resulting in strategic Baseline Conditions Report; The substantial increase in population, traffic and HGV movement from the Planning Datasheet Development employment and educational use N20 routing through the city adding to Report; will lead to a subsequent increase in congestion, noise and pollution. Demand Analysis Report; demand for travel; Travel Behaviour Transport Modelling Report; A legacy of dispersed patterns of residential, employment and retail An over-reliance on the private car for Transport Options Development Report; development, particularly outside of relatively short trips; Supporting Measures Report; the central city area; Relatively low mode share of cycling and Strategic Environmental Assessment A unique and challenging geography limited (though improving) dedicated (SEA); and characterised by steep topography and cycle infrastructure; Appropriate Assessment (AA). waterways; Low walking mode share outside of the The general unsuitability of the road current City Council administrative area; The Strategy is considered to be flexible network - particularly within the medieval A high level of car use for the school run, with the ability to scale up public transport city core and arterial routes - to suppressing the use of public transport, capacity and frequencies as neccessary accommodate relatively high volumes of walking and cycling and contributing to along CMATS agreed transport corridors. peak time vehicular traffic; car-based congestion during the morning Cork City’s pivotal role as the major and afternoon inter-peak periods CMATS is a considered to be a ‘live’ regional centre for employment, document and will be subject to a periodic Low level of parking control through, education, retail and leisure for a large review process (typically 5 years) over the for example, controlled parking zones, geographical area leading to a significant lifetime of the Strategy. leading to commuter parking in number of long distance trips made residential areas; and primarily by car; Complex one-way systems creating high speed environments.

BRT CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 5

Public Transport Provision Unprotected and unmarked bus set- Congestion and Economy A need to facilitate the movement of A largely bus based local public transport down areas frequently occupied by Concerns that on-going congestion will goods on the strategic road network network with a limited number of high parked cars, forcing passengers to board inhibit the ability of the CMA to attract and to maintain efficient access to key frequency services (i.e. headways of 15 and alight in the carriageway; further inward investment; locations including the Port of Cork and the National Road network. minutes or better); A suburban rail service serving some Concern from major employers that public Long journey times and delays on the of larger East Cork settlements but a transport provision is insufficient to cater Public Health and Deprivation current bus network negatively impacting disconnection between the location of for an increasingly millennial and car-free passengers and operating costs; stations relative to the town centres that workforce; Concerns over rising levels of physical they serve; inactivity and childhood obesity; Split inbound and outbound bus routes, Traffic congestion and delays at key and longer journey distances created by Constraints on the rail network that limits locations on the national road network A recognition of the need to incorporate one-way systems; frequency and capacity at Kent station; during peak periods, such as the more active travel and incidental and exercise into our transport system Inadequate level of Real Time Information Dunkettle Interchange (junction of the through the re-shaping of our public (RTI) and bus shelters outside of the city Overprovision of car parking (including N8, M8, N25 and N40) and on sections realm and transport choices; centre; the continued use of minimum standards on the N40; in some cases) undermining the viability Over-provision of junctions along the N40 Rising concerns over the impact of and attractiveness of public transport. resulting in motorists using the strategic transport on local air quality; and road network for local trips ’and a lack A need to provide equitable transport of alternative orbital routes or public accessibility to essential services, transport options for movement along this education and employment to help corridor; and reduce deprivation. 6 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Vision and Principles County Council and Local Area Plans of certain plans and programmes which This Strategy will deliver an CMATS will deliver an integrated transport issued by both local authorities. Further are likely to have significant effects on detail on the relationship between CMATS the environment.’ accessible, integrated transport network that addresses the needs of all modes of transport, offering better and these Plans are discussed in network that enables the transport choices, resulting in better Chapters 2 and 4. Appropriate Assessment (AA) is a sustainable growth of the Cork overall network performance and providing requirement of the European Union (EU) Habitats Directive (92/43/EEC) – on the Metropolitan Area as a dynamic, capacity to meet travel demand and Strategic Environmental support economic growth. Assessment (SEA) and conservation of natural habitats and connected, and internationally Appropriate Assessment (AA) wild flora and fauna – as transposed competitive European city region To achieve this vision, the guiding into Irish law through the European The preparation of CMATS is subject Communities (Birds and Natural Habitats) as envisaged by the National principles upon which CMATS is based is to Strategic Environmental Assessment dipicted in the graphic below. Regulations 2011, which consolidates Planning Framework 2040. (SEA). Article 1 of SEA Directive the European Communities (Natural (2001/42/EC) states that the ‘objective Planning Frameworks Habitats) regulations 1997 to 2005 and the of this Directive is to provide for a high European Communities (Birds and Natural CMATS will be incorporated and aligned level of protection of the environment Habitats) (Control of Recreational Activities) with relevant future policy, strategies and and to contribute to the integration of Regulations 2010. implementation plans. These include the environmental considerations into the National Planning Framework 2040, the preparation and adoption of plans and Both the SEA and AA reports have been National Development Plan 2018-2027, programmes with a view to promoting developed in parallel with CMATS and the Southern Assembly’s RSES and the sustainable development, by ensuring should be read and considered in parallel statutory Cork MASP, Development Plans that, in accordance with this Directive, an with this Strategy. for both Cork City Council and Cork environmental assessment is carried out

To achieve this vision the guiding principles upon which CMATS is based are:

P P P P P P 01 02 04 05 06 To support the future To prioritise To provide a high level To identify and protect To enhance the public To increase public growth of the CMA sustainable transport of public transport key strategic routes for realm through traf c transport capacity and through the provision and reduce car connectivity to key the movement of freight management and frequencies where of an ef cient and safe dependency within destinations within high and services including transport interventions. needed to achieve the transport network. the CMA. demand corridors. the provision of a high strategy outcomes. level of freight access to the Port of Cork CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 7

SEA The Strategy facilitates a mode shift away Cork Metropolitan Area Transport Strategy Methodology SEA is required to be undertaken on the from the private car to public transport, transport plan as it contributes towards the walking and cycling and associated framework for future development consent of positive effects, including those relating to: P projects listed in Annexes I and II to Directive • Contributions towards reductions 2011/92/EU, as amended by 2014/52/EC. in greenhouse gas emissions and The provisions of the Strategy have been associated achievement of legally evaluated for potential significant effects, binding targets and measures have been integrated into the • Contributions towards reductions A Strategy on foot of SEA recommendations in emissions to air and associated in order to ensure that potential adverse achievement of air quality objectives, effects are mitigated. The environmental thereby contributing towards topics (including interrelationships) which are improvement or air quality and E considered by the SEA are as follows: D protection of human health O • Contributions towards reductions in Air and Climatic Factors; consumption of non-renewable energy Population and Human Health; sources and achievement of legally Biodiversity, Flora and Fauna; binding renewable energy targets P Material Assets; • Energy security Soil; • Enhancing the public realm Water; Certain Strategy provisions would be Cultural Heritage; and likely to result in significant positive effects P D upon environmental management and Landscape. protection; and The SEA Environmental Report, which Certain Strategy provisions would have should be read and considered in parallel the potential to result in significant with the Strategy sets out the findings of the negative environmental effects upon the R assessment under headings including the environment. The integration of detailed following: mitigation into the Strategy has ensured that these effects are mitigated. Relevant aspects of the current state of the Environment; AA The AA concludes that it is considered Evaluation of Alternatives; that the Strategy will not have a significant Evaluation of Strategy provisions; adverse effect on the integrity of the Natura Mitigation Measures; and 2000 network of sites. The details of the Monitoring Programme. approach to the AA and the findings are set out in the AA Natura Impact Report The overall findings of the SEA are that: that accompanies the Strategy. In a similar manner to the Environmental Report of the All of the recommendations arising from SEA, this separate document should be read the SEA process have been incorporated and considered in parallel with the Strategy. into the Strategy;

CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 9

02 POLICY CONTEXT

This chapter sets out the prevailing National Level Improved traffic flow around the City, The World is changing and national and regional policies which inform National Planning Framework 2040 which, subject to assessment, could Ireland is changing too. and interact with CMATS. These include The NPF 2040 document was published include upgrades of the N40, and/or those directly related to transport, climate alternatives which may include enhanced The best way for our in February 2018 and sets out Ireland’s change and land use planning. planning policy direction for the next public transport; and country to address the 22 years. Cork is projected to grow Improved rail journey times to Dublin and changes that we will Planning and Policy significantly with at least an additional consideration of improved onward direct CMATS is a Regional Level plan and is 125,000 people by 2040 to support a network connections. continue to face, is to directly informed by National Level (Tier-1) minimum population of 315,000 within the This Strategy has been developed in plan for that change. policies. The most important and recent of City and Suburbs alone. Some of the key line with the core principles set out in the these National Planning policy documents transport growth enablers relevant to the NPF 2040. National Planning Framework 2040 are the NPF 2040 and the NDP 2018- development of the Strategy include: 2027 both of which were published in Delivery of large-scale regeneration National Development Plan February 2018. projects for the provision of new 2018-2027 employment, housing and supporting The NPF 2040 sets out Ireland’s planning infrastructure in Cork Docklands (City The National development Plan (NDP) sets policy direction for the next 22 years Docks and Tivoli); out a ten year investemnt plane and the NDP sets out the investment to underpin the NPF’s ten National Strategic Progressing sustainable development priorities that will underpin the successful Outcomes (NSOs). The key NSOs that have of new greenfield areas for housing on implementation of NPF 2040 in the short informed the development of CMATS are public transport corridors; to medium term, up to 2027. summarised as follows: Intensifying development in inner-city NSO 1 - Compact Growth Other important National level policies and inner suburban areas; • Urban Regeneration and Development which have informed CMATS include: Development of a new science and Fund - the Cork Docklands is included innovation park to the west of the city Strategic Framework for investment as an example project with potential to accessible by public transport; in Landside Transport (SFILT); and receive support; and Development of enhanced city-wide Smarter Travel. • Establishment of a National Regeneration public transport system to incorporate and Development Agency. A detailed review of planning and proposals for an east-west corridor NSO 2 – Enhanced Regional policy documents relevant to CMATS from Mahon, through the City Centre to Accessibility Road Network is contained within the supporting Ballincollig and a north-south corridor CMATS Baseline Conditions Report. with a link to the Airport; • Establish the Atlantic Corridor road A synopsis of some of the key documents M8/N25/N40 Dunkettle Junction upgrade network linking Cork, Limerick, Galway follows overleaf. and improved Ringaskiddy Port access; and Sligo; Enhanced regional connectivity through • Improving average journey times improved average journey times by road; targeting an average inter-urban speed of 90kph; 10 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

• M20 Cork to Limerick motorway NSO 7 – Enhanced Amenity and National Mitigation Plan including consideration of a Heritage The first National Mitigation Plan represents complementary scheme – the Cork • Education, health and cultural an initial step to set Ireland on a pathway North Ring Road - linking the N20 to infrastructure; to achieve the level of decarbonisation Dunkettle; and required to reduce greenhouse gas • Capital investment at UCC including emissions in line with our international • M28 Cork to Ringaskiddy Road. new Business school, Innovation Park, commitments under the Paris Agreement Public Transport new dental hospital, expansion of the as well as to meet our more immediate EU Tyndall National Institute and student • A feasibility study of high speed rail obligations. between Dublin Belfast, Dublin Limerick accommodation; Junction/Cork by 2019; and • Investment in the Crawford Art Gallery; Decarbonising Transport is a key tenet of • Complete construction of the National and the Plan. The Plan sets out the various Train Control Centre. • Cork Event Centre. measures already helping to contain the NSO 4 – Sustainable Mobility level of emissions associated with the transport sector and identifies a range of • A commitment to implement NSO 8 – Transition to a Low-Carbon potential additional measures that can BusConnects for Cork; and Climate-Resilient Society help to intensify mitigation efforts within • Expansion of electric vehicle charging • Delivery of comprehensive walking and the sector. Some key measures related to points; cycling network; and CMATS include; • Transition to low emission, including • Smarter Travel projects. T1 Public Transport Investment; electric buses, for the urban public bus fleet with no diesel only buses T2 Smarter Travel Initiative; NSO 5 – A Strong Economy, supported purchased from 1 July 2019; T8 Review of Public Transport; by Enterprise, Innovation and Skills • BusConnects for Cork; and T9 Review of Active Travel Policy; • Upgrading of the Tyndall National Institute in Cork; • Sustainable travel measures, including T10 National Intelligent Transport comprehensive Cycling and Walking Systems (ITS) Strategy; • University College Cork; New business Network for metropolitan areas school, student accommodation, T16 Further Public Transport Investment; of Ireland’s cities, and expanded Innovation Park and new dental hospital; T17 Supports and Incentives to Modal Greenways. • Major Infrastructure project at CIT Shift; delivered through PPP. NSO 10 – Access to Quality Childcare, T23 National Policy on Parking. Education and Health Services The latter measure suggests reducing parking NSO 6 – High-Quality International • A new acute hospital in Cork Connectivity limits in urban centres to free up space for • A new dedicated ambulatory elective- pedestrians, cyclists and public transportation • Continued investment in Cork only hospital in Cork to tackle waiting and should be considered in tandem with Airport; and lists and provide access to diagnostic policies on ‘out-of-town’ parking. • The consolidation of Port of Cork facilities services at Ringaskiddy and redevelopment of existing port facilities at Ringaskiddy to accommodate larger sea-going vessels and increase capacity. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 11

Investing in Our Transport Future- The document recognises the critical role Design Manual for Urban Roads and The Cork City network, Strategic Investment Framework for that a world class road network plays in the Streets 2013. operated by Bus Éireann, Land Transport State’s social, economic and environmental The Design Manual for Urban Roads and In keeping with the SFILT, the first priority development but also warns against Streets (DMURS) sets out the manner offers reasonably extensive for future investment under the Strategy repeating the land use planning mistakes in which roads and streets in urban and coverage of the City. The will be the steady state maintenance of of the past. The key quotes and principles suburban areas should be designed to majority of city bus the existing land transport infrastructure relevant to the development of the road prioritise the needs of pedestrians, cyclists services operate cross and services in the CMA. This will involve network in CMATS are reprised below. and public transport users and reduces the expenditure on maintenance and renewal dominance of the private car. The plans city and radially from the to keep the existing transport system in “National roads play a key role within and proposals outlined in CMATS are City Centre with some an adequate condition, and operating Ireland’s overall transport system and consistent with the goals and overarching orbital routes catering for and management expenditure to ensure in the country’s economic, social and objectives of DMURS. inter-suburban trips. the continuing delivery of adequate physical development. transport services. Key principles applied in the context of The primary purpose of the national CMATS include the following: The next priority, consistent with SFILT, road network is to provide strategic More emphasis on the place function for will be to address urban congestion and transport links between the main centres streets and roads in Cork City, suburban improve the efficiency and sustainability of of population and employment, including areas and Metropolitan Town Centres; the urban transport system in the CMA. key international gateways such as the Greater consideration of the pedestrian main ports and airports, and to provide environment including footway widths The response will focus on improved access between all regions’. and crossing facilities; and expanded public transport capacity, improved and expanded walking and However, in recent years, increasing Emphasis on filtered permeability and cycling infrastructure, the use of Intelligent population and car ownership rates, connections for pedestrians and cyclists, Transport Systems (ITS) to improve changes in lifestyle and employment, and especially to places of employment, efficiency and sustainability and to improvements in the quality of the road education and public transport stops; and increase capacity and on demand network have also contributed to the Distributor road layouts and management measures. unsustainable outward expansion of urban requirements. areas, and retail and employment centres. Major new roads are generally not seen as Smarter Travel – A Sustainable Future part of the solution to congestion, though These dispersed, car dependent forms Smarter Travel sets clear targets which capacity enhancements to existing roads of development are uneconomic, lead have informed the preparation of CMATS. coupled with demand management may to increases in trip distance and make it The Government sets its vision for be justified in limited circumstances. difficult to develop attractive public sustainability in transport and sets out transport, cycling and walking networks five key goals: (i) to reduce overall travel Spatial Planning and National while also having serious implications demand, (ii) to maximise the efficiency Roads (2012) for the viability and sustainability of town of the transport network, (iii) to reduce The Spatial Planning and National Roads and city centres. Government policy no reliance on fossil fuels, (iv) to reduce guidelines sets out planning policy longer proposes to cater for the type of transport emissions and (v) to improve considerations relating to development unlimited road traffic growth driven by accessibility to transport. In particular, affecting National Primary and National the scenario outlined above. it sets a goal that walking, cycling and LRT Secondary Roads, including motorways public transport will make up 55% of total and associated junctions. commuter journeys to work in the State. 12 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

In order to facilitate this shift, and to cater A significant uptake in the quantity and The Assemblies are charged with preparing for additional trips by walking, cycling and quality of cycle parking provision in new RSESs for their regions. public transport, the Strategy proposes a relation to the location; quantity; design, comprehensive public transport network and management of bicycle storage areas The RSES is a link between the NPF, the and service structure, as well increasing A reduced overall parking standard and City and County Development Plans and the role of cycling and walking as feasible application of a maximum car parking the Local Economic and Community Plans. alternatives for many trips. standard of for housing schemes with Through this process the Assemblies more than 45 dwellings per hectare net are centrally involved in the formulation Sustainable Urban Housing: Design in suburban/urban locations served by of policies geared towards achieving a Standards for New Apartments public transport or close to town centres greater dispersal of economic growth and Guidelines for Planning Authorities or employment areas. development throughout the region. This document represents an update on A requirement that cycling is fully the earlier design standards guidelines The draft RSES was available for public integrated into the design and operation issued in 2015. The updated standards consultation from December 2018 to March of all new apartment schemes. contain a number of transport-related 2019. The Strategy is expected to be issues relevant to the development of available later in 2019. CMATS including the following: Regional Guidance A default policy for car parking provision At a regional level, the NPF 2040 Metropolitan Area Strategic Plan (MASP) to be minimised, substantially reduced recommends the development of RSESs and RSESs will be developed to co-ordinate or wholly eliminated in highly accessible MASPs. The RSESs are to ensure better co- local authority plans at a strategic and areas such as in or adjoining city cores ordination in planning and development policy regional assembly level. However, the or at a confluence of public transport matters across local authority boundaries. area of the Assemblies is too broad to systems such as rail and bus stations As part of the RSES process, MASPs are be able to sufficiently focus on city and located in close proximity. Typically, these required to provide more specific focus on city metropolitan issues. Accordingly, in tandem locations are within 15 minutes walking of and metropolitan issues. Further detail on the with and as part of the RSES process, the city centres or within 10 minutes walking RSES and MASP process is provided below. NPF stipulates that, arrangements will be distance of commuter rail or bus stops or put in place to enable the preparation of within 5 minutes walking distance of high Regional Spatial & Economic Strategies five coordinated MASPs for the Dublin, frequency bus services. (RSES) Cork, Limerick, Galway and Waterford The CMA lies within the Southern Regional Metropolitan areas. Assembly. The Southern Regional Assembly established on 1st January 2015, is one of In line with the RSESs, the MASPs will be three Assemblies in Ireland along with the provided with statutory underpinning to act Northern and Western, and the Eastern and as 12-year strategic planning and investment Midland regional assemblies. frameworks for the city metropolitan areas, addressing high-level and long-term strategic The three new Assemblies incorporate development issues. the functions of both the former regional authorities and assemblies, with significant The proposals outlined in CMATS informed enhancement of some powers, particularly the draft MASP which was available for in relation to spatial planning and economic public consultation with the RSES. The final development. Cork MASP is a statutory document and is expected to be adopted later in 2019. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 13

CMATS in combination with the RSES for The Development Plan sets out a vision The objective of the plan is to make the Southern Region and the MASP for for Cork City as successful, sustainable Cork a more competitive and sustainable the CMA, provides the building blocks for regional capital with a high quality of life for county through the delivery of an efficient regional planning in the Cork area, which its citizens and a robust local economy with transport system whilst encouraging is also informed by the national policy a network of attractive neighbourhoods balanced investment and more energy objectives contained within the NPF 2040 served by good quality transport and efficient sustainable modes of public and the NDP. amenities. and private transport. The County This vison for Cork City will be achieved Development Plan provides for an Local Guidance through the realisation of the following enhanced public transport network linking The third tier in the planning and policy strategic goals: the large Metropolitan towns. hierarchy is local planning, which Increase population and households to involves the planning framework for the create a compact sustainable city; The Core Strategy of the Cork County implementation of national and regional Development Plan outlies strategic priorities Achieve a higher quality of life, promote for the Cork Metropolitan area to ensure it guidance at the local level. CMATS will social inclusion and make the city an inform the future update of Cork City and can fulfil its strategic function as a driver for attractive and healthy place to live, work, growth in the South West Region. County development plans. The current visit and invest in; development plans are summarised below. Support the revitalisation of the city’s These priorities include the following: economy; Cork City Development Plan Promote Metropolitan Cork development 2015-2021 Promote sustainable modes of transport as an integrated planning unit to function Cork City Development Plan sets out the and integration of land use and as a single market area for homes and development framework for the City of transportation; jobs where there is equality of access Cork to 2021. The focus of the plan is to Maintain and capitalise on Cork’s unique for all, through an integrated transport grow the city’s residential and form and character; system, to the educational and cultural facilities worthy of a modern and vibrant employment population. Tackle climate change through reducing European City; energy usage, reducing emissions, adapt The Core Strategy sets out a population to climate change and mitigate against Assist in the redevelopment of the Cork target of 150,000 and an employment flood risk; and City Docklands by providing for the target of 85,577 jobs by 2022. This would relocation and development of industrial Protect and expand the green represent an increase of 25.8% and 22.3% uses and major port facilities, primarily infrastructure of the city. respectively on the Census 2011 figures. at Ringaskiddy; Cork County Development Plan Recognise the long-term importance The plan focuses on improving the quality 2014-2020 of Cork International Airport and to of life of its inhabitants and cognisant of maintain and enhance the infrastructure This Development Plan sets out an overall climate change and the environmental and other resources likely to be required strategy for the appropriate planning and effect of development. The Development for its future development; sustainable development of Cork County Plan also seeks to promote more over a 6-year period. Provide an enhanced public transport sustainable modes of travel within the city, network linking the City, its environs, noting the importance of aligning land use the Metropolitan towns and the major and transportation. centres of employment; 14 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Maintain the principles of the Development to provide the homes and Summary Metropolitan Cork Greenbelt; jobs that are necessary to serve the It is evident from the review, that policies Develop the Cork City Environs so that planned population will be prioritised in have been in place for many years across they complement the City. In the south, the following locations within the CMA; many sectors, which aim to increase priority should be given to consolidating Carrigaline (Shannon Park), Midleton accessibility, promote active travel modes, (Water Rock) and Carrigtwohill (North the rapid growth that has occurred in and seek to reduce car use by a variety of the Railway), Ballincollig (Maglin), recent years by the provision of services, of means. social infrastructure and recreation North Environs (Ballyvolane), Glanmire (Dunkettle), Blarney (Stoneview), facilities to meet the needs of the Plans are in place to better integrate land Monard and Cobh. population. The North Environs will play use and transport planning on a national a major role in the rebalancing of the and regional basis. These policies have The Core Strategies of both local City in terms of future population and informed and guided the development Authorities are expected to be modified in employment growth; and of CMATS. the relevant areas by 2021.

TER National Planning National Development Plan Strategic Investment NATIONAL Framework (NDP) 2018-2027 Framework for LEEL 2040 Land Transport

Southern Assembly C M Metropolitan Area TER Regional Spatial & Strategic Plans REIONAL Economic Strategy A T (MASP) PLANNIN (RSES) CMAT

Cork City and Local Transport Local TER Cork County Implementation Economic and LOCAL Development Plans Plans Community Plans PLANNIN Local Area Plans

IMPLEMENTATION CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 15 CMATS Study Area and Transport Network

N WHITECHURCH

KNOCKRAHA LEAMLARA

WHITES CROSS SALLYBROOK

BLARNEY BROOKLODGE

TOWER GLANMIRE

GLOUNTHAUNE N MIDLETON CARRIGTWOHILL N

LITTLE ISLAND N BALLYNACORRA N

BALLINCOLLIG

N ROCHESTOWN PASSAGE WEST

FRANKFIELD BALLYMORE

COBH N MONKSTOWN

CORK AIRPORT

BALLYGARVAN WHITEGATE

CARRIGALINE N CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 17

03 EXISTING TRANSPORT CONTEXT

The first task in the preparation of the The Study Area encompasses Cork There are significant employment If we continue with Strategy was to undertake an assessment Harbour and the Port of Cork. The River centres within the current City Council present policies, of existing transport conditions. This Lee runs directly from the harbour through administrative area particularly in Mahon, chapter outlines the current situation and the centre of the metropolitan area the City Centre, Model Farm Road and congestion will get conditions within the CMA in the context splitting into two channels which form southwest of the City at Cork University worse, transport of land-use, transport supply and the centre island of Cork City. The area is Hospital and Wilton. Outside the City, there emissions will continue movement patterns. characterised by hilly, steep terrain to the are notable employment clusters at Cork north and south of the city. Airport, along the N25 corridor and within to grow, economic Study Area Ringaskiddy, Ballincollig and Little Island. competitiveness will The Cork Metropolitan Area (CMA) was Cork City is home to two large third level suffer and quality of life previously defined by the Cork Area education centres, University College Cork Existing CMA Movement Context Strategic Plan (CASP) and includes Cork (UCC) and Cork Institute of Technology There is in the region of 820,000 trips will decline. City, its suburbs and the towns and rural (CIT), which are both located in the originating within the CMA on average each Smarter Travel - A Sustainable areas in the immediate hinterland of the southwest of the city as is Cork University weekday (over 24 hours) with the morning Transport Future City of Cork as a single integrated unit. Hospital (CUH). The area is served by Cork peak and late afternoon being the busiest Airport, located in the south of the city, periods. The late afternoon trip intensity is The CMA covers 820km2, and has a Intercity and suburban rail services, and due to the prominence of education trips as population of just over 305,000, as regional and city bus services. These are well as retail and leisure trip purposes. determined from the Census 2016. discussed in further detail in this chapter. Trips to places of education make up the Existing Development Patterns highest percentage of trips in the morning The residential population within the study peak - representing 36% of the total. area is primarily focused in urban areas Whilst the volume of commute trips is also A comprising of Cork City, its environs, and significant at 29%, ‘other trip’ purposes P R the surrounding settlements. There is a make up a greater proportion of 35%. higher residential population within the These trips comprise of shopping, leisure, south of Cork City compared to the north. business and visiting friends or family representing 50% of all trips over the The distribution of the population within course of the whole day. the south of the City extends further east- west than north-south (roughly 10km east- There is a dispersed pattern for journeys P D A west from Mahon to Bishopstown and to work generally within the Metropolitan 5km north-south from the City Centre). area. The private car tends to be used for The most populated area outside the radial trips into/out of the City as well as for R A City is within the south Environs trips on orbital routes between employment including Douglas. centres, such as along the N40. 18 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

2016 POPULATION DENSITY 2016 JOBS PER CSO SMALL AREA CMA Mode Share Approximately 86% of trips to work in the The frequency of services varies across The current limitations of the public transport Metropolitan area outside of the urban area the network and there are only five ‘high provision in the CMA are reflected in the are by car, with the car mode share reducing frequency’ routes (generally every 10 to low mode share for public transport of 5% to 65% within the City boundary. This 20 minutes). across the whole day and all trip purposes. reflects the very high rate of car dependency in the non-urban areas of the CMA. There is a higher concentration of Only 7% of journeys to work in Cork frequent bus services in the south of the Car Walking City are undertaken by public transport, Current Transport Provision city compared to the north reflecting the whereas across the whole Metropolitan distribution of population. The City network area, the equivalent figure is 3%. Local and Regional Bus Services extends beyond the City boundary to The Cork City network, operated as a serve high populations and employment By comparison, walking has a 20% mode State subvented network contracted by centres including the South City Environs, share, while the dominant mode is car the NTA, offers a reasonably extensive Ballincollig, Ringaskiddy and Blarney. which is used for 74% of trips throughout coverage of the City. The majority of city the region. Cycling makes up the bus services operate cross city and radially The fare structure has also recently been Public from the City Centre, with some orbital Transport Cycling remainder of trips over the course of the changed enabling passengers in these day, with 1% of all trips made by bike. routes catering for inter-suburban trips areas to avail of the lower cost city fares. and providing connections to both UCC SWRM 24-HOUR MODE SHARE ACROSS THE CMA and CIT. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 19

SALLYBROOK Within the wider metropolitan area there All rail services in the CMA operate to The past five years are regular bus services serving the and from Kent station. The location of BLARNEY main settlements, but no orbital services the station and its current access and has215 seen significant operating across the wider metropolitan layout arrangements are not ideal for TOWER improvements in cycling area or through the Jack Lynch Tunnel. accessing the City Centre. Way-finding infrastructure primarily GLANMIRE BLACKPOOL Longer distance bus services are generally and legibility are poor despite some recent within in the City Centre as MAYFIELD 208 characterisedGLOUNTHAUNE by limited stop coach services improvements. The one-way traffic system CARRIGTWOHILL part of the roll out of theKNOCKNAHEENEY operated by Bus Éireann from their Cork around the station also negatively impacts 202 City bus station on Parnell Place. There are a bus journey times and the attractiveness Cork City Centre Movement TIVOLI limited number of licenced commercial bus of rail-bus interchange. DOCKLANDS Strategy. services such as the recent Cobh Connects 202 service linking Cork City with Cobh. Less than 1% of all goods transported MAHON in Ireland are now transported by rail BALLINCOLLIG BISHOPSTOWN 215 205 Longer distance trips extending beyond freight. Port of Cork, traditionally one the CMA are well served by a variety of of the biggest generators of rail freight DOUGLAS commercially licensed bus services. movements, had a rail freight facility at 208 Cork City Centre has an extensive one- Tivoli serving the Port. However, in recent 206 ROCHESTOWN way traffic system that has a negative years the station has become disused and WHITECHURCH FRANKFIELD impact on public transport operations as freight movements are now undertaken bus routes are separated on inward and by road. EXISTING HIGH FREQUENCY BUS SERVICES outward legs. This can be confusing for infrequent bus passengersCOBH and visitors Cycle Network MONKSTOWN to the City unfamiliar with the city bus The past five years has seen significant network. Certain bus routes are also improvements in cycling infrastructure CORK SALLYBROOK AIRPORT separated due to restricted road widths. primarily within in the City Centre as part BLARNEY BROOKLODGE of the roll out of the Cork City Centre M TOWER Movement Strategy. C Rail Network RINGASKIDDY BLACKPOOL GLANMIRE BALLYGARVAN Cork City is reasonably well connected on MAYFIELD GLOUNTHAUNE MIDLETON KNOCKNAHEENEY K CARRIGTWOHILL the Irish Rail Network offering connections Whilst the cycle network is improving, L I within the CMA to Cobh, Rushbrooke, the present network is disjointed and of CARRIGALINE DOCKLANDS LITTLE ISLAND Carrigaloe, Fota Island, Midleton, variable quality. This is particularly the case BLACKROCK Carrigtwohill, Glounthaune and Little Island. outside the immediate City Centre where BALLINCOLLIG

BISHOPSTOWN there is currently a lack of quality cycle DOUGLAS The Cork–Dublin rail line, providing hourly infrastructure and segregated routes on PASSAGE WEST C ROCHESTOWN services, is the top performing InterCity roads with traffic speeds of over 30kph. FRANKFIELD LEEN EY NFORATON line in the country in terms of passenger The steep topography in parts of the E T S COBH BALLYGARVAN numbers. Apart from the direct InterCity CMA poses a barrier to cycling. R R MONKSTOWN CORK C AIRPORT morning service to Dublin, connections are available at Mallow, Limerick Junction and EXISTING RAIL NETWORK Heuston Station in Dublin. RINGASKIDDY

WHITEGATE

CARRIGALINE

CROSSBARRY

RIVERSTICK

INNISHANNON 20 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Nonetheless, the success of recent Cars parked illegally on the footpaths and Transport Infrastructure Ireland (TII) is improvements, not least the calls to extend at dropped kerbs is a recurring problem, progressing the upgrade of the Dunkettle the bike share scheme and use of the reducing sightlines and forcing pedestrians Interchange and has completed a cycle network, demonstrate a significant including those with mobility impairments Demand Management Study for the N40 latent demand for cycling as either a onto the carriageway. corridor, identifying a number of low cost primary mode of choice in its own right, or interventions aimed at improving traffic as part of linked trips with public transport. Other barriers to walking and access to flow and maintaining capacity. public transport for people with disabilities Pedestrian Network and push chairs, include insufficient The CMA lacks a strategic orbital corridor Walking levels and the quality of the crossing times at signalised junctions, to the north of the city resulting in strategic pedestrian environment vary considerably street furniture clutter, and a lack of public traffic and Heavy Goods Vehicles (HGVs) across the CMA. This reflects differing seating and toilets. from the N20 routing through the City intensities of land use, changing adding to congestion in residential streets movement and place priorities and Improving the quality of the pedestrian and within the City Centre itself. community severance caused by physical network and the environment to support barriers such as waterways and heavily safer and higher levels of walking and The enhancement and management of trafficked vehicular routes. accessibility to other forms of transport will the road network for the movement of Cork City Centre has a well-established be a key objective of the Strategy. strategic traffic will be an important aspect pedestrian network with a generally of the CMA’s future transport network attractive and walkable environment. Strategic Road Network including measures identified in TII’s N40 Outside of the City Centre, the quality of The movement of goods and services within Demand Management Study the pedestrian environment is inconsistent the CMA is supported by the strategic road even allowing for changes in topography. network comprising eight national roads, Regional and Local Road Network five of which form part of the TEN-T (Trans The regional and local road network Many of the key arterial walking routes to European Network - Transport) Core and provides access to local services and the City have inconsistent footpath quality Comprehensive network. links communities. The current local road and sub-standard widths in some areas network has evolved over many years but particularly at local and neighbourhood There is a major reliance on strategic may be considered unsuitable to facilitate centres. Some residential areas including roads such as the N28 (connecting with the safe and efficient movement of people Ballinlough, Ballintemple, Sundays Well Ringaskiddy), N27 (connecting with Cork and goods in the future. There are very few and Blackrock lack footways on certain Airport), N40, M8, N25 and N20 for orbital routes in Cork City resulting in local parts of the network and pedestrian national, regional and local connectivity. journeys routing through the City Centre or priority over local junctions. Maintaining the capacity of the roads redistribution to the National Road network with optimal levels of service is of critical for local trips. Across the CMA, attempts to promote importance for growing the economy higher and safer levels of walking trips of Cork. Congestion is experienced during peak to shops, local services and schools are periods within the City Centre and undermined by a lack of permeability in There is capacity in parts of the strategic on radial routes. In many areas, the housing and retail development layouts. road network but also high volumes opportunity to provide additional road The development of community facilities in of traffic in certain areas, resulting in capacity is limited and often undesirable unsuitable locations that lack supporting congestion at some pinch-point locations, in terms of the impact it would have on pedestrian infrastructure is also an issue. including the Dunkettle Interchange and the quality of the urban realm. sections of the N40. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 21

Traffic congestion and delays will inevitably Summary and key challenges to Increasing residential density levels on To provide for a better, more rise with future growth if the current be addressed within CMATS the basis of centrality within centres and dependence within the CMA on the private efficient and sustainable Cork’s transport network is coming under public transport accessibility; car is not addressed. transport network, there increasing strain and the existing network Accommodating a greater number of will not support the future transport needs trips more efficiently by maximising are a number of key Many parts of the local road network fail to of a growing City and Metropolitan area. connectivity by walking, cycling and make appropriate provision for pedestrians, challenges that must be Cork has a very high mode share for car public transport to major employment cyclists, those with mobility impairments addressed by CMATS. and unless the attractiveness of alternative and education centres; and other vulnerable road users including modes of transport is enhanced, Supplementing the public transport children. Nowhere is this more apparent Metropolitan Cork will continue to have network with complementary facilities than on roads serving recently developed high levels of car dependency, journey such as Park and Ride for the benefit residential areas on the edge of the city’s delays, congestion and pollution, which of people accessing the city from the built up area. all have impacts on quality of life. surrounding rural areas; Maintaining an effective strategic road To provide for a better, more efficient and network in the CMA that is integrated sustainable transport network, there are with the wider national road network to a number of key challenges that must be cater for strategic through trips and the addressed by CMATS. These include: movement of goods especially serving Ensuring that the transport network can the expanding Port of Cork facilities at support the population, employment Ringaskiddy; and educational growth as envisaged by Maximising existing transport the NPF 2040; infrastructure including the InterCity and Supporting the vibrancy, accessibility Commuter rail network and Cork Airport; and liveability of Cork City Centre and Overcoming physical constraints for Metropolitan centres; transport presented by the challenging Ensuring that future development is topography and physical features in Cork; located and designed in a fashion that Improving transport infrastructure in a prioritises walking, cycling and public cost-efficient manner that will support the transport and reduces the need to travel case for funding and investment; by car; Achieving efficiency and resilience within Improving the public transport offering Cork City Metropolitan Area’s transport through higher frequency services network; operating with greater speed, directness and journey time reliability; Improving the safety of road users in Cork through the reduction in traffic Balancing the needs of different collisions and incidents; transport modes to better support the movement of people through the Prioritising active modes (walking and transport network, particularly within the cycling) to improve health benefits; and confines of the limited space available in Reducing the impact of transport on the parts of the City; environment through targeted measures 2016 CAR MODE SHARE to limit the negative impact of air and noise emissions. 22 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 23

04 CMATS 2040 LAND USE

In February 2018, the Government As discussed in Chapter 2, the draft RSES Some of the key NPOs relevant to the Supporting ambitious published the NPF 2040. This document and MASP was open for consultation development of CMATS include: growth targets to sets out the planning policy framework between December 2018 and March NPO 1b – Southern Region population enable Cork to grow for the next 22 years. The publication 2019. These provided population growth of between 340,000-380,000 to of the NPF provides a major new policy projections to the horizon year of 2031 2040 i.e. a target population of almost by at least 50% to emphasis on renewing and developing for both Cork City and Suburbs (283,669) 2 million; existing settlements, rather than continual and the Rest of the Cork Metropolitan 2040 and to enhance its NPO 1c –225,000 additional people in expansion and sprawl of cities and towns Area (125,157). In the absence of a employment in the Southern Region i.e. significant potential to into the countryside, at the expense of definitive land use distribution for the CMA, 880,000 in total; become a city of scale. town centres and smaller villages. assumptions have been made considering the NPF National Planning Objectives and NPO 2a - A target of half (50%) of future National Planning Framework 2040 National Growth the statutory development plans of both population and employment growth will be focused in the existing five cities and The NPF 2040 document estimates that Cork local authorities. their suburbs; the population of Ireland will increase by approximately 1 million people by Additionally, the Strategy transport • This translates into a targeted 2040 with a requirement of an additional measures have been developed to be population growth for the Cork City 600,000 jobs and a minimum of 500,000 scalable, flexible and have adequate and Suburbs (NPO8) of between additional homes. reserve capacity to allow for any changes 105,000 and 125,000 above 2016 in growth that may arise from the RSES levels. The NPF recognises the role that Cork and and MASP processes to be catered for by NPO 3 – The NPF sets a target for at the other regional cites of Limerick, Galway the proposed strategy network. least 40% of all new housing to be and Waterford have to play in providing a delivered nationally within the existing counter-weight to Dublin and assigned a NPF National Policy Objectives built-up areas of cities, towns and minimum population growth forecast of The various policies within the NPF villages on infill and/or brownfield sites; 50-60% to each regional city. are structured under National Policy Objectives (NPOs). NPOs were developed Regional Growth following extensive analysis and The NPF 2040 will be translated at a consultation and set a new way forward regional level, metropolitan and local level for regional and local planning and through the production of the RSES, sustainable development policy in Ireland. MASPs and the forthcoming Development The NPOs have been used as the basis to Plans and Local Area Plans of both Cork develop the land-use growth targets and City Council and Cork County Council. distribution of growth for CMATS, along with the core strategies within the Cork City and Cork County Development Plans. CMATS 2040 Land Use Distribution WHITECHURCH

SALLYBROOK

BLARNEY BROOKLODGE

TOWER

GLANMIRE BLACKPOOL GLOUNTHAUNE MAYFIELD MIDLETON CARRIGTWOHILL KNOCKNAHEENEY

CORK CIT LITTLE ISLAND DOCKLANDS BALLYNACORRA

BLACKROCK BALLINCOLLIG

BISHOPSTOWN

DOUGLAS PASSAGE WEST

ROCHESTOWN FRANKFIELD LEEN EY NFORATON

COBH E T S MONKSTOWN

R CORK AIRPORT

RINGASKIDDY E BALLYGARVAN WHITEGATE

CARRIGALINE R

CROSSBARRY

RIVERSTICK

INNISHANNON CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 25

• This translates to 50% of the growth NPO 69 – Statutory arrangements Across the wider Metropolitan area, to be accommodated within the between spatial planning and transport clusters of employment, population, built-up footprints of the Cork City planning in the Greater Dublin Area will education, health and institutional services and Suburbs and 30% of the growth be extended to other cities. will be located mainly within or at the edge in surrounding settlements within their of existing urban settlements such as existing built-up footprints. CMATS Land-Use Outcome Glanmire, Ballincollig and Cobh. NPO 9 – In each Regional Assembly CMATS supports the delivery of the 2040 area, settlements outside of ‘City and population growth target for the Cork However, in line with Cork County Suburbs’ may be identified for significant Metropolitan Area of 172,000 persons Council’s nine designated Urban (i.e. 30% or more) rates of population (125,000 for Cork City and 47,000 for the Expansion Areas, there will be limited growth at regional and local planning County Metropolitan area and attendant greenfield development along identified stages; jobs and education growth. high capacity transport corridors such as Water-rock and Carrigtwohill North (on the The NPF makes specific reference to the Midleton-Cork rail line) and Monard and fact that these settlements may lie within Metropolitan Cork will be a national driver Stoneview (on the Mallow-Cork rail line). the commuter catchment of the city or of population growth and economic areas that have potential for high levels activity over the lifetime of CMATS. To The Strategy supports the growth of of travel by sustainable modes; support the compact growth aspiration of the NPF 2040, Cork City will become strategic employment growth areas For Cork, this would align with the focus for significant regeneration located along the Mallow and Midleton/ settlements along the existing rail line opportunities at brownfield locations Cobh rail lines at Blackpool, Tivoli, Little and future high capacity transport such as the Cork Docklands, Blackpool Island, Carrigtwohill, Midleton and Cobh. corridors. and Tivoli. Little Island is identified as a key strategic NPO 68 – NPF outlines that employment area with significant Metropolitan Area Strategic Plans In terms of employment and education, capacity potential. (MASPs) may enable up to 20% of the CMATS prioritises development along its phased population growth targeted in identified high capacity public transport A number of strategic employment sites the principal City and Suburban area, corridors. Increased employment growth exist within the CMA at Cork City Centre, to be accommodated in the wider along the proposed Ballincollig-City Centre- Docklands, Ringaskiddy and Cork metropolitan area i.e. outside the city Docklands-Mahon high capacity public International Airport. They have significant and suburbs, in addition to growth transport corridor is envisaged while also comparative advantages and their continued identified for the Metropolitan area. serving the significant education, health growth is supported in this Strategy. The NPF states that this should be and research cluster at University College subject to: Cork, Cork Institute of Technology and Cork Ringaskiddy and Marino Point are • Any relocated growth being in the University Hospital. identified for employment growth form of compact development, through the facilitation of the planned such as infill or a sustainable urban The development of the proposed Science re-development of the Docklands with extension; and and Innovation Park at Curraheen is relocation of industrial uses and major port facilities. Cork International Airport • Any relocated growth being served supported to further increase demand for has significant capacity for growth as a by high capacity public transport the corridor. gateway for business and tourism through and/or related to significant transatlantic flights routes, proximity to employment provision. London and continental Europe. 26 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

CMATS Land-Use Priorities Guided by the principles of the NPF, the Deliver consolidated development in This Strategy is confronting a historical following strategy development priorities a manner that can avail of existing legacy which saw significant levels for the distribution of land-use have been transport infrastructure, nearby of growth and migration of land uses identified for the CMA: amenities and facilities in the short term to suburban and peri-urban fringe Ensure effective integration between to deliver a critical mass of growth in locations, typically at lower densities and transport and land-use through the population and employment which can unconnected to existing and planned delivery of Public Transport Orientated support the transition and sequencing public transport services. Development (PTOD). PTOD is of investment to higher capacity public consolidated development that provides transport infrastructure and services; To ensure the success of this Strategy, higher density, a balanced mixed of Land use policies that minimise the the planning policy frameworks and land uses and compact settlements requirement to travel longer distances, implementation measures of both Cork that reduce trip distances and are of a particularly during peak times, by City Council and Cork County Council magnitude that supports the viability of encouraging mixed-use development. must look to target higher development high capacity public transport. This should include ensuring areas are densities in areas where opportunities exist The application of this principle in Cork developed in tandem with the delivery for sustainable transport provision and in a will result in a high-intensity, mix of uses of schools and other amenities to manner that better aligns the provision of being directed to locations at existing maximise the use of more sustainable transport with demand. or planned stations along the suburban modes of transport such as walking and and light rail lines and along the high cycling; and CMATS will provide this opportunity to frequency bus corridors; Land use policies that support integrate new development at appropriate The density of future residential and the provision and design of new densities with high capacity public transport employment developments such as development in locations, layouts and infrastructure in conjunction with more the Tivoli Docks and existing, centrally at densities which prioritise walking and attractive walking and cycling networks and located and accessible settlements cycling and enable the efficient provision associated public realm improvements. including Cork City and the City Docks of public transport services. will be increased. Higher densities This has the potential double benefit of contribute to a more compact urban extending the catchment of sustainable footprint that brings more people closer modes to more people and places to destinations and public transport and improving the viability of future services with easy walking and investment in public transport by cycling distance; attracting higher demand. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 27 PASSENGER NUMBERS PER DIRECTION PER HOUR CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 29

05 STRATEGY DEVELOPMENT & OUTCOMES

Accommodating the scale of projected The likely outcome will be that the CMA Choice 2 - Improvements to Public Key future growth growth within the CMA will mean region will continue to grow as a highly car Transport and Sustainable Travel enabler for Cork: The increasing pressure on the existing dependent region. The additional capacity Choice 2 is to prioritise investment transport network. This Strategy has been initially ‘freed-up’ by the investment in providing a comprehensive public development of a much developed and assessed in the context of in roads will attract more car trips in transport network in line with the Strategy enhanced Citywide public the following notional scenarios: response. Long-distance commuting will proposals. New railway stations will be transport system. A Business as Usual case that increase as house-holders will be attracted opened on the existing suburban rail incorporates committed investment in to cheaper land and housing stock in more corridor and frequencies on existing routes National Planning Framework 2040 the road network only; dispersed settlements. will be increased. Bus services throughout the CMA will be enhanced. A second scenario that substantially Traffic congestion will increase on the increases Public Transport Investment; strategic and local network as longer Bus priority measures will be adopted, and distance commuters continue to access significantly improving bus journey time A third scenario, building on the second, employment set in dispersed locations and reliability. Improvements to the that represents the optimal outcome for throughout the CMA. Congestion on the pedestrian environment will improve Land-Use and Sustainable Transport network will increase costs to business accessibility to local services and the Integration. and undermine the region’s appeal for wider public transport network. The inward investment. Pollution and emissions cycling network proposed in the Cork Scenario Testing - Transport will continue to rise, undermining the Metropolitan Cycle Network Plan will be Choices for Cork region’s quality of life and liveability and the delivered in full. Choice 1 - ‘Business as Usual’ competitive advantage of Cork City and Scenario Metropolitan town centres. The likely outcome is that public transport Choice 1 is the ‘Business As Usual’ will become more attractive relative to car scenario. This scenario is based on the The case for public transport investment travel for a significant number of journeys. historic trend that investment in transport will become increasingly marginalised as The modal shift away from car will result infrastructure in the CMA will continue to the increasingly low density and sprawled in reduced congestion, ‘freeing-up’ some be predominantly focussed on adding distribution of land-use within the region capacity on the strategic road network road capacity to accommodate the will undermine the business case to enabling more efficient movement of freight. growth in travel demand. Committed provide it. Existing services will be subject Reduced emissions and the accompanying improvements such as the upgrade to the to increased delays due to congestion health benefits associated with the creation Dunkettle Interchange and M28 will be further undermining its viability. Walking of a safe, accessible, active travel network realised. However, investment in public and cycling levels may increase in urban will reduce health costs to businesses in the transport, walking and cycling networks areas as a means of avoiding congestion; region and State, as a result of reductions will remain static. Land use policy and however, the environment will become in absenteeism. implementation within the CMA will remain less pleasant. relatively unrestricted and dispersed. 30 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 31

Choice 3 - Better Integration of Developing the Strategy To help in the development and Public health and quality of Land Use with Public Transport and The approach applied in developing and assessment of options, a series of key life will be further improved as Sustainable Travel assessing the proposed CMATS 2040 guiding principles were set out that emissions from private transport Choice 3 involves better integration of transport measures was as follows: are inherent in all successful public land-use with public and sustainable transport networks: Reviewing and establishing relevant continues to fall and health transport. This scenario builds upon Choice policy and guidance; Provision of sufficient capacity to cater benefits increase due to the 2 and represents the optimal case of full for demand; integration of land-use development with Establishing the baseline transport delivery of a comprehensive Suitable frequency to attract and service sustainable transport provision. conditions; walking and cycling network, demand; Identifying key challenges to be with associated increases in Within the city and metropolitan towns, addressed, in consultation with key High average speeds to offer a quality their mode share. the majority of residential, employment stakeholders; service and reliability of journey times; and educational uses would be directed Developing network options based on Direct services to minimise journey times to locations that are highly accessible by guiding principles; and increase network legibility; walking and cycling networks and high High level of network coverage, to ensure frequency public transport corridors. Land Testing the transport network options with future land use scenarios including the wider CMA population has access to use policies and implementation will largely high quality public transport services; and restrict one-off housing and under-planned optimisation of land use to align with Providing seamless Interchange between greenfield development. Growth will high performing transport corridors; modes to enhance accessibility and be consolidated and intensified around Identification of preferred transport integration. The adoption of the principles suburban rail, light rail and high frequency strategy; and outlined above will result in an attractive, bus corridors. Public consultation and subsequent public transport service that produces a finalisation of the Strategy. competitive and in many cases, a more The likely outcomes of this scenario is attractive journey time and experience to that the demand for car travel will reduce The provision of a significantly enhanced that of the private car. as people live closer to their workplaces public transport network within the CMA and places of study. Longer distance was a key priority for the Strategy. trips across the CMA will be undertaken, in greater numbers, by public transport C Services to cater for screenline demand and will be supported by linked cycling and walking infrastructure. The business case for continued investment in public Reduce wait times/cater for demand transport infrastructure will be enhanced as patronage continues to grow. High level priority: bus @20+ kph The sustainable transport measures proposed later in this report have been Minimise journey time/network legibility developed in line with Choice 3, which aligns with the overarching national, C Capture demand regional and local policy objectives for sustainable transport provision in Ireland.

ATTRACTIVE & RELIABLE ATTRACTIVE I Provide interchange/seamless/P&R

O P T M P 32 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Option Development and Network Options Development Strategic Public Transport Network CMATS will deliver a Assessment Methodology Hierarchy Taking the indicative public transport network as a starting point, the identified package of measures that To develop options for the future transport The following lists the order in which the strategic corridors were considered in network in the CMA, it was important to transport network has been developed. will improve all modes of greater detail. This included the scale understand the potential “upper-limit” Initial stages focused on the development and type of public transport requirement transport in a balanced demand for travel by public transport of the public transport network as the on the strategic corridors, the route and integrated manner within each corridor. demand analysis has shown that the alignment, the level of priority required, the to bring about better public transport mode has the greatest frequency of service, as well as the level of For this reason, an “idealised” public potential for improvement. combined results. coverage provided by the strategy public transport network model run was transport proposals. undertaken, using the NTA’s South West The road, cycling and walking networks Regional Model (SWRM). were subsequently developed. The overall Corridor Specific Public Transport order of development was: Network Options The “idealised” public transport network Public Transport Network; Within each specific corridor, the public was developed based on the six Development of Indicative Overall Public transport proposals were developed based core principles outlined above. The Transport Network; on the identified public transport demand “Idealised” network scenario facilitated from the ‘idealised’ network analysis. an unconstrained analysis of the potential Strategic Public Transport Network; Further details on the methodology public transport demand within key Corridor Specific Public Transport employed can be found in the “Demand transport corridors in the CMA. Network Options; Analysis Report” and “Transport Options Road Network; and Network Development Report”. The individual Strategy transport options Cycling Network; and could then be developed, refined and The identification of the appropriate optimised along each corridor. Walking Network. infrastructure to service the demand levels, was based on a typical range of This process is shown below as an Public Transport Network public transport capacities, in passengers iterative process linking the development Development of Indicative Overall per hour per direction (pax/hr/dir), that of the Strategy Options with the pattern Public Transport Network can be achieved by various public of the land use forecasts, which were In order to shape the transport network transport modes. then assessed using the NTA SWRM. for the CMA an indicative high level public The outcome of this process was the transport network was developed that It has been shown that bus based public identification of an Emerging Preferred provides a context for the overarching transport can cater for capacities of up to Strategy, with a transport network and transport options and proposals. It identified 2,000pax/hr/dir, Bus Rapid Transit (BRT) recommended land use optimisation key strategic public transport routes and can cater for capacities between 1,000 that optimises utility of the proposed corridors, and identified the supporting and 4,000 pax/hr/dir, Light Rail (LRT) can transport interventions, in achieving public transport requirements for the cater for capacities between 3,000 and the CMATS objectives. remaining areas of the CMA. 7,000pax/hr/dir, with Metro and Heavy Rail catering for capacities above The optimisation of land use and transport Once a high level indicative network was 5,000pax/hr/dir. proposals will also inform the phasing and identified, more detailed analysis and specific implementation plan for the strategy. considerations for the public transport network were considered at a corridor level. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 33

 Identify emerging preferred strategy network  Run 2040 Baseline  Recommend land-use RM optimisation  Run 2040 Transport  Develop 2040 T optimised ‘Do Something’ O Land-Use SWRM scenarios R  Multi-criteria assessment I RM I  Identify/re ne Active Mode  Upper-limit public transport PT and road options  Develop 2040 mode share L  Transport and land-use  Develop I de ciencies Pubic Transport Network

This approach gives an appropriately Cycle Network. East-West Public Transport scaled public transport network that The cycle network development focused Corridor: A strategic east-west public has the flexibility and scalability to on the Cork Cycle Network Plan 2017, transport corridor from Mahon to adapt to changes in travel demand levels which was reviewed to ensure integration Ballincollig via the City Centre; and distribution. and alignment with the transport proposals Core Bus Network: A comprehensive within this strategy. network of high frequency bus services Based on the radial demand and the providing radial services to other orbital demand, the proposed route, Walking Network corridors and orbital services across service type, service frequency and level of the network; priority was developed for each corridor. The walking network focused on the Cork City Walking Strategy 2013 – 2018. Public Transport Integration: provision for interchange opportunities Road Network The walking strategy was reviewed to ensure integration and alignment with the together with information provision and A review of the road network demand, proposals for the public transport, cycling revised fare structures; and which includes road network travel and road modes proposed in the strategy. Supporting Measures: Further demand from beyond the CMA, was measures to support the delivery undertaken to determine the requirement of the Strategy, including parking for road network improvements. National, Public Transport Network management, Park and Ride, demand regional and city road networks were Based on the analysis of demand the management, mobility management, considered. future public transport network structure behavioural change programmes, etc. will have a number of components that A review of currently proposed road will best provide for future public transport network infrastructure was undertaken demand within the CMA: and aligned to policy and demand needs Rail Network: Strategic public within the CMA. The road network was transport services along the existing also reviewed with the aim of aligning road rail lines; network provision with public transport, walking and cycling provision. 34 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

The network approach as outlined above Strategy Outcomes Promotes better health by incorporating can best meet the current and proposed The Strategy goes a significant way to more active travel and incidental land use trend in the CMA and would address the following social, economic exercise in the transport network, either represent an integrated public transport and environmental challenges: as walking and cycling trips in their own network offering residents of, and visitors right or as part of linked trips with public Provides a scalable transport network to, the CMA access to high quality transport; framework to better manage the services and the ability to conveniently increased demand for travel resulting Reduces transport-related emissions access more destinations that a single from significant population growth; through a provision of a cleaner, greener high capacity line or sticking with the public transport fleet and reduction in Prioritises public transport, walking and existing network. private car use; and cycling in urban areas across the Cork Provides a robust economic case The following chapters will outline in Metropolitan Area; for transport investment in the detail the required infrastructure and Supports social inclusion objectives Cork Metropolitan Area producing supporting measures needed to deliver through the provision of a more a significant benefit cost ratio of the proposed CMATS outcomes. CMATS equitable transport system and wider approximately 2.5:1. was developed in an iterative manner to public transport accessibility to more provide a transport network to underpin areas of deprivation; the ambitious population and employment Provides a safer transport network growth envisaged for Cork under the NPF where investment is priority focussed to 2040 and beyond. and data led;

Source: UITP Conference 2009. Public Transport Making The Right Mobility Choices

METRO / HEAVY RAIL

LIGHT RAIL

BUS RAPID TRANSIT

BUS 0 1000 2000 3000 4000 5000 6000 7000

INDICITIVE PUBLIC TRANSPORT THRESHOLDS P CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 35 HITECHURCH Indicative Public Transport Network

SAROO M

ARNE ROOOGE

TOER K C GANMIRE ACPOO GOUNTHAUNE MAFIE MIETON L I CARRIGTOHI NOCNAHEENE T K

CORK CIT ITTE ISAN OCANS

ACROC AINCOIG

ISHOPSTON

OUGAS PASSAGE EST C ROCHESTON FRANFIE

LEEN EY NFORATON

E COH MONSTON R C

E T S COR AIRPORT P T S

E RINGASI AGARAN R HITEGATE

P CARRIGAINE

CROSSARR

All routes and alignments are indicative and subject to change through the statutory scheme appraisal process.

RIERSTIC

INNISHANNON CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 37 WALKING

63% increase 250% Additional 24,000 in alking trips beteen aily car trips potentially 2011 and 2040 increase 90m in footfall on transferable to walking annual St. Patrick’s Street alking trips

Enhanced >200km Estimated €50m 140km 69,000 new and upgraded alking trips ae in investment incluing Way nding of Greenways footpaths eleents of usConnects System the AM peak period

LRT

20 mins of activity a day Iproe Age-Friendly Safer reuces the risk of hearth isease accessibility Ton Centres Routes to school type 2 iabetes an epresssion to public transport by at least 20%

SCHOOL

LRT WALKING CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 39

06 WALKING 63% increase 250% Additional 24,000 in alking trips beteen aily car trips potentially 2011 and 2040 increase 90m in footfall on transferable to walking annual St. Patrick’s Street All journeys begin and end by walking Key outcomes for walking in the The Walking Strategy proposed the alking trips Cork will be the most irrespective of other modes used. A range Strategy include: development of a walking network that walkable city in Ireland, of high quality, public realm improvements An increase in walking levels for work, connects neighbourhoods, origins and have been implemented in recent years education and leisure across the CMA, destinations, increases the permeability where people choose to to include pedestrian priority areas, wider particularly for short journeys (less than of the built environment, and creates an walk as the safe, healthy footways and improved crossing facilities 2-3km); attractive, safe environment that prompts in Cork City Centre and Ballincollig more people choosing to walk, resulting in and attractive alternative Addressing the safety issues and Town Centre in particular. However, the a healthier population, a more attractive and barriers that prevent citizens and visitors to private transport. quality of the pedestrian environment is sustainable city, and stronger communities. Enhanced from walking more in Cork; inconsistent across the CMA, particularly >200km Estimated €50m 140km 69,000 Cork City Walking Strategy 2013-2018 new and upgraded alking trips ae in upon approaches to centres of activity Supporting a high quality and fully Much of the focus areas for improvement investment incluing Way nding of Greenways footpaths eleents of usConnects System the AM peak period even allowing for changes in topography. accessible environment for all abilities identified in the Walking Strategy remain A range of barriers to walking is evident and ages by continuing to develop a relevant and have been adapted here for including street clutter, insufficient footpath safe, legible and attractive public realm; the purposes of the wider metropolitan area widths, insufficient crossing opportunities, Facilitate walking’s role as part of linked and the longer-term horizon of CMATS: pavement parking and a lack of pedestrian trips, particularly with rail and bus Network Development of the primary priority across local junctions. journeys; and pedestrian network throughout the city; Promote a far higher standard of Neighbourhood Infrastructure to Cork, with its relatively compact city centre urban design in new developments, enhance neighbourhoods and and reasonably self-sufficient metropolitan and in highway design, in a fashion walking safety; LRT towns has significant potential to enhance that consistently prioritises pedestrian Behavioural Change initiatives that the pedestrian experience. movement and safety over that of the promote walking; private car. A successful outcome for the Strategy Collaboration between stakeholders; will result in greater levels of safer walking Walking Network Improvements Upgrade walking provision in trips, which can be undertaken more The Cork Walking Strategy 2013-2018 tandem with BusConnects corridor often, either a part of a linked trip with provides a clear vision and implementation improvements, light rail stations 20 mins of activity a day Iproe other modes or as a trip in its own right. plan for increasing the modal share of development and Cycle Network Age-Friendly Safer reuces the risk of hearth isease The public realm will need to adapt accessibility walking for commuting within Cork Implementation; and Ton Centres Routes to school type 2 iabetes an epresssion in many cases to support a growing to public transport City’s suburbs. Upgrading pedestrian improvements in population and a wider range of all ages, by at least 20% tandem with those proposed for cycling abilities and needs. including minimising conflicts in shared SCHOOL spaces areas such as greenways.

LRT 40 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Commuter Walking Routes These Strategic Routes, including their Within Cork City, the Walking Strategy purpose and upgrading proposals, are set identified that commuter walking levels out below: vary significantly between the existing Dublin Hill – to support the planned six administrative wards, with high levels regeneration of Blackpool and opening of walking experienced in the south of the Blackpool/Kilbarry rail station; and south-west and lower levels in the Ballyhooly Road – to support on-going northern and eastern wards of the city. regeneration in the Ballyvolane UEA area and access to increased bus services; The South East has the lowest levels of commuter walking, partly attributable to Old Youghal Road and Colmcille severance caused by the road network, Avenue - Upgrade the pedestrian route (in particular the N27) and gaps in the through Mayfield and connecting into St. walking network from the Marina. Creating Lukes, Dillon’s Cross and to the City; a continuous safe, legible and permeable Lower Glanmire Road – to support waterfront pedestrian route is a priority. planned regeneration of Tivoli Docks Enhancement of crossing facilities at Albert including new rail station and greenway Quay, Albert Road and Marina Terrace route to Cork City; will be required as part of the Docklands Blackrock Road - Upgrade the development. Further detail on proposed pedestrian route along both sides sustainable transport linkages between of Blackrock Road to serve the the Cork City Docks, Tivoli Docks and the communities on traffic calming, local City Centre will be developed through their junction treatment and footpath respective Local Area Plan processes. widening at Ballintemple village; Ringmahon Road - Upgrade the The Walking Strategy identified a number pedestrian loop at Mahon that serves of strategic walking routes that coincided the local community, links to the amenity where the City’s employment and routes and also to the Skehard Road education areas overlap. These routes towards Douglas; were linked with public transport services to identify areas where investment in Skehard Road - provide a strong pedestrian infrastructure would deliver east-west link from Mahon to both most benefits to modal shift. The Strategic the City Centre and Douglas via the Routes remain relevant over the lifetime of Boreenmanna Road and Well Road CMATS particularly in context of planned respectively; housing growth on Cork’s Northside in Douglas Road – provide missing the short to medium term, and identified footpaths to support access to regeneration in other areas. substantially increased public transport frequencies; South Douglas Road – to support existing public transport provision and potential windfall sites; CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 41

Poluaduff Road – to support increased Pophams Road – tackling pavement The Strategy outlines a number of public transport provision and local Park parking and improving access to pedestrian interventions including raised and Ride; Blackpool shopping centre and speed tables, kerb build outs and zebra Togher Road – to support improved employment; crossings many of which are currently bus provision and housing regeneration Harbour View Road/ Kilmore being implemented on a phased basis. at Togher/ Deanrock; Road – further upgrade of pedestrian St Patrick’s Street will be closed on a time-restricted basis to private vehicles to Curraheen Road - Complete the environment including pedestrian facilitate pedestrians, cyclists and public western part of the Curraheen Road crossings on desire lines, improved transport users from August 2018. to facilitate links between the city, bus, layout of development and removal light rail and the proposed Science and of street clutter to support the on- The Walking Strategy additionally identified Technology Park; going regeneration of Knocknaheeny and access to local employment and a number of ‘Gateways’ for pedestrian Model Farm Road – improve links education sites including Apple and St upgrades. These include improvements to between schools, employment centres, Mary’s Hospital; and the pedestrian environment at the North CIT and bus / future light rail; City/Shandon area and South Terrace.The Fair Hill - improvements to the crossing Carrigrohane Road - Upgrade Evergreen Gateway should be prioritised facilities on minor junctions. pedestrian facilities as an alternative to in light of the growing visitor centres of the Lee Fields amenity route, to include Elizabeth Fort and Nano Nagle Place. Footway widening on these radial routes vehicular speed reduction, segregated would serve a dual purpose in terms of cycle facilities and crossing points; These Gateway areas lie within a improving the pedestrian comfort levels 20-minute walking catchment of the City Western Road - traffic calming and and a self-enforcing reduction in vehicular Centre and will be prioritised for public speed management to support link speeds as many of the carriageways realm improvements. Consideration between planned expansion of UCC, would require further narrowing to facilitate should be given to the feasibility of student accommodation and to create a footpath upgrades. more inviting link to the city; providing diagonal or ‘X’ crossings at key entry points to the city centre island Strawberry Hill - Upgrade the City Centre Accessibility where pedestrian volumes warrant pedestrian facility of Strawberry Hill, further intervention. including opportunities to improve Pedestrian priority interventions accessibility and safety so as to Pedestrian access to the city centre Consideration of pedestrian comfort strengthen the appeal of this link to island is inhibited in some areas by a levels including an assessment of footway Sunday’s Well and the Mardyke; limited number of pedestrian bridges, substandard crossing facilities and high widths, street clutter and an upgrade to Blarney Street - Upgrade the volumes of vehicular traffic and speeds on the public lighting in these areas will be pedestrian infrastructure to provide safe approach roads. required to support the planned increase walking facilities, in conjunction with in walking over the lifetime of the Strategy. vehicular speed reduction measures to The City Centre Movement Strategy has support redevelopment of key sites at an over-arching objective to prioritise Shanakiel within walking distance of the pedestrian, cyclist and public transport city and the Apple plant; movement and reduce through vehicular traffic volumes and speeds. 42 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Metropolition Town Centres and District and Neighbourhood Further ‘walkability’ improvements Urban Expansion Areas Walking Network are envisaged over the lifetime of the Transport Strategy. These include further Within the Metropolitan areas, UAEs are The Walking Strategy further identified re-allocation of road space in favour of subject to the development of Masterplans a series of district and neighbourhood pedestrians in the city and town centres; by Cork County Council. Areas targeted centres of which local improvements to quayside areas; matching crossing for pedestrian priority improvements the network and provision of local services facilities with pedestrian desire lines; and should include the town centres within a 20-minute walking catchment re-timing of signals to reduce pedestrian themselves, their adjoining residential should be targeted to support local wait times. Access between the city areas and schools. walking trips and the need to travel centre, Kent Station and the Parnell Place longer distances. Bus Station will be enhanced through Given the high level of out-commuting the provision of traffic-free bridges and experienced in the Metropolitan towns, These include the southern section of pedestrian friendly upgrades to the the enhancement of walking routes to the Cork Docks area, Ballinlough and existing walking network. stations on the suburban rail network, Beamount and the growing cluster of and the design and layout of residential student accommodation at the Lee Fields. development, will be key to promoting Improvement in Walking Routes to Schools safer and higher walking levels as part of Age Friendly Town Centres linked trips. There are high levels of car usage Changes to age-profiles of the CMA will for relatively short trips to places of New local road links will be provided require that the public realm and transport education, particularly for primary schools in some areas to support access to network will need to adapt to consider across the CMA. Walking will become planned UAEs at Ballyvolane, Water the needs of older people, those with a more attractive choice through the Rock, Ballynoe, Blarney/Stoneview and mobility, visual or hearing impairments implementation of safe, legible, pleasant Ballincollig and the planned Monard and those with buggies. These include walking routes and improvements to the Strategic Development Zone. provision of attractive public seating areas pedestrian and cyclist environment within particularly within shopping areas and the immediate vicinity of the school. These The development of these areas in mid-points between residential areas and could include best practice examples predominantly greenfield sites offer the town centres. such as the EU-funded ‘School Streets’ opportunity to integrate high quality and projects in Edinburgh and Hackney, and pedestrian (and cycling) environment at Innovative solutions including providing ‘Walking Buses’ from designated drop- the outset. publicly-accessible toilets, addressing off areas. Further detail is provided in the site-specific concerns and enforcement ‘Supporting Measures’ chapter. To support sustainable travel, proposed of illegal parking on footpaths will help new carriageway layouts and junction address some common barriers to geometries will be assessed against walking. Regular audits with a variety of Design Manual for Urban Roads and stakeholder groups representing older Streets (DMURS) standards and principles people, pedestrian groups and those with to ensure consistency in quality. disabilities are envisaged to identify and address site-specific issues. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 43

EXAMPLE OF WALKING, PUBLIC TRANSPORT AND URBAN REALM IMPROVEMENTS IN DOUGLAS VILLAGE

CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 45

Wayfinding Opportunities to improve permeability to Local Amenity Routes Lack of awareness of routes and distances existing developed areas should be sought The Walking Strategy is proposed to to destinations is often quoted as barrier in conjunction with the implementation of enhance the primary pedestrian network to walking. Much of Cork’s existing way- the public transport, pedestrian and cycle by increasing the permeability to existing finding signage system consists of finger network enhancements provided for within and proposed amenity routes by better posts, that are inconsistently applied, often CMATS including: integrating them into strategic walking damaged and primarily aimed at visitors. Provision of direct, high-quality routes. Many of these are located in pedestrian connections to high capacity areas immediately adjacent to rivers and An integrated map-based system along public transport corridors, bus stops and are proposed as Greenways in the Cycle the lines of the Legible London system major walking destinations; Network Plan and include areas north of is proposed to provide a wider range of Requiring quality design and pedestrian Ballincollig town centre, areas near the users with a better understanding of the accessibility audits in planning Old Passage line and the Lee Fields. surrounding area, highlighting accurate applications for new residential areas; distances and times to destinations and Minimising conflict between pedestrians Provision of pedestrian and cycle encourage users to choose their own and cyclists will become a more pressing crossings to link areas that are separated walking route to their destination. concern as the popularity of these areas by roads or other physical barriers increase. Where full separation between including the use of countdown signals at pedestrian and cyclist movement is Improving Permeability appropriate crossings; and Provide a permeable street network is a key not possible, site-specific interventions Planning and design that ensures including traffic calming of adjacent component of supporting more accessible, accessibility for persons with mobility walkable and cycle friendly environments. residential streets, low level bicycle challenges. rumble strips and considerate walking and However, much of the residential development layout across the CMA in cycling campaigns to reduce conflict may The NTA’s Permeability Best Practice Guide be appropriate. recent decades has tended to favour is available to assist local authorities and impermeable, cul-de-sac layouts leading to other organisations in tackling the issues circuitous routes to local services, schools that impact on permeability providing and public transport stops. a basis for addressing the legacy of severance in Irish urban areas. Quality permeability measures and traffic management measures including Home Zones, DIY Streets and traffic filters to restrict rat-running by vehicles and facilitating street play, should be considered in relation to all future developments. CYCLING

A aily car trips potentially cycling trips ae in the AM cycling trips

P I Cycle Netork Cycle Netork Cycle Netork Netork

E reuces the risk of hearth isease type 2 iabetes an soe cancers Strategy cost estiate is approiately usConnects E ET cycle eleents

Cork City Council Black Ash Park & Ride CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 47

07 CYCLING

Cycling is a low cost, sustainable and Cork Metropolitan Cycle Key priorities for development of the The vision for the Cork growing mode of transport in the Cork Network Plan 2017 Cycle Network Plan are as follows: Metropolitan Area. The NDP 2018-2027 Metropolitan Area Cycle The 2017 Metropolitan Cycle Plan is Designating a coherent network of commits to the delivery of walking and the starting point for the CMATS Cycle east-west and north-south cycle routes Network Plan is to provide cycling networks for all of Ireland’s cities. Network. The 2017 Plan was devised across the area which will provide Translating this at a regional level, the Cork a coherent, safe and to increase cycling mode share from its access to all major trip generators; Cycling Network Plan for the CMA and attractive cycle network present low base, provide a clear plan for The first priority in terms of access will surrounding towns was published in the development of the cycling network to be employment areas and third level that will support a shift 2017 and forms the basis for much of encourage greater levels of cycling trips to education followed by schools. These this chapter. from the private car to work, school, recreation and leisure. priorities have been established to The routes outlined in the 2017 Network support proposed modal shift targets. cycling for employment Additional cycle links have been proposed Plan Plan have largely been retained Cycle links to new development areas and education trips as well to align with the CMATS proposed public and updated to include new primary have also been prioritised; transport networks including BusConnects as provide a strong basis routes. These include future high- and new orbital link roads. These Providing the highest possible Level of quality, segregated routes developed for increasing leisure and upgraded routes will be characterised by Service on identified corridors of high and integrated into the design and high quality facilities designed to National demand; tourist cycling. development of the Northern Distributor Cycle Manual standards and in many Identifying and maximising opportunities Road and Southern Distributor Road and Cork Metropolitan Cycle Network Plan 2017 cases, full or light segregation from other for high quality greenways; a new link from Dunkettle to Little Island. modes. Local traffic calming, junction Responding to feedback from key treatments and lower speed limits will be The proposed network was developed on stakeholders and the public. required in some instances. the basis of all of the following: Based on the recommendations within the Transport and land use proposals set Other supporting infrastructure measures National Cycle Manual a number of different out in the policies and plans for the area; to further develop a cycling culture in infrastructure types are proposed at various Cork will include the further roll out of bike Assessment of existing cycling locations within the network, including: share schemes including consideration infrastructure within the area; • Cycle Lanes: Incorporates a of dockless bikes, shower and changing Guidelines set out in the National Cycle dedicated space adjacent to the kerb facilities, and a significant uplift in residential, Manual; or car parking and can take the form visitor and workplace cycle parking. Agreed targets for mode share; and of mandatory or advisory cycle lanes; Detailed assessment of travel demand • Mixed Streets: Suitable in low traffic within the area using outputs from the environments where the cyclist shares cycling model. the road space with motorists; 48 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

• Cycling and Bus Lanes: Cycle lanes Primary routes are depicted in red on A Greenway linking City-Tivoli-Glanmire- can be provided alongside the bus the network map. In some cases, these Little Island- Carrigtwohill and Midleton lane or cyclists can cycle with the will be shared with dedicated bus lanes (Part of the EuroVelo 1 route) with a buses within the bus lane; where carriageways are too narrow to potential extension to Youghal via the • Cycle Tracks: Cycle tracks are different accommodate segregated infrastructure. old railway line; from cycle lanes in that they are A route following the Tramore River physically segregated from motorised Secondary Cycle Network including Douglas, Tramore Valley Park traffic in some way whether by a and Togher; The secondary route network provides barrier or through a level change; and connections from residential areas and areas Passage West to Carrigaline; • Cycle Trails or Greenways: Roads of employment to the primary Network. Curraheen River Greenway; and paths through green areas and They comprise of a combination of off- Old Bandon/Kinsale Railway parks that are segregated from road cycle routes, cycle lanes, shared bus incorporating the Chetwynd Viaduct vehicular roads. and cycle lanes and traffic-calmed roads. (below); They often run parallel to primary routes, Blarney Greenway Route; Primary Cycle Network providing an alternative link. Some key Primary routes have been designated secondary routes to be improved include: A route between Carrigrohane Road and Tower; and as such because they experience the Evergreen Street/Abbey Street/ highest level of demand. Primary routes Douglas Street; Midleton-Ballinacurra- Whitegate* are typically direct and provide medium- Lower Pouladuff Road to Togher Road; long radial connections to key destinations Additional greenways and/inter-urban across the CMA. These routes are Lee Road and Inniscarra Road; and routes to those outlined above, may be supplemented by secondary and feeder Dublin Hill to Ballyhooly Road. investigated subject to changes in the routes which may provide access to proposed population and employment residential catchments. Some key primary Secondary routes are depicted in blue on distribution as part of the proposed cycle routes to be improved within the the network map. periodical 5 year CMATS review. CMA include: Greenway Cycle Network It is noted that that both local authorities Segregated routes along the City Docks Greenway networks comprise of traffic are pursuing funding to complete a bridge waterfront areas including the EuroVelo free or low-trafficked routes and over the N40 to link Frankfield & Grange Route 1 from Cork City Centre to Tivoli typically comprise of re-purposed derelict with the Tramore Valley Park. and Little Island; railway lines, routes through parks or Sallybrook/Glanmire - City Centre via alongside rivers. Access to greenways can A bridge would support onward connections Lower Glanmire Road (see below); be supported through filtered permeability to the City and Docklands area and will need to be supported by appropriate local Model Farm Road to Glasheen Road; from residential or other built up areas. Some key indicative areas for greenways* traffic calming, dedicated infrastructure Old Youghal Road; include: measures on the South Douglas Road and potentially, permeability measures through Kinsale Road – Airport; A proposed east-west ‘Lee to Sea’ the St Finbarr’s Hospital site. Douglas Road; greenway incorporating the Lee Fields, Skehard Road; city quays, the Marina and the Old Station Road, Carrigtwohill; Passage railway line; Northern Distributor Road; and Southern Distributor Road. * Subject to compliance with EU habitats and/or Birds Directives CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 49

EXAMPLE OF GREENWAY AT CHETWYND VIADUCT WHITECHURCHITECRC Cycle Network Map

SALLYBROOKALLROOK

BLARNEYLARNE BROOKLODGEROOKLOE C TOWERTOER

GLANMIRELANMIRE

GLOUNTHAUNELONTANE MIDLETONMILETON C CARRIGTWOHILLCARRITOILL

CORK CIT

P C LITTLE ISLANDILAN

M C I T C ALLNACORRABALLINACURRA C C M C C BALLINCOLLIGALLINCOLLI

ROCHESTOWNROCETON PASSAGEPAAE WESTET

FRANKFIELDRANKIEL

COBHCO MONKSTOWNMONKTON

CORK AIRPORT

RINGASKIDDYRINAKI

BALLYGARVANALLARAN WHITEGATEITEATE

CARRIGALINECARRIALINE

LEEN A

reen oute rimary econdary nterrban

RIVERSTICKRIERTICK All routes and alignments are indicative and subject to change through the statutory scheme appraisal process. WHITECHURCHITECRC

CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 51

SALLYBROOKALLROOK

BLARNEYLARNE BROOKLODGEROOKLOE C TOWERTOER Inter-urban Network Links from Cobh residential areas to GLANMIRELANMIRE The Inter-Urban cycle route proposals primary network;

GLOUNTHAUNELONTANE MIDLETONMILETON consists of links between the Metropolitan Links from residential areas in Passage C CARRIGTWOHILLCARRITOILL towns and the Cork City network. These West and Monkstown to existing

CORK CIT routes will comprise of low trafficked Greenway; routes on selected minor or de-trunked P Residential areas in Ballincollig to the C LITTLE ISLANDILAN roads and in some cases, off-road facilities River Lee Greenway; M C I along a road verge as is common in T C ALLNACORRABALLINACURRA Residential streets around CIT, CUH, C C M Denmark, Germany and Holland. Key C C Bishopstown and Model Farm Road; BALLINCOLLIGALLINCOLLI parts of the inter-urban network include: and Midleton to Dunkettle / Lower Glanmire Local links from residential areas in Road (parallel to rail corridor); ROCHESTOWNROCETON Blarney, Stoneview, Tower and Monard PASSAGEPAAE WESTET Blackpool to Monard (via Old Mallow to the proposed Blarney Greenway. Road); FRANKFIELDRANKIEL Utilisation of the N28 from Ringaskiddy Supporting Measures to Cork City once M28 motorway is in Cork City Cycle Hire Scheme and COBHCO place; and MONKSTOWNMONKTON other Bicycle Sharing Schemes. Ballincollig Regional Park to Sundays A public bicycle sharing scheme can be Well (Via Lee Road). very effective in widening the catchment CORK AIRPORT area of public transport and addressing Feeder Cycle Network the ‘last kilometre’ of a trip. The Cork

RINGASKIDDYRINAKI Feeder routes connect with primary and Share Bike scheme was launched in

BALLYGARVANALLARAN secondary routes and greenways and December 2014 and currently comprises WHITEGATEITEATE are typically cycle-friendly advisory routes 31 stations and 300 bikes across the where traffic calming and management City Centre. CARRIGALINECARRIALINE measures allow cyclists and motorists to mix safely. Some key feeder connections The success of the scheme to date from identified in the Plan include: suggests significant potential for Residential streets in Blackrock and expansion. Expansion of the scheme Ballintemple to the Old Passage Line- will be on an incremental basis with a LEEN A South Docks Greenway; particular focus on the strategic cycle reen oute network, high capacity public transport A feeder route linking the Ballybrack rimary corridors and stations, and inner econdary Valley with the proposed Park and nterrban suburban areas. Ride at Carr’s Hill and a greenway

RIVERSTICKRIERTICK to Carrigaline; 52 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Cycle parking hubs in urban centres and rail and bus stations across the CMA can help foster a cycling culture and support linked trips.

Bike Lockers and Hangars Lack of secure cycle parking is a proven barrier to cycling. Individual bike lockers and shared on-street hangars offer security to bicycle owners and provide an innovative solution to cycle parking requirements particularly where internal storage space is limited.

Wheel Ramps Access from hillside residential areas to open spaces, shopping areas and greenway routes in many of inner suburban areas of Cork City and Metropolitan towns like Cobh requires cyclists to negotiate steps.

Wheel ramps can help cyclists more Supplementary funding streams, including Cycle Parking easily move bikes up ramps while site-specific development contributions There is widespread evidence of minimising pedestrian/cyclist conflict in from large office, student accommodation inappropriate cycle parking, with bicycles narrow shared areas. and other mixed-use development within chained to lamp-posts, balconies, planned regeneration areas such as the staircases, railings and street signage in Showers and Changing Facilities Cork Docklands, will be considered to urban areas across the CMA, indicating The addition of end-of-trip facilities support incremental expansion and low- significant unmet demand for formal cycle in workplaces such as showers and car or car free development. parking facilities. changing facilities can significantly enhance the attractiveness of cycling Other bicycle sharing scheme systems To support existing and future demand, (and running), particularly for longer including dockless bicycles will also be a significant uplift in provision of high distances or in inclement weather. considered, particularly in areas outside quality, short stay cycle parking in the the city centre and inner suburbs where city centre, metropolitan town centres, Targeting an uplift in these end-of-trip expansion of the existing Cork Bikes and neighbourhood centres, rail and bus facilities will be considered by both scheme is unlikely to be feasible in the stations, public buildings, shopping areas local authorities when revising statutory short to medium term. These schemes and workplaces is required. Development Plans. Workplaces should be supported by a significant should also be encouraged to avail of uptake in cycle parking provision in Development requirements for higher government grants to retrofit premises district centres, places of education and levels of residential and workplace cycle to facilitate showers and cycle parking or neighbourhood / local centres. parking will be revised upwards. consider contributing to shared facilities. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 53

EXAMPLE OF PROPOSED PRIMARY CYCLE NETWORK

Permeability and Wayfinding opportunities to retro-fit cycling (and Promotional Events Lack of permeability is a key constraint for walking) permeability and align funding The use of cycling promotional material cyclists and pedestrians throughout the streams with those set aside for local ward including school and workplace cycling CMA. Low cost measures such as filtered level environmental improvements. challenges, dedicated cycling apps, permeability will be used to unlock access, regular maintenance and cycle training reduce severance and rat-running and Clear and legible cycle route signage is is supported. To increase the likelihood form direct connections to local services proposed in parallel to the development of their success, promotional events and longer distance dedicated cycle of the cycle network and can include on- should be closely aligned with physical routes, including the proposed east-west carriageway signage to minimise street infrastructure improvements. ‘Lee to Sea Greenway’. clutter. Map-based wayfinding systems should also be considered on the docking The possibility of Cork hosting one-off Both local authorities should undertake stations of bike share schemes as is the events such as Car Free Day, EU Mobility permeability studies within existing built-up case in other European cities. Week, Ciclovia and conferences such as to identify short, medium and long-term POLIS and Velo-City should be actively pursued with Pure Cork. BUS CONNECTS

BUS PASSENGERS BUS CORRIDOR PERFORMANCE

Carrying Carrying

BUS 49,000 85m Douglas Corridor Summerhill North passengers in passengers AM Peak us freuency Corridor AM Peak the AM peak per annum us freuency hour 3 mins Patronage 3 mins 1,700 Patronage INFOGRAPHIC 2,061 BUS NETWORK & VEHICLES 100km of bus lanes an double deck bus bus priority easures 220 eet required Strategic 6 Park Rie 200km sites of cross city 50km 150km routes orbital routes PAGEraial routes

Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí

CONNECTING CITY & SUBURB 4,800 COST ESTIMATE passengers interchanging Connecting with Cork Suburban Rail Network beteen Cross City Raial at Kent Station, ith Cork ight Rail an Partk an Orbital bus serices in an Rie Netork an proiing interchange AM peak hour Strategy cost estiate is between radial and orbital bus services approiately €545m BUS CONNECTS CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 55

BUS PASSENGERS BUS CORRIDOR PERFORMANCE 08 BUS CONNECTS Carrying Carrying

BUS 49,000 85m Douglas Corridor Summerhill North passengers in passengers AM Peak us freuency Corridor AM Peak the AM peak per annum us freuency Buses are an extremely efficient mode proposed Park and Ride services located Orbital Bus Network hour 3 mins Cork BusConnects will of transport and will remain the work around the Strategic Road Network. The Four high frequency orbital services Patronage 3 mins comprise the delivery of horse of the public transport system in BusConnects network and proposed are proposed to serve a multiple of 1,700 Patronage Cork. Their flexibility means that routes frequencies are set out in the following key destinations outside of the City 2,061 crucial bus corridors, and frequencies can be adapted to paragraphs. Centre including Little Island and CIT. enhanced services, support phases of new development or The upgraded orbital network will cover cashless fares and as circumstances dictate. Buses will Core Radial Bus Network approximately 50km of services providing also provide an increasingly important The following outlines the Core Radial additional connectivity, support Urban BUS NETWORK & VEHICLES account-based ticketing. interchange service between the InterCity, Bus Network, which has been developed Expansion Areas and interchange with suburban rail and light rail stations and the based upon the six guiding principles that radial bus services. The four orbital routes National Development Plan 2018-2027 100km Park and Ride network. underpinned the “initial idealised” network. and proposed frequencies are as follows; of bus lanes an double deck bus The Core Radial Bus Network connects Strategic Northern Inner Orbital Route; 10-minutes bus priority easures 220 eet required Enhancing the bus network is consistent the external corridors to the City Centre 6 Park Rie Northern Outer Orbital Route; sites with the National Development Plan and has been refined to pair Cross-City 200km 15-minutes; of cross city 50km 150km 2018-2027 which envisages a significantly travel demand to maximise the utilisation routes orbital routes raial routes enhanced BusConnects service for Cork of the bus services on these corridors. A Southern Inner Orbital Route; by 2027. This Strategy envisages that the significant improvement in the frequency of 10-minutes; realigned bus network will carry around 45 bus services on these radial routes is also Southern Outer Orbital Route; 15 Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí million passengers per annum and 32,000 proposed. minutes; passengers during the AM morning peak. The proposed bus network has been The Core Radial Bus Network is set out The Northern Orbital Inner Route will serve developed and refined in an iterative below, including indicative frequencies in the north side of Cork City serving Little manner taking into account corridor travel the peak travel periods: Island, Tivoli Docks, Mayfield, Blackpool demand on a radial, cross city and orbital 1. Dublin-Hill – Togher - 15 minutes; and Knocknaheeny before crossing the CONNECTING CITY & SUBURB COST ESTIMATE basis and pinch point analysis work. River Lee to reach Model Farm Road 4,800 2. Ballyvolane – Donnybrook - 10 minutes; passengers interchanging and CIT. Connecting with Cork Suburban Rail Network beteen Cross City Raial The BusConnects Network 3. Mayfield – Bishopstown - 10 minutes; at Kent Station, ith Cork ight Rail an Partk an Orbital bus serices in The enhanced BusConnects network will 4. Glanmire – Ballincollig - 10 minutes; The Northern Outer Orbital Route will Strategy cost an Rie Netork an proiing interchange AM peak hour comprise of a significantly increased bus 5. Mahon – Apple - 10 minutes; provide a variation on the same route, between radial and orbital bus services estiate is providing connectivity with new residential approiately network, bus priority and around 220 6. Mahon – Blarney / Tower - 10 minutes; new double decker vehicles. In total, the development at the Balyvollane UAE 7. Rochestown – Apple - 10 minutes; €545m network will comprise of 200km of cross- and Old Whitechurch Road. This route city routes, 50km of orbital routes and 8. Grange – Ballincollig (via City Centre): will utilise the proposed Cork Northern 150Km of radial routes and will provide 15 minutes; and Distributor Road (NDR) which is required interchange with the Cork Suburban 9. Frankfield – Faranree - 20 minutes. to be multi-modal to cater for bus Rail Network, Light Rail network and the movements as well as segregated cycle and pedestrian infrastructure. 56 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

EXAMPLE OF POSSIBLE OPTION FOR DOUGLAS ROAD WITH BUS PRIORITY AND FOOTPATH CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 57

There are two proposed orbital services A future review of the one-way systems The proposed radial bus routes, and for the south side of the city. The Inner that inhibit bus movement and connectivity indicative frequencies, are as follows: Southern Orbital will run from Little Island, outside of the scope of the Movement Glanmire – City Centre: 20-minute through the Jack Lynch Tunnel providing a Strategy is proposed. This will include frequency; much needed public transport alternative a review of the key locations including Cork Airport – Kent Station: 20-minute to the N40, serving Mahon, Turners Cross, the South Mall, George’s Quay and frequency; Cork University Hospital and Cork Institute Anglesea Street. of Technology. Pouladuff – City Centre: 30-minute Key interchange locations were chosen frequency; The Outer Southern Orbital will run from due to their ability to accommodate large Apple campus – City Centre: 30-minute the Rochestown Road (near Harty’s number of public transport services either frequency; Quay), to Garyduff, Maryborough Hill, through bus lanes or full bus priority. The Ringaskiddy – Passage West – City Grange Road (via the proposed East-West key interchange locations are as follows: Centre: 20-minute frequency; road link), Pouladuff (via potential local St. Patrick’s Street – 4 bus routes; Ringaskiddy – Carrigaline – City Centre: distributer routes), Togher Road, Sarsfield MacCurtain Street – 3 bus routes; 20 min minute frequency; and Road and Cork University Hospital. The Outer Southern Orbital route will not cross Grand Parade / South Mall – 3 bus Midleton – City Centre: 10-minute or interact with the N40 between Mahon routes; and frequency. and CIT thereby maximising service Parnell Place Bus Station – 3 bus efficiency through avoidance of delays. routes. Supporting Measures Transfer with radial routes at designated The new core bus network in Cork will be interchange points will provide a greater Supporting Radial Bus Services significantly upgraded to BusConnects choice of destinations and accessibility. In order to ensure comprehensive standards to include: network coverage, additional supporting More Real Time Passenger Information Cross City Network radial bus services will be developed. (RTPI) along bus corridors; A 200km Core Radial Bus network has These supporting services typically have been refined to pair cross-city travel lower frequencies than the Core Radial Real Time integration of on-board demand to maximise the utilisation of the Bus Bus Network, but cater for a wider Automatic Vehicle Location (AVL) with core bus services. In order to effectively catchment across Metropolitan area. Intelligent Traffic Systems (ITS) to and efficiently route the cross-city services This includes strategic employment prioritise public transport movements at through Cork City Centre, a number of pharmaceutical cluster at Ringaskiddy signalised junctions. guiding principles were applied: which will now be served by a new bus Provision of new footpaths to access Align with Cork City Centre Movement service going via Carrigaline to Cork City reconfigured bus stops; Strategy where feasible; as well benefiting from higher frequency Significant expansion of bus shelter on the existing Ringaskiddy-Monkstown- Target key interchange locations; and provision particularly where connecting Douglas-City route. or interchange services are provided; Minimise divided services on one-way Smart ticketing to enable integration sections or routes where possible. The radial bus services will provide further with other modes of transport including opportunities for interchange to Suburban bicycle shared systems, car clubs and Rail, Light Rail and other bus services on BUS parking facilities; the Core Bus Network. BusConnects Route Map

MA-BL

SAROO

ARNE 20m GL-BC 20m 20m 20m 20m MA-BL ROOOGE 15m GL-CC TOER BA-DO 10m MF-BI DH - TO GANMIRE

20m 10m 20m GOUNTHAUNE 10m LB-CC 10m CARRIGTOHI 10m RO-HH 15m 10m 10m EC-CC 30m

MA-HH 10m 10m 30m SEE CITY CENTRE MAP 10m NO 20m 10m SOI 5m LRT NO HH-CC 10m GL-BC 10m ITTE ISAN 10m MA-HH 20m 20m BC-CC MA-BL 10m 10m 4m AINCOIG 5m SOI LRT 10m 10m

SOI 10m 4m 15m RI-CC 20m 20m 20m SOO DH-TO ROCHESTON 15m SOO MF-BI MF-BI 15m 20m PASSAGE EST RO-HH

20m 10m 10m 20m FRANFIE FF-FH PD-CC BA-DO

15m LEEN RI-AP COH GI-CC KS-AP MONSTON MA-BL Mahon - Blarney: 20min BA-DO Ballyvolane - Donnybrook: 10min GL-BC Glanmire - Ballincollig: 20min RO-HH Rochestown - Hollyhill: 10min 15m COR RI-AP BC-CC Ballincollig - Cork City: 20min RI-CC Carrigaline - City Centre: 15min AIRPORT CA-CC RI-CC LRT Light Rail Transit: 5min CA-CC Ringaskidddy - Cork City: 20min CA-CC MF-BI May eld - Bishopstown: 10min EC-CC East Cork - City Centre: 10min SOI HH-CC Southern Orbital Inner: 10min Hollyhill - City Centre: 30min 20m SOO Southern Orbital Outer: 20min GL-CC Glanmire - City Centre: 20min 30m RINGASI DH-TO Dublin Hill - Togher: 15min MA-HH Mahon - Hollyill: 10min PD-CC Pouladuff Road - City Centre: 10min LB-CC Lotabeg - City Centre: 30min AGARAN 15m KS-AP Kent Station - Airport: 15min NO Northern Orbital: 10min

FF-FH Frank eld - Fairhill: 20min GI-CC Great Island - City Centre: 20min

RI-AP Ringaskidddy - Airport: 30min CARRIGAINE All routes and alignments are indicative and subject to change through the statutory scheme appraisal process. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 59

Connections to the Suburban Rail In some cases, shuttle buses from MA AO TCC

MA-BL GCC MFI CATHE network, light rail network and Park and Interchange points to serve centres of RA ROA FFFH CITO ROHH Ride facilities; employment - for example, at Ballincollig SAROO MAHH GICC and Little Island - may be merited. I Cashless fares to reduce delays caused RH ROA ECCC ME NMIRE UM E GA S MI GC ARNE 20m by collection of cash fares; GL-BC 20m UA ES 20m POP Coach Operations 20m 20m Transition to a low emission fleet; and MA-BL ROOOGE ORAN A 15m GL-CC ROHH Cork sits at the confluence of the Wild TOER BA-DO RIVER LEE Interchange and improved way-finding 10m Atlantic Way and Ireland’s Ancient East. MF-BI measures. DH - TO GANMIRE Coaches bring many visitors to Cork ROA CENTRE PAR LRT City and surrounding Metropolitan towns 20m 10m ANLEEA T Regional Bus Network 20m GOUNTHAUNE and villages including Midleton, Blarney ETERN ROA OT MALL 10m LB-CC GC 10m CARRIGTOHI Regional bus services provide an important LRT 20m and Cobh. To ensure that the CMA can 10m MONAH RO-HH ANS ROA MAHH 15m 10m EC-CC EO 10m RE element of the Strategy throughout the O 30m facilitate a growing number of visitors A IC T T OR MA-HH IA 10m L ROA metropolitan area and beyond. (including day visitors from its surrounding I 10m N MAHH 10m NO K

30m R

O hinterland and county towns and villages)

20m 10m SOI A 5m LRT NO HH-CC It is proposed to continually improve the 10m a range of measures are required. These GL-BC A 10m ITTE ISAN O R OREENM existing network of regional services, with a ANNA ROA include improving way finding and an 10m MA-HH MFI A MA L

20m

20m view to expanding on service frequency to A BC-CC O integrated coach management scheme to A O

O R A IN OU MA-BL R GH

R F

OA T F OLA ROA meet the growing demand as required. H MA U support traffic management measures at

10m G O

U A

10m O

4m O key destinations across the CMA. P AINCOIG 5m SOI LRT 10m 10m Metropolitan Bus Services PCC CGR CACC

SOI 10m 4m FFFH ROHH NO CGR RICC 15m The provision of local bus services within the Further assessment of the existing HTO HTO AO ROHH NO RI-CC 20m 20m metropolitan towns will be reviewed during operations of coach services alighting 20m SOO DH-TO ROCHESTON the period of this Strategy. Such services and boarding arrangements at local 15m CITY CENTRE MAP SOO MF-BI MF-BI 15m 20m PASSAGE EST authority level is required, with a view to RO-HH can provide local benefits through linking

20m 10m residential areas with town centres, schools, resolving existing impacts on the on- 10m 20m street environment and conflict with FRANFIE FF-FH rail stations and employment areas. PD-CC BA-DO Cork’s street and arterial road other road users. network has limited capacity, Local metropolitan town services could comprise of new bus services developed Bus Priority 15m which makes providing specifically to service the local area or Prioritising bus services above general LEEN RI-AP COH GI-CC public transport priority comprise an expansion/re-routing of KS-AP MONSTON traffic is critical to the delivery of an efficient, MA-BL Mahon - Blarney: 20min BA-DO Ballyvolane - Donnybrook: 10min challenging. existing regional bus services. frequent and reliable bus system and is GL-BC Glanmire - Ballincollig: 20min RO-HH Rochestown - Hollyhill: 10min 15m a major part of the overall BusConnects COR RI-AP BC-CC Ballincollig - Cork City: 20min RI-CC Carrigaline - City Centre: 15min AIRPORT Within Metropolitan centres, the programme. The proposed increase in CA-CC RI-CC LRT Light Rail Transit: 5min CA-CC Ringaskidddy - Cork City: 20min CA-CC focus should be on identification and bus services and vehicle numbers will MF-BI May eld - Bishopstown: 10min EC-CC East Cork - City Centre: 10min implementation of bus priority measures benefit a significant proportion of the Cork’s SOI Southern Orbital Inner: 10min HH-CC Hollyhill - City Centre: 30min 20m through town centres and noted pinch- population but will not succeed if bus SOO Southern Orbital Outer: 20min GL-CC Glanmire - City Centre: 20min 30m RINGASI points. These should be considered in priority is not implemented in full as buses DH-TO Dublin Hill - Togher: 15min MA-HH Mahon - Hollyill: 10min tandem with proposed public realm projects will be held up in general traffic. PD-CC Pouladuff Road - City Centre: 10min LB-CC Lotabeg - City Centre: 30min AGARAN 15m and/or the realisation of distributor roads to KS-AP Kent Station - Airport: 15min NO Northern Orbital: 10min remove through traffic from town centres. FF-FH Frank eld - Fairhill: 20min GI-CC Great Island - City Centre: 20min

RI-AP Ringaskidddy - Airport: 30min CARRIGAINE BusConnects Priority Measures ROOOGE ARNE

GANMIRE

ACPOO MAFIE NOCNAHEENE

OCANS

ACROC

ISHOPSTON

OUGAS

ROCHESTON

FRANFIE

COR All routes and alignments are indicative and subject to change through the statutory scheme appraisal process. AIRPORT EXAMPLE OF INBOUND BUS LANE ON SUMMERHILL NORTH The existing bus priority measures through facilitate bus priority lanes and footpaths Ballincollig to Mahon Light Cork City are particularly limited with 14km to provide access to the bus network Rail Corridor of bus lanes currently being provided. The itself. Bus gates, protected laybys and bus A later section of this Strategy sets out proposed bus priority measures include priority at signalised junctions will be further proposals for a light rail scheme extending approximately 100km of new bus lanes, considered as a means of prioritising bus from Ballincollig to Mahon, serving CIT, representing an increase in bus lanes by a services above general traffic. CUH, UCC, Kent Station, Docklands and factor of 700%. Mahon Point. These implementation measures will lead The extent of the proposed bus lanes to a significant improvement in punctuality In advance of the development of this light aligns with the proposed Core Bus and bus journey time reliability. Some key rail corridor, and to allow the development Network, ensuring efficient, reliable and arterial routes will be served by multiple consolidation to support its delivery, it is frequent services can be accommodated. bus routes - for example under the intended to serve this route with a high Strategy, the Douglas Road corridor will frequency bus service and to develop bus For identified key bus routes, the objective, be served by a bus approximately every priority measures along the route to enable in principle, is to provide bus priority in 3 minutes in the peak travel periods. a high level of performance in advance of its each direction, where practicable. On some transition to light rail. parts of the National Road Network, further In the north of the city, new services investigation, analysis and agreement with to serve Urban Expansion Areas will However, during the early period of the TII will be required, to determine the optimal similarly see increased frequencies on the Strategy, it is intended to identify and protect bus priority outcomes. Summerhill North corridor. Greater levels of an alignment for the light rail scheme, connectivity will be provided with the new allowing development consolidation along In some areas of the network, measures rail station at Blackpool offering onward rail the corridor. including the removal of some on-street services to employment centres at Cork car parking and the compulsory purchase City, Little island and Carrigtwohill. of some private land will be required to SUBURBAN RAIL

PASSENGERS JOURNEY TIMES AND DISTANCE

Catering for up to 16m 2,500 passengers passengers per annu 25 mins 12mins 25mins 50mins per irection fro Mileton to fro larney to fro Cobh to fro Mileton per hour ent Station ent Station ent Station Cobh to Mallo

62km of suburban rail netork beteen Mileton Cobh an Mallo

RAIL NETWORK & VEHICLES

62km suburban 10 km 22 of ual track to Mileton. ne tocar 8 new stations rail network trains reuire plus improvements to Cobh beteen Mileton Cobh an Mallo. Mallo an ent Stations. Electri cation of suburban rail netork.

CONNECTING CITY & SUBURB COST ESTIMATE

Connecting with Cork Light Rail Network at Kent Station an the >3,000 4,000 Cork suburban bus netork passengers 2-way through- interchanging beteen running through Strategy cost Rail us an uas at Kent in AM estiate is ent Station in AM Peak. peak hour approiately €274m CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 63

09 SUBURBAN RAIL

The rail network provides direct and InterCity Services Suburban Rail Network reliable access to Cork City Centre A Cork Transport Strategy The Cork-Dublin rail corridor is the top The over-arching objective of the from a significant portion of its east and is being finalised by the performing InterCity service in the State in enhanced suburban rail services is to northern Metropolitan Cork catchment terms of patronage. Anecdotal evidence maximise development opportunities relevant Local Authorities area. This Strategy proposes to maximise suggests that the seating areas are over offered by the existing railway line in order opportunities offered by the existing in partnership with the NTA capacity, particularly at the morning peak to support a greater level of coordination suburban rail network to support the travel which includes proposals between Limerick Junction and Heuston. between land use and transport planning. needs across the CMA. Maximising the The National Development Plan and 2016 The consolidation of development for …. enhancements potential of the rail corridor will support Rail Review Report proposes number of within an easily walkable and cycleable better integration of land use planning and to the commuter rail relevant improvements to this line including catchment area of existing and proposed public transport. service in Cork including the following: stations is critical to the success (or otherwise) of this Strategy. additional stations and This approach is consistent with Cork Examination of opportunities for improvements in journey times and rail fleet. County Council’s adopted planning Continued investment in the rail network is policy framework to intensify residential investment in high-speed rail between Belfast, Dublin, Limerick-Junction and required to ensure steady state operations National Development Plan 2018-2027 and commercial activity at Cobh, Cork; and that services continue to operate Midleton, Carrigtwohill and, in part, efficiently. In order to provide the enhanced provides justification for new greenfield Electrification of the rail line once the level of service identified by the Strategy, development at the UAEs of Blarney/ current InterCity carriages outlive the development principles and supporting Stoneview, Waterock and Monard. The their useful life - estimated by the mid- infrastructure set out in the following provision of new train stations at Blackpool 2020s; and sections are required. and Tivoli is consistent with Cork City’s Improving InterCity journey time between Council’s Development Plan objective to Dublin and Cork to least at 2 hours. Consolidation of Land Uses Around significantly intensify development around the Existing Rail Corridor these locations. The Strategy notes that the Cork 2050 There is available capacity on the Cork document suggests that a rail journey time railway suburban corridor that will be A key element of this Strategy will be to of under 1.5 hours is desirable. In terms harnessed in the short term to support enable through services at Kent Station. of CMATS however, the over-riding priority future population and employment growth This will increase connectivity between is to ensure that the provision of additional within Metropolitan Cork and to provide the Mallow - Cork lines and the Midleton/ suburban rail stations and services will not a much more frequent and viable service. Cobh - Cork lines without the need to preclude the ability of Irish Rail to increase Within Cork City, there are a number of change platforms at Kent Station. The the speed or frequency on the existing advanced planning proposals to support a availability of an existing passing platform InterCity line. much greater intensity and variety of uses at Kent Station means that this objective around brownfield land within easy walking can be achieved relatively quickly within distance of Kent Station. the short term. Proposed Suburban Rail

HITECHURCH

Support Development Intensi cation

10 min freuency

Support Strategic Development Zone Blarney/Stoneview

SAROO Monard ARNE Dual track to Midleton Support future development. Park & Ride to accomodate 10 min Water Rock traf c from N20 on suburban rail freuency Blackpool/Kilbarry Support future development Carrigtwohill Carrigtwohill Midleton TOER of Tivoli Docks West ACPOO Glounthaune MAFIE MIETON Dunkettle NOCNAHEENE Kent Station Support Future Development

Little Island Improve Signal operations Tivoli 5 min Fota freuency ACROC P&R to accomodate traf c Key Station Interchange from N25 and M8 on AINCOIG • Through running of suburban services at 10min frequency Suburban Rail • New paltform on southern side of station • Interchange with Light Rail Transit and core bus services • ImproveISHOPSTON signal operations 10 min OUGAS freuency PASSAGE EST

Support future development Carrigaloe FRANFIE and interchange with local bus servicesd Ballynoe

COH LEGEND - KEY INFORMATION MONSTON COR Cobh Existing Train Stations AIRPORT Rushbrooke Proposed Train Stations

Rail Corridor

RINGASI Park & Ride Station

HITEGATE CARRIGAINE CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 65

HITECHURCH Future-proofing the ability of Kent Station This consolidation will further support The quality of design and layout of new Future-proofing the and its environs to support significantly the viability of the railway corridor as will development will be critical to support Support Development Intensi cation ability of Kent Station and enhanced multi-modal accessibility from proposals to potentially include Mallow rail access by walking, cycling and public its environs to support walking, cycling, BusConnects and light station within a future Metropolitan Cork transport. The provision of a new rail 10 min rail will be a critical consideration for the fare structure. Platform improvements station with Park and Rail facilities near freuency significantly enhanced City Council when assessing development may also be required at Mallow station Dunkettle should be expedited to support multi-modal accessibility proposals in the short to medium term. to mitigate the projected increase in the Glanmire UAE at Ballinglanna where Support Strategic from walking, cycling, suburban rail services impacting on the a significant housing development has Development Zone Outside of Cork City, the Strategy fully Inter-City Services between Cork, Kerry recently been approved by An Bord Blarney/Stoneview BusConnects and light rail supports the strategic direction of Cork and Dublin. Pleanala. This Park and Ride could will be a critical consideration County Council’s adopted planning potentially be supported by bus services for the City Council when frameworks to significantly intensify and New Railway Stations to Cork City Centre, Mahon and Little SAROO assessing development consolidate future housing, employment To support sustainable growth along an Island, in advance of a rail station. The Monard and educational development within the enhanced railway corridor; new railway Strategy also leaves open the possibility ARNE Dual track to Midleton proposals in the short to Support future development. immediate catchment area of Cobh, stations are proposed at the following of a further station at Carrigtwohill West to Park & Ride to accomodate 10 min Water Rock medium term. Midleton, and Carrigtwohill stations. More locations to align with strategic land use support a future significant commercial or traf c from N20 on suburban rail freuency modest housing growth is anticipated planning objectives of both Cork City hi-tech industrial development. Blackpool/Kilbarry Support future development Carrigtwohill Carrigtwohill Midleton TOER of Tivoli Docks West at Glounthane and Little Island, with Council and Cork County Council: ACPOO Glounthaune MAFIE MIETON the latter location likely to experience Midleton / Cobh- Cork Line: Supporting Infrastructure Dunkettle further employment growth for uses not NOCNAHEENE Kent • Tivoli Docks; The enhanced Cork Suburban Rail Support Future Development Station compatible with high density urban living. services will require the following • Dunkettle; Little Island Improve Signal operations supporting infrastructure: Tivoli The consolidation of activity within a 1km • Water Rock; 5 min Fota catchment boundary of existing stations • Ballynoe; and freuency Station Enhancements and along the railway catchment will create Improvements ACROC P&R to accomodate traf c • Carrigtwohill West. Key Station Interchange from N25 and M8 on better linkages with the town centres and Improvements to stations are required as • Through running of suburban services at 10min frequency Mallow-Cork Line: AINCOIG Suburban Rail stations, support the viability of the rail part of the Strategy to enable the efficient • New paltform on southern side of station corridor and provide a strong justification • Interchange with Light Rail Transit and core bus services • Blackpool / Kilbarry; and effective operation of the proposed ISHOPSTON • Improve signal operations 10 min for the enhancement of existing services. • Monard; and rail services. The quality, appearance, OUGAS freuency PASSAGE EST • Blarney / Stoneview. cleanliness and security of stations is an The provision of high quality walking, Carrigaloe important for rail passenger satisfaction. Support future development cycling, local bus services and (where and interchange with local These stations will support primarily At a minimum, all new stations should be FRANFIE appropriate) the enhancement of Park bus servicesd residential-led mixed use development fully wheelchair accessible, be equipped Ballynoe and Rail facilities to support commuters covering both brownfield land within Cork with upgraded smart ticketing facilities, from a much wider catchment area is of LEGEND - KEY INFORMATION City and Metropolitan towns and identified have comfortable waiting areas and COH paramount importance. MONSTON greenfield sites in UAEs. To ensure that rail provide accurate real time information for Cobh Existing Train Stations COR becomes an attractive and logical mode both trains and supporting buses. In line AIRPORT Though outside the scope of CMATS, Rushbrooke of travel for a growing commuter belt, with best practice, secure and sheltered the Strategy notes a relatively high level Proposed Train Stations railway stations should be developed in cycling parking will be provided as near as of out-commuting from the Mallow area tandem with the first phase of residential possible to the station entrance without Rail Corridor and Cork County Council’s intention to development and in place before impacting on pedestrian comfort levels. consolidate future housing development The provision of bicycle sharing schemes RINGASI Park & Ride Station substantial occupation. within the town’s development boundary. to support linked trips is also required.

HITEGATE CARRIGAINE 66 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Kent Station Bypass loops will enable suburban trains Electrification or Alternatively The recent reorientation of A new platform is proposed for Kent to stop at the new stations without Fuelled of the Suburban Rail Kent Station will facilitate a Station to utilise the existing passing loop impacting on the efficient operation of the Network to the south. This platform will provide Inter-City rail service. more seamless interchange CMATS supports the electrification of access to three parallel lines through rail services that would result in higher between Rail, Light Rail Kent Station and allow cross city services Double Track to Midleton performance, lower maintenance and BusConnects, as well as between Mallow and Midleton and Cobh To accommodate the increase in rail costs, lower energy costs and reduced to run efficiently without impacting on the services to/from Midleton, the existing improved pedestrian and cycle emissions. The lower air and noise Inter-City service. single track between Glounthaune and emissions are critical to support residential access to City Centre and Midleton will be required to be upgraded amenity of new development consolidated South Docklands. The recent reorientation of Kent Station to a double track*. There is currently around the railway corridor. The NDP will facilitate a more seamless interchange a 2km long section of double track at commits to the electrification of suburban between Rail, Light Rail and BusConnects, Carrigtwohill that can be extended. rail lines in Dublin under the DART as well as improved pedestrian and Expansion Programme by 2027. A similar cycle access to City Centre and South Signalling Improvements commitment for the Cork Suburban rail Docklands. A significant improvement Signalling improvements will be required network would be likely to take place over to the legibility and way-finding signage to facilitate the increased services the latter half of the Strategy. around the station is proposed to facilitate and avoid delays and conflicts on the visitors alighting at Kent Station. line interactions. In particular signal An alternative to the full electrification of improvements will be required at Kent the suburban rail network could be to Cobh Station Station, Mallow Station, Glounthane examine the feasibility of a fleet upgrade A second platform is needed at Cobh Junction, and proposed bypass loops. to hydrogen and/or battery power Station to cater for the projected increase trains. While providing similar benefits in train numbers required to provide the Signal Control Centre to a standard electrification network this enhanced level of service proposed under Iarnród Éireann currently operates a type of electric train does not require the the Strategy. Centralised Traffic Control Centre in significant network wide retrofitting of Connolly Station, which controls much of electrification infrastructure such as power Passing Loops the rail network in Ireland - including the supply, bridge alterations, etc. To avoid impacting on the Inter-City Cork suburban network. rail services between Cork and Dublin, This has the potential to save significant passing loops are likely to be required at all The NDP commits to completing a new costs on the electrification of the suburban suburban stations on the Mallow Line at: National Train Control Centre over the rail network. Hydrogen powered trains lifetime of the plan. This will be required Blackpool/Kilbarry; are about to be passenger tested in the to cater for immediate and future control Monard station; and Netherlands, Germany and the UK. requirements of the rail network. Blarney/Stoneview.

* Subject to compliance with EU habitats and/or Birds Directives CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 67

EXAMPLE OF MULTI-MODALINTERCHANGE AT KENT STATION WITH BRIDGE ACCESS TO THE SOUTH DOCS LIGHT RAIL

PASSENGERS JOURNEY TIMES AND DISTANCE

per per direction per hour at direction per hour at Carrying 2 min headway 5 min headway from Ballincollig from Mahon Point from Ballincollig per annum to St. Patrick’s to St. Patrick’s to Mahon AM P P Street Street Point C L R 200 L L 202 L R L 202

BUS NETWORK & VEHICLES L . required for Similar Light Rail vehicle to Dublin Luas eet. R N between Ballincollig Cork City Centre, Kent Station, Cork Docklands and Mahon Point.

LRT LRT

CONNECTING CITY & SUBURB COST ESTIMATE

C C R N K with Cork Light Rail Network and providing to/from Light Rail in am Strategy cost estimate peak hour. is approximately LIGHT RAIL CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 69

PASSENGERS JOURNEY TIMES AND DISTANCE

10 LIGHT RAIL per per direction per hour at direction per hour at Carrying 2 min headway 5 min headway from Ballincollig from Mahon Point from Ballincollig per annum to St. Patrick’s to St. Patrick’s to Mahon AM P P The development of an east-west mass Achieving Compact Growth The LRT will link with a strategic Park and Street Street Point C L R 200 Key future growth enablers transit, rapid transport corridor has been a The provision of LRT system will be a focal Ride station near Ballincollig to reduce cross- long-term objective for the CMA articulated by city trips. The LRT will also facilitate greater L L 202 for Cork include: The point to enable the growth of population, development of a much the joint Cork Area Strategic Plan (CASP) and employment health and education uses levels of walking and cycling as part of L R L 202 a number of statutory development plans and as envisaged by the NPF 2040. The LRT linked trips with public transport and reduce enhanced Citywide local area plans of both local authorities. system is a key enabler in CMATS. The LRT transport related noise and emissions. public transport system is required to: The commitment to examining the feasibility Proposed Route BUS NETWORK & VEHICLES to incorporate subject to of such a route is confirmed by the Unlock strategic development areas in its The topography and distribution of existing publication of both the National Planning further analysis, proposals catchment area including the Cork City trip generators and attractors, combined with Framework (NPF) 2040 and the National Docks, Curraheen, Ballincollig and Mahon; the proposed development opportunity areas L for an east-west corridor Development Plan 2018-2027 and a recent . within Cork City and its suburbs, indicate the required for Maximise the development potential of Similar Light Rail vehicle to Dublin Luas eet. from Mahon, through the upsurge in planning developments and desirability for a linear route from Ballincollig R N windfall sites; between Ballincollig Cork City City Centre to Ballincollig. interest in key sites along the corridor has in the west to Mahon in the east, via Cork Centre, Kent Station, Cork provided further momentum to determining Provide greater certainty for future planning City Centre. The following locations are Docklands and Mahon Point. National Planning Framework 2040 the feasibility of such a route. and development, to pursue higher densities required to be within the catchment area of required to meet NPF population and the future light-rail system: Following detailed analysis of projected employment targets for Cork City; travel demand within the CMA, this Underpin the planned expansion of Ballincollig; LRT LRT LRT P Strategy has determined that the East-West University College Cork (UCC), Cork Transit Corridor is best served through The proposed Cork Science and RT an Aance us Institute of Technology (CIT) and Cork the provision of a new Light Rail Transit Innovation Park (CSIP); Route Alignent Stuy University Hospital (CUH). (LRT) tram system. This analysis marks a Cork Institute of Technology (CIT); Enable car-free and low car development departure from previous proposals for a Cork University Hospital (CUH); CONNECTING CITY & SUBURB COST ESTIMATE lower capacity Bus Rapid transport (BRT) within its catchment in line with recent changes to government policy outlined University College Cork (UCC); Safeguaring of Route system to reflect the more ambitious growth C C targets of the NPF and the requirement to in the NPF and Sustainable Apartment Cork City Centre; guidelines; R N K with future-proof such a route up to and beyond, Kent Station / Cork North Docklands; Cork Light Rail Network and providing to/from Light Rail in am Strategy cost estimate the 2040 horizon year. Reduce reliance on the N40 in particular, Cork South Docklands; and peak hour. is approximately for short trips within the Metropolitan Area; Running of highfreuency Mahon. East est us Route The LRT will be preceded by a high- frequency bus service between Mahon The LRT route will serve a wide range of and Ballincollig. This will be delivered in the existing and future destinations including Measures will not be introduced in isolation short-term to underpin higher development employment, institutional and retail uses, but only after due consideration of the impacts on access and movement across the City and Realisation of RT densities along the corridor including the facilitate modal shift away from the private regeneration of the Cork City Docks. car for short trips and free up capacity on suburbs and in parallel with the introduction of arterial roads for bus services. necessary appropriate alternatives to service affected traffic movements. EXAMPLE OF LIGHT RAIL SHARING SPACE WITH GREENWAY AT BLACKROCK BRIDGE Light Rail Route Alignment

ARNE P L R ashington Street ROOOGE

TOER

GANMIRE ACPOO K I • Interchange with inter-urban and suburban rail • New bridge MAFIEfrom Kent Station to South Docklands NOCNAHEENE P C C K of Cork ocklans

E of tertiary eucation corrior P OCANS C C C AINOUGH C GREENMOUNT ACROC P L R sharing ith Greenay C M I C PR P C T I ISHOPSTON P ROCHESTON PASSAGE EST P R to accomodate traf c from N22 on Light Rail FRANFIE

LEEN KEY INFORMATION

Light Rail Transit (LRT)

LRT Stop

Park & Ride Sation

Train Sation COR AIRPORT All routes and alignments are indicative and subject to change through the statutory scheme appraisal process. EXAMPLE OF LIGHT RAIL ON WASHINGTON STREET CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 73

Determination of the final LRT route A station to serve a dedicated strategic Park Consideration of constraints offered ‘The Cork Transport Strategy alignment at the earliest possible stage and Ride facility to the west of Ballincollig by potential relocation of underground will evaluate the potential is required to inform the review of the town centre and UAE is proposed to services, impact of waterways and of a Bus Rapid Transit or current Cork City Development Plan in facilitate commuters arriving from the N22. basements under the city centre streets; Light Rail corridor to serve early 2019. The final alignment is needed to Consideration of tram turning radii maximise the ability to provide appropriate To serve predicted level of passenger within the constrained Cork City street the increased population densities for development sites along the demand to 2040, a total of 27 tram vehicles network; and route and to avoid conflict with emerging providing an initial frequency of light rail growth as envisaged by the Provision of depot(s) for housing, and development proposals. trains running at a headway of every National Planning Framework.’ on-going management and maintenance 5 minutes is proposed, with an hourly of the LRT trams. National Development Plan 2018-2027 In the absence of an alternative route, an capacity of 4,600pax/hr/dir. This level of alignment immediately adjacent to the service provides medium to long term Delivery of the LRT existing Old Passage West Line greenway capacity resilience and can be revised This light rail scheme is planned for is proposed by CMATS to overcome the upwards (or downwards) depending on the delivery, subject to the necessary steep topographical constraint created by stage of the development cycle. development consolidation, to support the escarpment. This should not preclude the appraisal, planning and design for the development of alternative alignment LRT Design and other considerations provision of such a high capacity corridor options through a required feasibility study. The following outlines some of the in the latter period of the period of the Should the feasibility study confirm this route, infrastructural key challenges to be Strategy as envisaged by the NDP. the LRT alignment should take all necessary addressed in the design of the LRT system. measures to ensure that the greenway retains The following list is not intended to be However, the LRT should be delivered its current attractiveness for pedestrians and exhaustive but provides some high-level earlier should it become apparent that the cyclists, including consideration of widening considerations for the LRT: appropriate development densities will be the existing pathway to maintain comfortable Maximising connectivity to existing achieved sooner than anticipated. A passing widths. centres of activity and future growth potentially early delivery time frame areas through a clear and legible local underlines the importance of undertaking Application of appropriate safeguards to walking, cycling and bus network. the route feasibility process to be the agreed final route and the application of Providing safe pedestrian links to undertaken at the earliest possible stage. appropriate development densities to ensure proposed Park and Ride stations; the long-term feasibility of the route by the Maximising opportunities to provide higher Advance Bus Provision relevant local authority will be required. densities along the final route alignment; In advance of the development of the LRT, and to allow the development consolidation Stations and Frequency Provision of a dedicated bridge crossing to support its delivery, this route will be Approximately 25 stations will be required of the River Lee to provide access served with a high frequency bus service to serve this high level route between between Kent Station and Cork with bus priority measures to enable a Ballincollig and Mahon Point, providing an South Docklands; high level of performance in advance of estimated total journey time of 47 minutes. Maximising opportunities to provide its transition to light rail. During the early car-free and low-car development within period of the Strategy, it is intended to These stations will serve a catchment area 1km catchment of the corridor; identify and protect an alignment for the of all existing and proposed key adjoining Consideration of the impact on the light rail scheme, allowing development development areas and provide interchange streetscape and public realm of Cork consolidation along the corridor. with InterCity and suburban rail services City from power supply cables and EXAMPLE OF BUS CORRIDOR PROVIOSION ON at Kent station plus proposed Bus feeder pillars at the earliest design of the WASHINGTON STREET, IN ADVANCE OF LIGHT RAIL Connects services. LRT route and alignment; Indicative Strategic Park and Ride locations

SAROO

ARNE

ROOOGE TOER

GANMIRE

GOUNTHAUNE CARRIGTOHI

ITTE ISAN

AINCOIG

ROCHESTON PASSAGE EST R FRANFIE C

COH MONSTON

C A

RINGASI

AGARAN

All routes and alignments are indicative and subject to CARRIGAINE change through the statutory scheme appraisal process. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 75

11 PARKING SAROO

ARNE

ROOOGE Park and Ride Park and Ride as a component of the Bandon Road Roundabout (N40) TOER There should generally Strategic Park and Ride CMATS is a means of increasing the (BusConnects); be no car parking Cork has a high proportion of motorised accessibility of the transport network to Blarney/Stoneview (rail based) – GANMIRE a population that might not otherwise requirement for new trips that originate outside the city centre supports southbound M20 traffic and GOUNTHAUNE and other strategic employment areas that access by walking, cycling or bus transfer. UAE catchment; and CARRIGTOHI development in or near contribute to local congestion, noise and Ballincollig/Woodberry (light rail) – air pollution. At present, Cork has limited Park and the centres of the five Ride services with the existing Black Ash supports Maglin UAE, Ballincollig town cities, and a significantly facility near the Kinsale Road interchange centre, local employers and eastbound Park and Ride (PnR) involves the provision commuters from the N22. reduced requirement in of high capacity, car parking facilities at operating below capacity. A number ITTE ISAN of strategic PnR facilities are therefore the inner suburbs. designated public transport interchanges to The above represent indicative provide onward access to the City Centre proposed to address the obvious short- comings in recent provision. Strategic locations only and are subject to further National Planning Framework 2040 and other key destinations via high frequency investigation. In the majority of cases, public transport, walking or cycling. PnR facilities will be expected to cater for AINCOIG between 400-600 car parking spaces and strategic Park and Rides will be related to in all cases, be serviced by reliable, high the delivery of the BusConnects network Park and Ride can deliver the following and require bus priority measures to be benefits to the Cork Metropolitan Area: frequency public transport including the suburban rail corridor, BusConnects and/ implemented in advance of the opening of ROCHESTON Support economic vitality by improving or light rail system. the facility. PASSAGE EST overall accessibility to the City Centre area; R Quality local walking and cycling networks In all cases, strategic Park and Ride/ FRANFIE Reduce road traffic congestion on will be required to support safe and Rail facilities will provide ancillary services C radial routes; reliable interchange services and adjoining including sheltered waiting areas, refreshments and real time information Increasing the attractiveness of the employment and residential uses. boards. The provision of electric vehicle City Centre to visitors and shoppers; Indicative locations for high capacity, strategic park and Ride (PnR) facilities are charging points to suit a variety of different COH Meet shortfalls in urban parking capacity; charging speeds to support the transition MONSTON proposed at: Increase the effective catchment area of to low emission vehicles and e-bikes C A the public transport network; Dunkettle – catchment for M8 and N25. will be considered in the design and Will be supported by suburban rail and development of each of the facilities. Transfer commuting trips from private BusConnects; car to public transport; Carrs Hill / M28 – BusConnects service Local Mobility Hubs Improve access for those living on the to serve the Carrigaline catchment area The strategic park and rides will be city edge and in low density suburbs; and RINGASI and potentially the pharma sector at complemented by a number of smaller, Maximise public transport patronage. Ringskiddy; AGARAN local facilities sometimes known as Cork Airport – to serve Kinsale ‘mobility hubs’ in a European city context. catchment and local employment sites;

CARRIGAINE 76 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Local mobility hubs may include metropolitan town centre hotels, office Parking for New Development formalising existing surface or multi- blocks, educational facilities and new The following outlines the proposed storey car parks at locations including residential areas at the earliest possible approach to parking for new development: Little Island, Mahon, Pouladuff Road, stage of the planning application process. Direct high-density residential land use Carrigrohane Road and Blackpool. These The provision of these shared parking and high-trip generating uses including hubs may potentially take the form of facilities will significantly reduce land-take employment and retail to areas that multi-storey car parks or basement and cost for the development of individual are currently, or will be, served by high car-parking in some circumstances. off-street parking facilities and are proven frequency transport services; to be effective in prioritising sustainable Set maximum parking standards Typically, a local mobility hub will be modes for short trips. across the CMA taking into account supported by frequent public transport, accessibility to public transport and/ quality walking and cycling networks The provision of PnR/mobility hubs will or access to local services including within a catchment area of 500-600m and be accompanied by a comprehensive education and employment; and include supplementary facilities including on-street parking management structure public transport stops, high capacity in residential areas outside of existing Set out car-free or low car standards cycle parking, bicycle sharing systems controlled parking zones. Both local in development areas within an 800m dedicated car club spaces, carpooling authorities will be able to apply more walking catchment area of Cork city spaces, electric charging facilities for cars restrictive off-street car parking practices centre and/or of quality public transport. and taxi drop-off facilities. Local mobility in their respective Development Plans and hubs typically support lower residential local planning frameworks. Park and Ride The application of low-car or car- parking from new development areas facilities will be required to be open at free development is an increasingly but can potentially support some limited off-peak times to support event parking at common tool to facilitate higher density destination parking in areas where on- sports stadia and festivals, supported by development and prioritise sustainable street parking has been re-purposed to the provision of more flexible local bus and transport. Restrictions are usually placed support public transport or local public coach services offering direct routes to the on the occupants of the new development realm improvements. event. Opportunities to further maximise to apply for on-street parking permits to their potential will be identified through mitigate local parking stress. Site specific locations and suitable Workplace Travel Plans, School Travel capacities for mobility hubs should be Plans and Access and Mobility Plans for Alternatives to private car ownership are determined through the Local Area Plan new residential development. made available including provision of (LAP) or Masterplanning process. car club bays and membership, public Parking Management transport cards and increasingly, provision of and membership of cycle hire schemes. Park and Ride Viability The availability and price of parking The phased implementation of strategic are major determinants of the relative On-Street Parking Park and Ride sites and mobility hub attractiveness of the private car versus There will be a general reduction in facilities will be accompanied by a phased sustainable transport options and an on-street parking levels in city and town reduction in the availability of on-street extremely effective demand management centres over the lifetime of the Strategy to spaces within Cork City Centre and tool. Parking management measures can accommodate a wide range of sustainable Metropolitan town centres. To ensure include pricing, supply and enforcement transport measures including bus priority, the long-term viability of both PnR and controls. Parking restraint can also be laybys, safer crossing facilities, seating, mobility hubs, both local authorities should applied as a fiscal measure alongside land contra-flow cycle lanes, bicycle share consider agreements to reserve spaces use planning measures. to developers of, for example, city and schemes and cycle parking. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 77

Additional on-street spaces will be re- Employ performance-based smart Introduce parking charges at out-of- purposed to support flood management parking pricing systems in town town retail centres, to reduce local schemes and public realm improvements centres to ensure that spaces are used congestion associated with these including street trees, wider footpaths and efficiently but are readily available for developments; recreational facilities. non-commuting purposes including Examine the case for a workplace shoppers. Pricing should be set to reach parking levy in order to ring-fence Where on-street parking is provided a target maximum of 85% occupancy funding for rapid public transport to support the economic functions of to reduce search traffic, congestion and provision taking a lead from town centres, the emphasis will be on emissions; Nottingham’s levy to support light rail; supporting a quick turnover of spaces to Extend coverage of parking zones and ensure that spaces are readily available for controls across the CMA to safeguard Support the phased, long term those businesses that rely upon them. spaces for residents, tackle illegal reduction of car parking through the use parking and to discourage commuter of mandatory, target -based Workplace In residential areas, the objectives will and other forms of long-stay parking. Travel Plans for new development and be to discourage commuter parking that Consider gradual increases for the price area-based travel planning for clusters contribute to parking stress and unsafe of permits, particularly in areas where of existing places of education and parking practices immediately outside paid off-street parking options are readily employment. parking zones, and to free-up kerbside available; and space by providing alternatives to private Provide alternatives to private car car ownership. ownership including providing more designated on-street bays for car Cork City Council operates a pay parking clubs, bike share systems and similar system for the payment of on-street measures. parking. The availability and pricing structure for on-street parking within Off-Street Parking the CMA should be reviewed alongside The main objective of the off-street parking CMATS implementation with a view to measures is to free-up kerbside space moving towards a smarter, more user within the city and town centres and to friendly system that facilitates a quicker support a viable, public transport system. turnover of spaces. The approach is as follows:

The proposed approach to on-street Implement a string of high capacity long- parking is as follows: stay strategic Park and Rides facilities outside of the main approach roads to Undertake comprehensive rolling the city, serviced by appropriate high- reviews of the available kerbside space frequency bus and light rail and walking in town centres to understand how the and cycling networks; space is being used and assess against existing and future needs, including bus Examine the case for smaller, local and light rail implementation; Park and Rides (Mobility hubs) in areas proposed to be served by public transport, walking and cycling networks; 78 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

12 PUBLIC TRANSPORT INTERCHANGE & INTEGRATION Modern transport infrastructure must be Interchange For key stops on Core Radial and Orbital accompanied by an efficient, integrated The National Development Interchange between modes and public routes comprehensive information and appropriate network of transport Plan will deliver a public transport (PT) services is essential to the signing including real-time service services. Focusing specifically on public success of the Strategy. Interchange information will be provided; transport network that transport, that network needs to: will allow for the widening of the public For all stops through the CMA including will provide high-quality Provide appropriate coverage of the transport coverage, enabling improved less busy stops a standardised style passenger interchange region; access to key destinations. of bus stop sign, pole and information points, which facilitate Increase opportunities to transfer panel, with a consistent branding and between modes and services; The proposed public transport network style, will be used throughout the CMA; convenient transfer and Provide fast and convenient access to provides significant improvements for between efficient major travel destinations throughout the interchange between modes and services There will be a rationalisation of bus stop and integrated public region; through the following: poles and sharing of nearby bus stops between operators. transport services. Be easily understood to both local and Orbital services interchanging with visiting passengers; radial services; National Development Plan 2040 Deliver reliable and predictable journey Bus services interchanging with heavy Interchange Locations and light rail services; times; At key interchange locations, the design Charge simple, affordable fares which Active modes interchanging with PT of the stop, shelter and information enable transfers between services services; and panels are important. The following without unnecessary penalty; Car interchanging with PT services outlines requirements at interchanges: Provide easy-to-use cashless payment as P&R. Need to identify that user is at an systems, where feasible; interchange location; Stops and Shelters Be accompanied by comprehensive Need to strengthen the concept of information, both during and prior to the The design and positioning of light rail transfer between routes as part of new journey; and and bus stops, shelters and information network proposals; systems are important features of an Provide comfortable and convenient Need to guide walking trips between effective public transport system. It is journeys to the maximum number of stops at interchange; intended that: passengers. Need to provide a continuity of branding A consistent design will be applied to and livery for interchange legibility; and key stop locations, in particular at busy stops or interchange locations; Need to differentiate interchange areas from non-interchange stops. At key locations or busy stops, shelters will be provided; 80 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 81

Integrated Ticketing Public Transport Fares The increasing use of smartphone app- Integrated ticketing and smartcard To ensure that public transport fares are based providing real time taxi services is technology offers a convenient way to pay attractive and customer friendly, the broad likely to result in kerbside space being freed public transport fares. Smart ticketing principle for transit fares should include a up as waiting bays are no longer required to allows for responsive fare structures system that is: the same level as was previously required. to be implemented to simplify use and Easy to use and understand; offer better value for money. Leap offers Good practice in efficient kerbside Regionally integrated; significant discounts on cash fares and management for example - dual use facilitates daily and weekly capping. Designed to provide price incentives for of delivery bays and taxi through time more frequent use; and restrictions -to support both the day and One of the goals of CMATS is to deliver Affordably priced to make transit an night time economy as appropriate will be an integrated transport system that is attractive alternative to the private car. promoted. Other priorities for small public interconnected to allow people and goods service vehicles include: to move efficiently throughout the CMA The ongoing improvements to public Incentivise conversion of taxis to low and to provide access with a variety of transport fares being implemented by the emission vehicles; modes for people. Promotion of Leap NTA will be continued within the lifetime Ensure that all taxis and hackney in Cork will help to inform existing and of CMATS. A fares structure review will fleet are fully wheelchair accessible potential passengers of the benefits of be undertaken to ensure that the CMATS throughout the timeframe of the Plan; using Leap. networks are supported in a manner that Improve the integration of small encourages increased public transport use public service vehicles into the overall There are opportunities to extend the and provides for appropriate cost recovery. public transport network through range of payment options and integrated It is intended that a simplified fare structure better interchange opportunities and ticketing measures over the lifetime of will be put in place in the CMA, potentially information provision; and the Strategy, to incorporate the latest a flat fare or a zone-based fare system, developments in account-based ticketing allowing multiple journeys by different Encourage the provision of local technology, potentially allowing use of modes for a single fare. hackney services in areas where credit / debit cards or mobile devices as conventional taxi and hackney services a convenient means of payment. This will Small Public Service Vehicles are generally unavailable. also allow integration with other transport Taxis provide an important transport payments such as parking facilities and service offering door-to-door trips and bicycle hire. can supplement a public transport system. Taxis offer the ability to complete one-off trips that are difficult to provide for efficiently by other modes. Ensuring that taxi operations are provided for, for example, by providing appropriate waiting areas at public transport termini.

Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí P&R ROADS

unkettle M28 N27 Cork North N40 50km Interchange Upgrae Cork - Ringaskiddy Cork Airport Ring Road Demand of National Road completed by copletion eicate public Management netork transport corrior 2035 to aintain iproeents 2022 2028 capacity

STOP

70km A new multi-modal HGV Regional & Distributor of Regional Road Northern restrictions Roads to proie a multi-modal function iproeents & Southern in Cork City Distributor Road

LRT

PIZZA SCOOTER

City Centre Accessibility ITS & UTC Movement iproeents in Intelligent Transport Systems Strategy cost Cork Docks area Iproeents to Urban estiate is Strategy approiately Traf c Control €1.39bn

Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí ROADS CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 83

13 ROADS unkettle M28 N27 Cork North N40 50km Interchange Upgrae Cork - Ringaskiddy Cork Airport Ring Road Demand of National Road completed by copletion eicate public Management netork transport corrior 2035 to aintain The Cork Metropolitan Area has an Alternative Approach to Car Improvements to the public transport iproeents capacity 2022 2028 National roads play a extensive network of national, regional and Based Travel and active travel network, as outlined in key role within Ireland’s local roads and streets. The road network The CMA road network will continue to the earlier chapters must be prioritised STOP overall transport system includes not only the carriageway itself carry a significant number of journeys to achieve compact growth. This must but other highway infrastructure including made by people and goods. Given the be under-pinned by appropriate land and in the country’s bridges, the Jack Lynch Tunnel, footpaths, nature of existing travel patterns in Cork, use decisions at local authority level that economic, social and signposting, markings, traffic signals and the provision of any new road capacity maximise opportunities for sustainable physical development. sophisticated traffic management systems. will need to strike a balance between travel and directs future development to The street network, particularly within enabling the CMA to achieve its growth existing or planned higher capacity public Cork’s urban areas, are public spaces transport corridors. Spatial Planning and National Roads. potential and ensuring that any additional A new multi-modal in their own right, providing a focus for road capacity does not simply attract more 70km HGV Regional & Distributor economic, social and cultural activity. Developing the Road Network to of Regional Road restrictions private car trips. Northern Roads to proie a multi-modal function Support Sustainable Travel iproeents in Cork City The first priority for road investment in & Southern In line with the NPF’s Compact Growth The national road network provides the Strategy will be to maintain, renew, objective, CMATS seeks to deliver on strategic transport links between the Distributor manage and operate the existing road strategic development priorities for the Country’s main centres of population and Road infrastructure in a more efficient manner. distribution of a more compact settlement employment, including key international Other priorities reflect a need to provide pattern based on ensuring effective gateways such as the main ports and multi-modal travel particularly on new integration between transport and airports, and to provide access between LRT roads within urban areas; increasing the land-use through the delivery of Public all regions. liveability and place-making functions of Transport Orientated Development (PTOD).

PIZZA SCOOTER the urban street network; and to manage This will provide a sustainable economic, In Cork the strategic road network supports the network to discourage through traffic environmental and social case for reliable the movement of goods and essential in built up areas. public transport, permeable, high quality services including public transport, freight safe walking and cycling routes and a and logistics movements to markets and CMATS proposes a limited number of people-centred public realm. provides direct access to the relocated new road-based projects required to City Centre Port of Cork at Ringaskiddy and Cork Accessibility ITS & UTC facilitate the sustainable movement of iproeents in Strategy cost This approach represents a marked International Airport. Local access to the Movement Intelligent Transport Systems people, goods and services, and to Cork Docks area estiate is departure from the traditional models of strategic network will be managed and Iproeents to Urban approiately complement public transport, walking, Strategy Traf c Control transport planning over recent decades, discouraged to minimise local trips. cycling and traffic management objectives. where the provision of new road capacity €1.39bn This includes a new east-west link on the solely for the private car was paramount. For Cork to grow sustainably as forecast, northern side of Cork City in the short- its street network must facilitate more medium term required to facilitate orbital CMATS instead prioritises the provision of walking and cycling. Its arterial routes must bus and active travel movements and reliable and efficient public transport and also prioritise the movement of buses. to reduce travel through the city centre enhanced walking and cycling routes to Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí and N40 South Ring Road by HGVs and minimise the need to travel by car. private vehicles. 84 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Within Cork City Centre, metropolitan (Enhanced Regional Accessibility) Secondary local functions should not be centres and inner neighbourhoods, streets of NPF by diverting local traffic to encouraged, or planned for, on National will have more of a place function and will appropriate routes; Roads in the CMA; require a greater emphasis on liveability, Apart from motorway or express road National Roads are not to be developed, motor traffic restraint and traffic calming. proposals; all new road schemes or planned, to support the continued New roads will be required in some will be designed to provide safe and urban expansion through zoning of cases to unlock housing and commercial appropriate arrangements to facilitate residential land uses adjacent or along development and to support local walking, cycling and public transport National Road corridors; access in planned growth areas. New provision; and Alternative compact sustainable and developments will therefore, be served by New road schemes must demonstrate public transport orientated corridors will existing and/ or planned public transport that alternative solutions, such as public be prioritised for zoning; and designed to maximise connectivity to transport provision, traffic management local networks and services. Secondary local function traffic on or demand management measures, National Roads can be tolerated insofar cannot effectively and satisfactorily As discussed in Chapter 11, a network as it does not impact on the primary address the circumstances prompting of strategic Park and Ride facilities will be function, which is to cater for strategic the road proposal or are not applicable provided to minimise impact on the arterial traffic; and or appropriate. road network, and city neighbourhoods If secondary functions impact on the and to incentivise long-stay parking for primary function of National Roads, then commuters and shoppers. Requirements of National demand management measures will be Road Network employed to mitigate this impact. Principles for Provision of The following outlines the requirements for the planning and development of National New Roads within the Cork Proposed National Road Metropolitan Area Roads within the CMA in the context of supporting the sustainable transport Network Measures Recent changes in national transport objectives of CMATS and in full alignment Within the Cork Metropolitan Area, policy seek to significantly increase in the with the definitions and principles set out there will be a focus on maintaining the use of public transport,cycling and walking by the Government’s Spatial Planning and investment already made, to protect and a reduction in the growth in private National Roads: national road assets and to keep car travel. To translate these objectives at them safe and fit for purpose through CMATS level, the following principles will The primary function of National Roads is to cater for strategic traffic: appropriate corridor management be applied; practices. Associated with this, and to New road schemes will be developed in Strategic traffic, in the context of reduce congestion on the strategically accordance with the principles of Smart, national roads, is primarily comprised important N40 and other national routes in Compact, Growth as set out in NSO1 of inter-urban and inter-regional traffic, the outer Metropolitan Area, a reduction in (Compact Growth) of the NPF; whether HGV, car, public transport bus car dependency for orbital trips is required. services or other public service vehicles, New road schemes will support CMATS which contributes to socio-economic objectives of enhancing sustainable The extensive nature of development development, the transportation of transport capacity and connectivity; and the wide distribution of employment goods and products, especially traffic destinations in the Metropolitan area, New non-national roads should ensure to/from the main ports and airports, presents a particular challenge to the that strategic capacity and safety of both freight and passenger related; provision of alternative choices to the National Roads for strategic traffic is private car. maintained in accordance with NSO2 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 85 86 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

The provision of high quality public A coherent approach to the management The upgrade of the N40 South Ring Road transport choices associated with the of travel demand on the N40 corridor and to motorway status is one of the key introduction of complementary travel connecting roads, combined with the recommendations of the study, primarily demand management measures, such provision of alternative transport modes, to limit its use to motorised vehicles and as parking restrictions, ramp metering development of identified alternative to remove the small number of cyclists, and potentially multi-point tolling, will complementary routes and targeted traffic pedestrians and slow moving vehicles in the be required to meet current and future management measures, are required interests of road safety. metropolitan travel demand. to ensure that the N40 fulfils its primary intended purpose, as a national road Transport Infrastructure Ireland (TII) This combined approach would serve to which caters for predominantly non-local will undertake traffic management and discourage the inappropriate use of the trips of high economic value. improvement studies focussed on the N40 national roads network by car, to increase to assess current capacity constraints and the attractiveness of public transport The TII Demand Management Study to identify potential future improvements to alternatives and to render investment identified a number of proposals under the the operational safety of this key strategic in such public transport improvements, following broad headings. route. These projects include the: more economically viable. Without such Integrated Land use and Transportation N40 TEN-T Feasibility Study; and interventions, car use in the CMA will Targeted Upgrades; N40 Dunkettle ITS Feasibility Study. remain high and congestion may continue to increase, putting at risk the substantial Smart Motorway Interventions; In addition to the upgrading of the N40 South investments already made in the N40 and Alternative Complementary Routes; and Ring Road to motorway status, a number of national roads of strategic importance. Fiscal Measures. local road improvements have been identified in CMATS. These will assist in providing The following sections identify proposed Measures such as those outlined above alternative complementary routes to the N40 infrastructure improvements for the can have a positive impact on managing while also improving local accessibility, orbital national road network within the CMA, that future demand on the N40, notwithstanding bus services and supporting permeability for are required for the delivery of the CMATS. the complexity of the overall road network all transport users. The alignment and form of all National in the CMA and the limited alternatives Road proposals will be determined in line to the Jack Lynch Tunnel. The rollout of Dunkettle Interchange Upgrade with TII Project Appraisal Guidelines (PAG) public transport, land use policy and traffic The Dunkettle Interchange Upgrade to a and DTTaS guidance for scheme appraisal management measures will be prioritised free-flow, grade separated interchange including a Route Options Assessment in the short-medium term. The potential received planning permission in May 2013. and Business Case. The following need for the introduction of fiscal measures It will alleviate the existing bottle neck measures are subject to compliance with will continue to be assessed over the and congestion at the intersection of the EU habitats and/or Birds Directives. lifetime of the Strategy. Measures will not M8/N8, N40 and N25. be introduced in isolation but only after due N40 South Ring Road consideration of the impacts on access and A contractor has been appointed by The use of the N40 as a local access movement across the City and suburbs and Transport Infrastructure Ireland to progress route by the private car to the various in parallel with the introduction of necessary the design and implementation of the commercial and retail developments appropriate alternatives to service affected project. The upgraded junction is expected in close proximity to this national artery traffic movements. to be fully operational by 2023. is unsustainable. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 87

M28 Cork – Ringaskiddy such as the NDP 2018-2027. Within the Cork North Ring Road (CNRR) The importance of improving strategic metropolitan area, there will be a focus As part of the N/M20 Cork to Limerick Road road access to the Ringaskiddy Port is on improvements and maintenance of the Improvement Scheme, TII will examine of national economic priority and was re- following routes: the inclusion of the Cork North Ring Road iterated in the recently published NDP. The N22 - Ovens to Ballyvourney; (CNRR) linking the N20 to Dunkettle proposed upgrade of the N28 (to become Interchange. The NDP indicates that the N25 - From its junction with the M8 the M28) is a long-term strategic objective CNRR is a complementary but independent at Dunkettle to Midleton to provide a for both Cork City and County Councils scheme to the N/M20 corridor scheme. higher level of service for strategic traffic and a mainstay of regional planning However, its requirements, scale (based on the route; frameworks including the Southwest on demand levels) and justification will Regional Planning Guidelines, the Cork N27; and be considered and assessed as part of Area Strategic Plan (CASP) and the Cork N71. the appraisal process for the overall M20 County Development Plan. scheme. Whilst it is envisaged that the The M28 will serve a number of strategic N/M20 Cork – Limerick CNRR would not be delivered in advance of purposes including enabling the relocation Cork and Limerick are Ireland’s second and the substantive public transport elements of of the Port of Cork’s activities from the third largest cities located in the southwest the Strategy. The appraisal process for the City Docks to Ringaskiddy and providing and mid-west respectively. An opportunity N/M20 Scheme will consider implementation Ringaskiddy Port with the capacity to exists to provide better connectivity between and delivery in great detail. handle increased freight activity associated the two cities by improving the quality of the with Brexit. The N28 is identified as a part transport network which will also address This approach is in accordance with the of the Ten-T Core network. road safety issues associated with the NPF’s National Strategic Objectives for existing N20 route and provide for safer, Compact Growth. In line with the NDP, the N27 Cork – Cork Airport efficient and shorter journeys. The provision requirement for the CNRR will be determined Cork Airport is part of the EU TEN-T Core of the M20 is also in line with the NPF’s in accordance with DTTAS Guidance for network which is served by the N27. The National Strategic Outcome 2, to provide for scheme appraisal and TII Project Appraisal N27 between the Kinsale Road Interchange Enhanced Regional Accessibility. Guidelines for National Roads (PAG) including and Cork Airport is currently a single a Route Options Assessment and Business carriageway road, with a northbound bus The NDP 2018-2027 identifies the M20 Case. This Assessment should include the lane at the northern end approaching the Cork - Limerick road to be delivered by examination of a potential link from the N22 Kinsale Road Interchange. A two-way 2027, subject to appraisal, planning and to the M8 and if required, designed in such continuous bus lane is proposed under procurement, with a 2016 estimated cost a fashion that prioritises and safeguards the CMATS to improve public transport priority of approximately €900million. The N20 strategic traffic function of the route. between Cork Airport and Cork City Centre. Cork - Limerick is part of the Ten-T Comprehensive network. Subject to the appraisal outcomes of the N22, N25, N27, N71 N/M20 Cork to Limerick Road Improvement TII will engage in corridor management The solution for the N20 corridor will be Scheme, it is expected that the CNNR project of the N22, N25, N27 and N71 for identified through the N/M20 Cork to will be planned for implementation during the maintenance, renewal and improvement to Limerick Road Improvement Scheme latter period of the Strategy. The finalisation achieve appropriate levels of service within appraisal process and the development of a route corridor and its protection from the context of providing value for money of a business case for the scheme. While development intrusion is an objective of and in line with Government Programmes, included in the NDP, the M20 Cork - CMATS to allow for changing circumstances Limerick road falls outside of the scope of including potentially an earlier project CMATS due to its inter-regional function. delivery requirement. Proposed Road Network 2040 N

HITECHURCH

C N R R NOCRAHA EAMARA MONAR HITES CROSS SAROO

ARNE ROOOGE

TOER N R GANMIRE CARRIGTOHI N MIETON GOUNTHAUNE R

ITTE ISAN I N

AINCOIG A R

N OUGAS PASSAGE EST FRANFIE ROCHESTON M E L AMORE

N C A R M C R COH MONSTON

COR AIRPORT

RINGASI AGARAN HITEGATE All routes and alignments are subject to change CARRIGAINE through the statutory scheme appraisal process. N CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 89

Requirements of Regional and Regional and Local Roads An indicative cross-section of the CNDR is Local Road Network The following outlines the additional regional provided below. Any additional regional road network road network provisions for CMATS. The Cork Northern Distributor Road will provision needs to support a multi-modal provide for orbital movement for bus, function, catering for public transport, The Cork Northern Distributor Road pedestrian, cycle and some strategic and walking and cycling in addition to private CMATS requires additional road network general traffic and reduce reliance on radial motorised traffic. The regional road infrastructure on the north side of routes through the city centre. CMATS network provision is required to cater for Cork City to cater for access to planned proposes that the NDR would provide the following: development lands, provide walking and cycling linkages, access to radial public connectivity at its western end to join the Provide access to ‘open-up’ planned existing N22. To achieve this, the link would development lands; transport routes, orbital public transport provision, and the removal of some strategic need to address several topographical and Provide walking and cycling linkages; traffic from Cork City Centre. This new environmental considerations including the Provide access and priority to public road will be in the form of a distributor road River Lee and its associated floodplain, the transport routes; referred to as the Cork Northern Distributor requirement for a new bridge and a desire Cater for orbital public transport Road (CNDR). This is distinct from the Cork to avoid severing the Lee Fields parklands. provision; North Ring Road (CNRR) outlined above, Further assessment of the final alignment Facilitate the removal of through traffic the case for which will be examined by Transport Infrastructure Ireland. will be needed to address these concerns from Cork City Centre; and and the requirement to provide orbital Facilitate the removal of local traffic from The Cork Northern Distributor Road is a connectivity between Cork’s Northside strategic road routes. short-term objective and considered to be and key destinations including CUH, CIT, To achieve these principles, the cross a ‘critical enabler’ for CMATS as it: Blackpool and Tivoli Docks. section of these roads should cater equally Creates opportunities for sustainable for walking, cycling, public transport and Southern Distributor Road development of existing land banks car traffic as follows: The N40 is the focus for a significant in the Northern Cork Metropolitan Footpath and Cycle lane provision – proportion of east-west trips in the Cork area including Monard SDZ and the approximately 33% of cross section; City- South Environs area. The over-reliance Ballyvollane Urban Expansion Area; Bus lane and priority provision – on the N40 for private vehicle trips allied to Facilitates the rollout of sustainable approximately 33% of cross section; and limited sustainable transport connectivity has transport measures including public resulted in significant congestion at several Road traffic lane – approximately 33% transport services for the North Cork pinch-points including Douglas Village and of cross section. Metropolitan City area; the Kinsale Road Roundabout. Facilitates the introduction of a HGV ban within the City Centre; To address the significant shortfall in local Serves the requirements of local traffic connectivity in the Southern Environs area, demand in the northern CMA: and CMATS has identified the requirement for a more comprehensive, multi-modal Southern Allows for the downgrading of national Distributor Road (SDR). routes entering Cork City, which can therefore allow for the prioritisation of sustainable modes on these routes.

Kiev

TYPICAL CROSS-SECTION OF PROPOSED DISTRIBUTOR ROADS 90 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

The SDR will necessitate the upgrade of The over-arching objective of these roads City Centre Movement Strategy the existing route and the creation of a is to reduce through traffic and to facilitate The Cork City Centre Movement Strategy new road link between Rochestown and walking, cycling, public transport access (CCMS) outlines objectives to; improve the Sarsfield Road, via the Carrigaline Road, and public realm improvements in town and vibrancy of Cork City Centre; to promote Grange Road and Airport Road, and a village centres. sustained economic growth; to deliver proposed new link between the N27 and Similarly, improvements to the road network a much more attractive environment for Sarsfield Road. The road will ultimately at Little Island should be designed with the shoppers, visitors and tourists; and to help provide the basis for the Southern Outer intention of prioritising walking and cycling encourage sustained inward investment. Orbital bus route connecting Rochestown access particularly between the railway Traffic management measures will be with CIT whilst also enabling interchange station / bus services and employment important to manage the flow of vehicles with radial bus routes. destinations / residential areas. into the city centre area.

As with the Cork Northern Distributor Road, The following UEAs will require local access CCMS objectives included the the SDR will provide dedicated walking and and / or public realm improvements: identification of a street hierarchy within cycling infrastructure and support planned Midleton; the city centre to clearly identify the main residential development in the South routes into and through the city centre; to Carrigtwohill; Environs area. The SDR will support local maintain accessibility to the city centre off- transport access facilitating a reduction in Great Island including Belvelly new street car parks; and to manage access the N40’s use for local trips and its upgrade bridge (potentially bus only); for deliveries. to motorway status. It is anticipated that Carrigaline; the SDR would be developed on an Ballincollig; A key objective is to deliver a more efficient incremental basis. public transport system and to improve Dunkettle / Ballinglanna; the reliability of existing bus services. The Whitegate and Marino Point Monard; and objectives also relate to pedestrians and The R624 (Cobh Road to Marino Point) Stoneview. cyclists where streets will be developed and the R630 (Midleton to Whitegate) road to provide a more pleasant and attractive network will require safeguarding in their City Centre Traffic Management shopping experience and a traffic function and form to facilitate existing and management system that encourages The road network within the City will be future port related uses. cycling in the city centre. reviewed with the aim of prioritising road space for public transport, walking and County Cork Urban Expansion Area CCMS as part of CMATS cycling provision. Within CMATS, it is Road Proposals The CCMS will be implemented in full as intended to create a more attractive The provision of additional road network part of CMATS. However, CMATS will experience in the city centre, while infrastructure within the UAEs in Cork significantly increase the level of public enhancing facilities for pedestrians and County is required to support the transport provision and priority above cyclists, prioritising public transport, whilst development of these areas. Local road and beyond that proposed as part of still allowing access into off-street car parks network improvements in these areas will the CCMS. and designating driving routes into the city. be designed to effectively accommodate all modes of transport. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 91

EXAMPLE OF DUNKETTLE INTERCHANGE UPGRADE

CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 93

This includes continuous bus lanes and Docklands Bridge Infrastructure North Docklands Road Infrastructure bus priority on all key public transport Cork City Council have proposed the It has been proposed to realign Horgan’s approaches to the City Centre, as well following infrastructure projects to connect Quay in the North Docklands area as increased bus lanes and priority the North and South Docklands area while to remove car traffic from the quays though the City Centre including the providing access to marine traffic: and open-up quayside frontage for adoption of bus priority measures on South Docklands Eastern Gateway development. The re-aligned road will St. Patrick’s Street. Bridge; better tie-in with the new link to the reoriented Kent Station on Alfred Street Water Street Bridge; and The route alignment of the proposed Light and a proposed bridge near Mill Road to Rail Transit (LRT) line will have a significant Mill Road Bridge. link directly to Kent Station. impact on traffic management proposals within the City Centre. It is envisaged that The Mill Road Bridge will be required to Tivoli Access the sections of the LRT alignment may provide direct public transport access to Improved access to cater for public also be shared with buses in some of the Kent Station. The Eastern Gateway Bridge transport, pedestrians, cyclists and constrained areas of the city, particularly will provide a key multi-modal access to general traffic is required to develop the Western Road, Washington Street, St. the South Docks which currently only has Tivoli Docks site as a new urban district, Patrick Street and MacCurtain Street. access from Victoria Road. following the relocation of Port of Cork to Ringaskiddy. Cork Docklands and Tivoli Docks Further analysis is required to refine the Bridge and Road Infrastructure actual bridge layouts and locations in A more detailed analysis as part of the Improved road and bridge connectivity to each case. LAP process will be required to determine Cork’s North, South and Tivoli Docks is South Docklands Road Infrastructure the appropriate level of transport required to support the development of The key roads within the South Docklands infrastructure required including a these areas. The road and bridge network area are Centre Park Road and Monahan’s potential eastern access. infrastructure will need to provide for Road. Both roads will need to be multi-modal priority and prioritise upgraded to accommodate increased movements for pedestrians, cycling and demand by public transport, walking public transport particularly in locations and cycling. closer to the city centre and Kent Station. Bus lanes are proposed for Monahan’s A more detailed analysis as part of the Road and segregated light rail transit is Local Area Plan (LAP) process is underway proposed on Centre Park Road. Discreet to determine the appropriate level and access points will be required from phasing of bridge infrastructure. Monahan’s Road. The number and form of these arrangements will be determined as part of the LAP process. 94 CORK METROPOLITAN AREA | TRANSPORT STRATEGY

Heavy Good Vehicles (HGVs) and freight represent a key economic driver, moving goods throughout the CMA and nationwide. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 95

14 FREIGHT, DELIVERY & SERVICING

To meet NPF 2040 projections for Requiring area-based construction, Heavy Good Vehicles The efficient movement Cork, construction of new homes, and delivery and servicing plans as Heavy Good Vehicles (HGVs) and of goods is vital to our offices, social infrastructure and part of new development with a view to freight represent a key economic driver, competitiveness and places of education will require more consolidating deliveries where practical; moving goods throughout the CMA movement of HGVs and lorries. Ireland Re-timing freight trips to out-of-hours and nationwide. Increased construction economic welfare. 65% is an export-led economy, and that wherever practicable; and activity will lead to an increase in the is reflected in increased demand for amount of construction materials for of our GDP is based on Ensuring that delivery, servicing and the development of improved access example. HGV movement can also have waste management trips are made as the export of goods and routes to the Port of Cork- particularly significant impacts on traffic operations, green and quiet as possible through in light of Brexit. noise, air pollution and the safety of other services whereas the EU- the use of zero or low emission vehicles road users, particularly within urban where appropriate. 25 average is 30%. Finally, at a city and metropolitan town environments. scale, there will be a greater level of Smarter Travel - A Sustainable Port of Cork Relocation Transport Future delivery and servicing activity and waste HGV management proposals include: management due to economic activity and The relocation of the Port of Cork’s Implementation of HGV restrictions changes in shopping habits. industries and container terminal from the within the boundary created by the City and Tivoli Docks area to Ringaskiddy N40 South Ring Road and proposed While presenting challenges in terms is a long-standing objective for the region. Northern Distributor Road; of increased trips, safety, congestion, The relocation of port-related activity HGV restrictions with Cork City Centre. air and noise pollution, the clustering of from the city quays will be the first step The manner of implementation, activities allied to an improvement in the in freeing up significant tracts of strategic enforcement, HGV access routes and strategic transport infrastructure offers brownfield development land to facilitate extent of scheme should be determined the possibility of innovative approaches the sustainable growth of Cork City along at a later stage between TII, the NTA, to mitigate impact of freight activity in suburban rail and light rail corridors. The stakeholders from the freight industry Cork. Over-arching objectives for the relocation of the Port of Cork, coupled and Cork City Council; and management of freight movement include: with the upgrade to the N28 to motorway Mobility management planning at key Re-directing the through movement of standard (M28) will reduce some localised freight locations such as the Port of freight from densely populated areas HGV impacts within the city and reinforce Cork to reduce the HGV impact on the and unsuitable local roads to the the transfer of strategic freight to the road network during peak periods. strategic road network; National Road Network. Examining the feasibility of consolidation As noted in the previous chapter, the R624 The restriction of HGVs from Cork City centres and break-bulk facilities outside (Cobh Road to Marino Point) and the Centre will improve the environment for of the national road network in the R630 (Midleton to Whitegate) will require active modes and will improve safety, while medium term, to facilitate smaller safeguarding in their function and form the regulation of delivery times can help vehicles delivering to the city centre; to facilitate potential future expansion of off-set local traffic congestion. the Port of cork’s activities in the Lower Harbour Area. 96 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

The implementation of designated ‘lorry Rail based freight movement is also a Examine the case for urban or micro- routes’ on the national road network at possibility in the future but would likely consolidation centres within Cork City designated times of the day will help mitigate necessitate a new link between the to reduce the number of last mile trips delays and conflict with other modes. relocated Port of Cork in Marino Point being made by motorised vehicles e.g. and the Cork Suburban Rail network. examining the case for cargo bikes Whilst road user charging on the strategic or small electric vans delivering to road network may be considered Delivery and Servicing restaurants and shops; appropriate to discourage short trips, local Require robust Delivery and Servicing Cork has a number of significant traffic, careful consideration should be plans as part of an overarching regeneration and employment areas that given to charging arrangements for HGVs. Mobility Plan through the development will lead to an increase in delivery and management process; Construction and Logistics servicing needs. Taking one example, the Cork Metropolitan Area has a deserved Examine the feasibility of out-of-hours Centres (CLCs) reputation as an international quality food delivery and servicing through the use The development of shared construction hub and its businesses and restaurants of low-noise vehicles and changes to and logistics centres (CLCs) is a recent receive a large number of deliveries across planning conditions where appropriate; trend in European cities projected to the day to distribute fresh produce. Minimise empty return trips by taking receive significant increases in population inspiration from innovative practices and construction activity in future years. Personal delivery and waste management such as the Utrecht Cargohopper and services will also exponentially increase Gothenburg’s Stadleveransen city CLCs are typically set-up near strategic as more people live in the CMA, creating delivery system; and development sites on sites adjacent to more congestion and air / noise pollution Support the placement of local ‘Click the strategic road network to minimise unless carefully managed. To off-set this, it and Collect’ facilities at rail stations, travelling distances for construction is intended to: new residential developments and materials. Developers are often required to Examine the feasibility of strategic Park and Ride facilities, to reduce the sign up to shared CLC centres as part of consolidation centres and break-bulk amount of individual personal deliveries the development management process. facilities in proximity to the national to workplaces and homes where the Trips to and from construction sites are road network in the medium term to recipient is often absent. minimised as HGVs with less than 80% facilitate smaller, lower emission vehicles occupancy will be held until fully occupied delivering to the city centre; and trips to construction sites can only take place through the use of a booking system. The levels of development assigned to designated areas across the CMA would appear to justify the need for a number of construction and logistics centres.

The River Lee has long facilitated the movement and storage of freight and construction materials and offers an obvious opportunity to reduce the need and length for motorised trips on the road network. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 97

CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 99

15 SUPPORTING MEASURES

Role of Supporting Measures Local Transport Plans (LTPs) A quality built environment and street A number of sustainable within CMATS Both local authorities should seek to network (sometimes referred to as ‘Healthy Streets’) typically encompasses a wide transport projects will be A key principle for CMATS is to reduce translate the overarching outcomes and range of indicators including traffic calmed dependency on the private car within the objectives through the use of area specific delivered over the period pedestrian and cycle environments, that CMA while increasing the attractiveness Local Transport (Implementation) Plans includes safe street crossings, greenery, to 2027, to provide of sustainable transport options. Another - sometimes referred to as Sustainable places of interest, accessibility to public additional sustainable fundamental principle of the Strategy Urban Mobility Plans (SUMPs) at city or transport, activity, a low noise and low is to support the future growth of the Metropolitan town centre level. travel options to polluted environment, and provision of CMA through the provision of an efficient essential services and recreational facilities. complement increased transport network. Supporting measures These Plans should set ambitious and have an important role to play in providing realistic targets to prioritise active and capacity and faster Additional mobility / age friendly urban a future transport network that matches up sustainable transport mode shares that higher quality public design features usually includes tactile to these principles. The full benefits of the reduce local private motor trips over paving, priority over local junctions, transport in the cities. significant investment that will be delivered the short, medium and long term. Cork dropped kerbs, street and park furniture under CMATS cannot be achieved County Council are currently progressing such as rest benches, legible pedestrian National Development Plan, 2018-2027 through the provision of infrastructure a LTIP at Little Island and envisage future signage and well-lit walking areas. alone and must be combined with the LTPs for Carrigaline, Ringaskiddy, Midleton Further security measures can be very implementation of measures that support and other urban settlements. effectively achieved through good urban best use of that infrastructure. design principles such as ground floor Built Environment Measures uses and mixed use environments The Strategy’s supporting measures will providing activity and passive surveillance. be essential to the creation of physical, Urban Design and Place-making social and cultural environments where There is been a change in emphasis in Pedestrian and Cycle Wayfinding walking, cycling and public transport are recent years to re-examine the role of our Wayfinding, or legibility, relates to how attractive, practical and logical alternatives streets as places in their own right that people can find their way around an to the private car. It will take a wide range support a wider range of functions than area. For pedestrians and cyclists this of supportive initiatives to: simply to facilitate the through movement of traffic. Quality urban design is critical is of particular importance as they are Create communities that support to a sense of place and prioritises local more likely to move through an area if the sustainable transport; walking, cycling and public transport for route is clear, logical and easy to follow. Improve public awareness and educate users of all abilities. Apart from street There are several wayfinding techniques users on available options to help them design, significant improvements to including architectural clues, surface make the best choices; the quality of design and layout of new treatments, lighting, sight lines, and where Prioritise sustainable transportation development through the development appropriate, signage. The Design Manual options; and management process will be required for Roads and Streets (DMURS) provides to support the physical infrastructure guidance on wayfinding and is expected to Improve end to end trip facilities improvements outlined in this Strategy. be revised in the short term. and integration. 100 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Quality wayfinding techniques should be UCC’s Commuter Plan as part of its important role in delivering the behavioural employed alongside the delivery of the Green Camus initiative; change that is required to achieve the full improved walking and cycling networks. Transport and Mobility Forum’s ‘Mix benefits of CMATS. As outlined in the Walking section, the Your Mode’ supported through the EU’s implementation of a quality wayfinding BATTERI programme; and Smarter Travel Campus techniques should not contribute to Smarter Travel Campus is a behavioural A number of workplaces including street clutter. The replacement of the change programme encompassing Cork City Council and businesses in existing finger post signage employed actions to encourage and support third the bio-pharma cluster at Ringaskiddy in Cork should be replaced by a smart, level students and staff to walk, cycle, are members of the NTA’s Smarter consistent wayfinding system along the take public transport or carshare on the Workplace Programme. lines of the Legible London system to commute to campus. benefit locals and visitors alike. Smarter Travel Campus is a hands-on The Strategy supports the extension of the programme managed by the NTA working above programmes to cover more places with Third Level Institutions to implement Behavioural Change Programmes of education, shopping centres, hospitals, campus travel plans. For example, UCC A primary focus of this Strategy is to and residential travel programmes as new is an active Smarter Travel Campus facilitate a move to more sustainable housing development comes forward. Partner Campus for a number of years forms of travel by advocating for much Provision of dedicated cycling (and and engage in initiatives during the year to better integration of land use and transport walking) officers as the case in Dublin promote smarter travel. and set out the physical infrastructure to City Council should be considered for enable the region to do so. However, this both local authorities in tandem with The Smarter Travel Campus programme will need to be supported at local level improvements to the pedestrian and can act as a supporting measure for through behavioural change initiatives cyclist network. (sometimes referred to as ‘soft measures’). CMATS by providing the opportunity to communicate the implementation of Workplace Travel Plans CMATS and to promote the benefits of Typically, effective behavioural change Workplace Travel Plans, also known as the Strategy directly with the CMA’s third programmes comprise of a highly Mobility Management Plans, comprise level population, particularly including personalised approach aimed at engaging a package of measures to promote / those attending and working in the large a group of people, making them think support sustainable travel patterns. The third level institutions, UCC, CIT, St. about their travel choices, providing them Smarter Travel Workplaces Programme, John’s Central College and the College of with full information, and encouraging managed by the NTA, engages with larger Commerce. and incentivising the use of alternatives. employers in the CMA in the development The over-arching aim is to encourage and implementation of Workplace Walking and Cycling Officer people out of their private cars onto public Travel Plans. The Cork City and County London and Manchester have recently transport and/or promoting the use of Development Plans include for Travel Plan appointed Walking and Cycling active modes where feasible to do so. requirements for new developments. Commissioners to act as a conduit between local authorities and key There are a number of existing behavioural Workplace travel planning provides stakeholder groups. At a minimum, the change initiatives across the CMA the opportunity to communicate the appointment of a dedicated walking and supported by the NTA and other sources. implementation of CMATS and to promote cycling officer (similar to that of Dublin These include the following: the benefits of the Strategy directly with City Council) should be considered to a large number of commuters. The Green Schools Travel; coordinate promotional events between continuation and expansion of workplace Workplace Travel programmes/ Mobility relevant stakeholder groups and to raise travel planning in the CMA will play an Management Plans; the profile of both modes. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 101

School Travel Strategy The availability of free Improving the quality and extent of school private parking at key travel planning across the CMA is of critical importance to the achievement of modal destinations has a shift, the improvement of public health and significant impact on the reducing the impact of car-based journeys relative attractiveness of the to school / linked trips to school and work. private car versus sustainable In simple terms, far too many children are driven relatively short distances to school. transport options. Associated negative impacts relating to this include the loss of opportunities to incorporate an element of active travel into Review and targeted improvements to As outlined in Chapter 6 (Walking), there the journey to school, congestion and other walking and cycling conditions in the are a number of best practice examples in public health and safety concerns relating vicinity of existing schools; the field of school travel planning, including to the vehicular impact of school drop-off Identification of drop off areas for Edinburgh’s ‘School Streets’ programme and collection. Recent school building parents and school buses within walking and Hackney Council’s ‘Safer Routes to programmes have resulted in many new distance of the school to facilitate Park School’ where lessons can be applied schools being built on greenfield sites at the and Stride campaigns or ‘Walking in Cork. edge of new development areas, remote Buses’; from existing residential catchments, with Green Schools Programme Review of school opening and closing a resultant high level of dependence on Travel Module times including consideration of car-based accessibility. In many cases, Travel is the fourth theme of the Green- staggered times in areas where there is attempts to incorporate active travel from Schools programme under which schools a concentration of schools; the outset are undermined by a lack of prepare action plans to promote and adequate design provision for walking and Review of bus routes, services and increase the number of students walking, cycling on the surrounding road network, times to serve schools with high car cycling, scooting, using public transport or access arrangement and internal school mode shares; carpooling on the way to school. The NTA campus layout. Implementation of vehicle-restricted works with An Taisce to oversee a school areas in the immediate vicinity of travel module as part of the Green Schools There are a number of land use planning schools; programme. The NTA has published a and transport planning considerations Implementation of ‘No idling’ areas in Toolkit for School Travel that presents a relevant to the provision of new schools and the immediate vicinity of schools to set of measures for use by schools to the retrospective provision of walking and reduce emissions created by stationary promote ways of reducing car use on the cycling infrastructure within the catchment of vehicles with engines running; and trip to and from school. existing schools: A significant uplift in cycle parking There is potential to extend the Green The appropriate siting of schools. New provision in primary and secondary Schools Programme to all schools in schools must be better integrated into schools. existing or planned new development the CMA providing the opportunity to communicate the implementation of areas so as to optimise walking and CMATS recommends the further CMATS and to promote the benefits of the cycling catchments; investigation of this topic through a Strategy directly with the school population. Mandatory Travel Surveys and Travel Plans comprehensive Cork Metropolitan Area for each school in the CMA; School Travel Strategy. 102 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Real Time Passenger Urban design that creates a Information Systems visually appealing urban Real Time Passenger Information (RTPI) environment is often very provides accurate information on actual conducive to encouraging departure and arrival times, enabling passengers to more efficiently plan their walking, cycling and public trips and the public transport operator to transport. maintain or improve performance. The NTA is currently providing a RTPI service for bus passengers in Cork City. RTPI signs are located where they will provide information to the greatest number of bus passengers and to include as many main routes as possible. All Bus Éireann stops are included on the website, smartphone Apps and SMS phone services. Embracing Technology for Transport services can typically be paid on Electronic RTPI boards providing Sustainable Transport a subscription basis or on a Pay-As-You-Go countdown information for public Technological advancements offer an basis like the Leap card or London’s Oyster transport services in the immediate opportunity to respond to some of the card. The Leap card in Dublin for example, vicinity of large employers and third level issues outlined in the Strategy and will supports the use of Luas, bus, DART and in educational campuses at a minimum, become more prevalent over the lifetime more recent times, the Dublin Bike Sharing should be increased significantly as part of the Strategy. Virtual parking and Scheme and the GoCar car club scheme. of Travel Plan implementation. advanced booking of loading bays can MaaS will also be a useful tool in land use assist companies make deliveries on time, planning to support car free or low car Marketing / Information Campaigns reducing congestion and conflict. developments near public transport hubs Information provision and appropriate Autonomous vehicles, or driverless cars, and provide access to a car without owning marketing are important factors that could potentially provide an opportunity one when needed. can encourage people to use to improve safety, with cars programmed sustainable modes. In delivering to obey traffic regulations and speed limits Smarter Mobility sustainable transport improvements and geofencing preventing them from The application of Intelligent Transport consideration should be given to entering certain spaces. Driverless cars Systems (ITS) to the transport network branding, marketing, advertising and could potentially free up kerbside space as will increase the efficiency of its operation. using smart, creative, cost-efficient the requirement for on-street residential and ITS represents the evolution of traffic campaigns targeted at increasing long-stay parking is no longer required. management from a static unresponsive and maintaining sustainable transport activity to a dynamic responsive activity demand. Information campaigns should Mobility as a Service that can adapt to the ever-changing traffic be an integral part of CMATS delivery. Mobility as a Service (MaaS) is a concept conditions as they are presented in real time. This could include for example, branding to usually applied as an alternative to This is facilitated through the rapid collation buses with key destinations on the route owning a private car to support urban and analysis of performance data which depicted on the side, front-loading public living. The concept typically involves the allows for swift informed decision making. transport and walking and cycling use of technology to support a mobility information on visitor information packs system encompassing public transport, ahead of directions for destinations by car. cycle hire, car clubs and taxis. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 103

Smart Mobility measures could include: Furthermore, a third of round-trip car club This technology can be investigated further Expanding the Urban Traffic Control; members reported that they would have in Ireland to minimise conflict for competing bought a private car had they not joined a demands for limited road space and to Application of Variable Speed Limits; car club meaning a deferred purchase of a reduce search traffic and local congestion. Installation of a Bus Priority System; further 22 cars per car club vehicle. Use of dynamic parking systems; and Autonomous Vehicles Smart delivery and servicing systems - Vehicles operated by car clubs also tend Autonomous Vehicles (AVs), or driverless including pre-booking of delivery bays. to be greener than private cars as vehicles cars, may potentially provide an opportunity are updated more frequently. Recent to improve safety, with cars programmed Car Clubs developments in the car club market in to obey traffic regulations and speed limits Car clubs are a growing area in Ireland Europe, including the availability of point- and geofencing preventing them from with the long-established GoCar that to-point electric car clubs (such as the entering certain spaces. Driverless cars could operates nationwide, recently being joined Autolib in Paris) and one-way or ‘floating’ potentially free up kerbside space as the by the YUKO car club in Dublin. Car clubs car clubs such as the DriveNow and Zipcar demand for on-street residential and long- can be an important tool in facilitating Flex, mean that these options are likely to stay parking is no longer needed. However, car-free or low-car development in urban become more prominent in Ireland in the the likely benefits or dis-benefits of AVs on areas, providing access to a car for short to medium term and can play a role in active travel, public transport and safety are residents without the on-going expense of facilitating lower private car ownership. yet to be determined. owning one. Dynamic Parking Systems or Virtual Though outside of the scope of this Strategy, There is credible evidence to suggest that Loading Bay Systems both the NTA and local authorities will need the increased availability of car clubs leads To support a more efficient use of kerbside to assess, legislate and monitor benefits to a reduction of private car ownership. space, urban areas in Europe have presented by the advent of shared use A recent survey undertaken in London begun trialling smart technology including Autonomous Vehicles likely to present (Carplus, 2016) suggests that 10.5 private dynamic on-street parking models and themselves in the first half of the Strategy cars are removed from London’s roads virtual loading bays, recouping costs by timeframe. This assessment will need to for each car club vehicle, due to the users charging for vehicles to use this service. measure their relevance against over-arching disposing of their own private cars. objectives to promote more active travel, promote equitable transport and to reduce congestion, pollution and street clutter. 104 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 105

16 IMPLEMENTATION

Costs and Funding In the event of population and employment Medium Term: The success of the The overall cost of the Strategy is growth earlier than anticipated than specific Increase the number of commuter services National Planning approximately €3.55 billion (2018 prices), forms of public transport infrastructure will to 3 trains per hour between both Midleton Framework depends on and its delivery will be subject to the need to be brought forward as required and Cobh, and Kent Station, subject to availability of funding. It is acknowledged for example, the light rail transit (LRT) sufficient demand/usage. or provision of specific Park and Ride its policy reflection and that each of the major elements of CMATS Increase the number of through running will require to be appraised individually on facilities. The scalability of the public programme delivery transport infrastructure means that planned services to Mallow to align with increase in its own merits, in terms of feasibility, design, suburban rail services. at national, regional and planning, approval and funding. Business frequencies can also be revised upwards An additional platform at Kent Station will be local level. cases will be required for each of the major to meet growing demand. Examples of required on the outer shunt line to facilitate infrastructure proposals included in the this include: increased through running services, without National Planning Framework 2040 Strategy, in line with the requirements of the Light Rail frequency moving from a impacting on the operation of the Inter-City Public Spending Code and the Common planned 5-minute headway to 2 minutes; services. Appraisal Framework. Cork Suburban rail running every 5 minutes; Signalling improvements are likely to be Phased Implementation required at Glounthaune Junction and at Increase in the frequency of Bus Kent Station. A phased implementation plan has been Connects services; and Develop new stations in tandem with land developed that incrementally builds the Provision of high quality pedestrian transport infrastructure, services and use, and provide passing loops and platform and cycling infrastructure in advance of improvements as required. investment over time to align with the Docklands development. continued growth of the CMA. The Long Term: implementation plan has disaggregated the strategy implementation timeframe into: Suburban Rail Further increase the number of commuter services up to 6 trains per hour between both Short Term: 1-5 years; Short Term: Midleton and Cobh, and Kent Station. Medium Term: 5-10 years; and Provide through running of suburban rail services through Kent Station between Increase the number of through running Long Term: 10-20 years. East Cork and Mallow. services to Mallow up to 6 trains per hour to align with increase in suburban rail services. CMATS however is intended to be scalable, Include Mallow within Leap Card discount In order to meet this service increase, a flexible and future-proofed enough to meet range to promote commuting trips by rail. double track between Glounthaune and changes in population and employment Develop new stations in tandem with Midleton is required. In the long term the growth. Any changes in the proposed land use, and provide passing loops and completion of all stations and associated land use distribution however, must be platform improvements as required. infrastructure such as passing loops, consistent with the principle of Public Undertake Review of Suburban Rail platform improvements, etc. is required. Transit Oriented Development (PTOD) Network to determine level of upgrades Long term consideration for the electrification CMATS is a live document, subject to and new stations required. periodic review. of commuter rail lines between Mallow, Cobh and Midleton. 106 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

Light Rail Short Term: Cycling Network Short Term: Further develop, design and implement Short to Medium Term: BusConnects network for Cork based on The identification and protection of Development and completion of CMATS network. an alignment for the light rail scheme, the primary and inter-city cycle allowing development consolidation network, including the flagship ‘Lee Prioritisation of the following bus network along the corridor. to Sea Greenway’ from Ballincollig to corridors in the short term: Design, planning and implementation of Crosshaven. East-West interim bus corridor following interim high frequency bus service route Align implementation of the cycling Light Rail corridor alignment; and bus corridor priority measures along network with the implementation of the alignment of Light Rail is required to Douglas Road and South Douglas BusConnects network. Road Corridor; serve the East-West Corridor Demand in Feeder network and permeability review the Short to Medium Term. N20 Mallow Road Corridor; to be undertaken and implemented. Provision of walking, cycling, public Summerhill North / Ballyhooly Road Further cycle network implementation transport bridge near Mill Road to link Corridor; aligned with new development Cork South Docks and Kent Station to Hollyhill (Apple Campus) to City opportunities and traffic calming. support development. Centre; and Dunkettle to City Centre Long Term: Medium to Long Term: Completion of secondary and Greenway Design, planning and implementation of Medium Term: cycle network. the Light Rail Transit along the East- Completion of Cork based BusConnects West Corridor. network, including bus radial, cross- Walking Network There is potential for the phased city and orbital bus services, priority Short to Medium Term: implementation of the Light Rail system measures and supporting measures. with Kent Station, Pairc Úi Chaoimh, Completion of the Cork Walking Strategy recommendations. and Cork Institute of Technology as Long Term: potential phased termination points. Align implementation of improvements On-going operation and optimisation to the walking network with the The phased increase of service of the bus network routes and implementation of the BusConnects frequency and capacity can also be priority measures. delivered, depending on the level of land network. use development and intensification, Ongoing maintenance and renewal of and associated light rail costs. footpaths, urban realm improvements Bus Network and walking network provision. A CMA-wide programme of LRT improvement of walking access to public transport.

Long Term: Ongoing maintenance and renewal of Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí footpaths, urban realm and walking network provision. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 107

Parking Medium Term: Funding and Operational Costs Short term Completion of the M28 Cork – Aside from capital investment the Design, Planning and Land acquisition Ringaskiddy Motorway to provide implementation of the Strategy will for all strategic Park and Rides; improved access to Port of Cork and incur and on-going operational costs. A industry in Ringaskiddy; significant proportion of capital investment Prioritise Park and Ride at Dunkettle; Ongoing review, monitoring and will require Exchequer funding from Central Implement residential parking zones implementation of National Road Government, however other sources of across city and metro towns; and network demand management supplementary funding will be required. Development of Mobility Hubs in measures. Provision of bridge access regeneration areas. for walking, cycling, public transport and These are likely to include but not be traffic access to Cork South Docklands limited to; Medium Term to support development. Ongoing Loans from the European Investment Delivery of all BusConnects Park and development of the regional road Bank (EIB) to fund feasibility and start-up Ride Facilities; and network to provide sustainable access costs for public transport; Implement parking zones in new to development lands; Development contributions for strategic residential areas. Completion of Northern Distributor Road; public transport infrastructure based on Completion of Southern Distributor floorspace; Long term Road; Site-specific development contributions- Delivery of all remaining Park and Ongoing review, monitoring and for example for footpath widening, real Ride sites. implementation of National Road time information boards or extension to network demand management the Cycle Hire Scheme; and Road Network measures; and Future levies imposed for congestion, Short Term: Ongoing development of the regional safety or air quality reasons- e.g. Completion of the Dunkettle Interchange road network to provide sustainable workplace parking levies, road user Upgrade to remove significant bottleneck access to development lands. charging, parking zones, or parking on strategic network; levies on out-of-town shopping centres. Long Term: Completion of the Cork City Centre Movement Strategy (CCMS), with a view Provision of Cork North Ring Road to further developing the public transport (CNRR); priority measures outlined within CMATS; Ongoing review, monitoring and Ongoing development of the regional road implementation of National Road network to provide sustainable access to network demand management development lands; measures; and Appraisal and development of both Ongoing development of the regional Northern and Southern Distributor road network to provide sustainable Roads; and access to development lands. Appraisal of Northern Ring Road (NRR) as part of N/M20 Cork-Limerick Road. 108 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

SHORT TERM MEDIUM TERM LONG TERM A phased implementation Timeframe 2026 2031 2040 plan has been developed Cork Suburban Rail Network Through Running at Kent Station that incrementally builds Increase service frequency to 3tph from Midleton and Cobh the transport infrastructure, Kent Station Platform Improvements services and investment Bypass loops at new stations on line north of Kent Station Mallow platform improvements over time to align with the Cobh platform improvements continued growth of the CMA. New Rail Stations (as required by land use development) Dual Track to Midleton Increase service frequency to 6tph from Midleton and Cobh Electification Purchase of Rolling Stock Light Rail Route Alignement Reservationand Interim Bus route Interim Bus Service O&M Planning and Design of LRT Construction and Implementation of LRT Bus Bus Network Implementation Park & Ride New Park & Ride Sites Cycling Primary Network Secondary Network Feeder Network Inter Urban Greenways Walking Footpaths and Walking Provision Road Network North & Southern Distributor Roads Appraisal Delivery of both NDR & SDR Apprasial of Northern Ring Road (NRR) Delivery of NRR Dunkettle Interchange M28 Cork to Ringaskiddy Motorway M20 Cork to Limerick Delivery of Cork Distributor Roads N27 N40 Demand Management Docklands and Tivoli Road Network and Bridges Regional Roads Operation and Maintanance Parking Management Integration & ITS CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 109 STRATEGY OUTCOMES

FUTURE GROWTH DAILY DEMAND FOR TRAVEL AM PEAK MODE SHARE 2011 - 2040

1.2m

290k 476k 2011 2011 2011 2011 population population 800k 830k 1.3m 66% 21% 10% 1% 2040 2011 2040 49.3% 2040 21% 2040 25.7% 2040 4% 2040 2011 600k

400k

BRT 200k Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí 0 2011 2040

ACCESSIBILITY AND SOCIAL INCLUSION Suburban Rail Catchment Light Rail Catchment Social Inclusion: 19% 30% 32% 60% up to 10.9% of population of jobs of population of jobs increase in PT mode share for disadvantaged and very disadvantaged areas

BRT

SAFETY & ENVIRONMENTAL ECONOMY & COST ESTIMATE Over a 30 year strategy period Present Value of Costs: €2.3bn Present Value of Bene ts: €5.7bn Reduction in Reduction in Reduction in fatal serious slight Net Present Value: €3.7bn casualties casualties Total Strategy 15 casualties 68 1,700 Bene t to Cost Ratio: 2.48 Cost Estimate €3.5bn

Environmental: 46,000 tonnes pa reduction in vehicular emissions STRATEGY OUTCOMES CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 111

FUTURE GROWTH DAILY DEMAND FOR TRAVEL AM PEAK MODE SHARE 2011 - 2040 1.2m 17 STRATEGY OUTCOMES 1m

290k 476k 2011 2011 2011 2011 population population 800k 830k 1.3m 66% 21% 10% 1% 2040 2011 2040 49.3% 2040 21% 2040 25.7% 2040 4% 2040 2011 600k The Cork Metropolitan Area Transport Consistency with the National The development of lands, including 400k This Strategy will deliver Strategy 2040 (CMATS) will result in Planning Framework 2040 brownfield sites in central and other several positive social, economic and CMATS complements the three key accessible locations within the CMA’s BRT 200k an accessible, integrated Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí environmental outcomes. At a national National Policy Objectives for structuring urban areas will be optimised for housing 0 transport network that level, CMATS complements and supports growth in Ireland: and employment to meet planned 2011 2040 enables the sustainable the implementation of the National growth targets. growth of the Cork Planning Framework. At a metropolitan NPO 1 Growing Our regions; area level, CMATS addresses the transport NPO 2 Building Stronger Regions: On this basis, under the land use ACCESSIBILITY AND SOCIAL INCLUSION Metropolitan Area as a and land use challenges set out in Chapter Accessible Centres of Scale; and assumptions of CMATS, approximately 3 as well as adhering to the six guiding one third of the CMA’s expected population dynamic, connected, NPO 3 Compact, Smart, Suburban Rail Catchment Light Rail Catchment Social Inclusion: principles set out in the Introduction to growth and 60% of employment growth Sustainable Growth. and internationally this report. would be located within the local up to 10.9% 19% 30% 32% 60% competitive European catchment of CMATS proposed light rail of population of jobs of population of jobs increase in PT mode share This will be achieved, primarily through The challenge of implementation will now corridor, whilst also including the two for disadvantaged and very city region as envisaged the integration of Land Use and Transport disadvantaged areas be addressed by the Cork City Council largest 3rd level campuses, UCC and CIT, planning and investment underpinning by the National Planning and Cork County Council, working in as well as the College of Commerce and the CMATS, against the assumed scale conjunction with the National Transport St John’s College. Framework 2040. and distribution of growth in the Cork Authority, Transport Infrastructure Ireland Metropolitan Area (CMA) up to the year National Planning Framework 2040 and other key stakeholders, to deliver on Almost one fifth (19%) of CMA’s 2040. Under the provisions of the NPF BRT the necessary land use consolidation, expected population growth and 30% of and its associated Regional Spatial securing capital investment under the employment growth would be located and Economic Strategy (RSES) for the National Development Plan, and the within the local catchment of the CMATS Southern Region and Cork Metropolitan implementation of CMATS’ transport suburban rail network, with associated Area Strategic Plan (MASP), Cork is infrastructure, supporting measures and growth consolidation envisaged at a intended to become a city region of scale SAFETY & ENVIRONMENTAL ECONOMY & COST ESTIMATE demand management measures, to enable number of existing urban centres and and the key driver for economic activity the full benefits of CMATS to be achieved. future development areas on the network, in the Southern Region. Population and Over a 30 year strategy period Present Value of Costs: €2.3bn including Midleton, Cobh, Blarney/ Present Value of Bene ts: €5.7bn employment growth will be directed to Reduction in Reduction in Reduction in National and Regional Level Stoneview, Monard, Blackpool, the Kent Net Present Value: €3.7bn locations that are accessible to high quality fatal serious slight Total Strategy Outcomes Station area, Tivoli and Carrigtwohill. 15 casualties 68 casualties 1,700 casualties Bene t to Cost Ratio: 2.48 public transport and accessible at the local Cost Estimate CMATS will complement and deliver level through the provision of a high quality CMATS’ bus offer would be delivered upon the strategic direction given by walking and cycling environment. €3.5bn in the form of a significantly enhanced Government policy as it relates to national network or BusConnects, comprising a spatial planning, as presented in the It is therefore intended that the CMA comprehensive network of high frequency Environmental: National Planning Framework (NPF) and will benefit from a greater level of urban bus services with dedicated bus priority capital investment priorities as presented consolidation, coupled with a step-change measures, providing radial and orbital 46,000 in the National Development Plan (NDP). in the potential for, provision and use of tonnes pa reduction in services connecting key residential, vehicular emissions sustainable modes of transport. 112 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

employment, educational, retail, health improving inter-regional connectivity and Addressing the Transport and leisure locations, whilst also providing accessibility at a national level, to key Challenges of the CMA for high levels of connectivity between bus international gateways of high economic Chapter 3 of the CMATS identified a services and inter-connectivity with rail and importance, including air and sea ports. number of key transport challenges, light rail services. CMATS and the complementary land arising largely as a legacy of historic land use policies underpinning it, will seek to use policies and development patterns Consistency with the NDP 2018-2027 support the Guideline’s objectives through that resulted, by default, in a high level of In regards to the promotion of sustainable a package of traffic management and car dependency. mobility, the need to prepare transport demand management measures, and the strategies to guide investment plans is provision of viable alternative options for The conclusion drawn was that unless articulated in the NDP, with a particular local, non-strategic trip making. the legacy of these historic pattern was emphasis on public transport, walking, addressed, the CMA would continue to cycling and park & ride. The NDP also The implementation of CMATS will be experience high levels of car-dependency, places an emphasis on provision for guided by the over-arching principles with a resultant negative impact on improved regional accessibility between and road layout geometries envisaged by congestion and its associated economic, urban centres, through investment in the the Design Manual for Urban Roads and social and environmental cost. The national road and rail network and the Streets, whereby the needs of pedestrians, attractiveness of the CMA as a region to protection of existing assets. cyclists and public transport users will be live, work, visit, play and invest in, would, prioritised, as appropriate, over that of the as a result be negatively impacted by the CMATS and its implementation, private car. continuation of these patterns and their complements and supports these associated land use policies. priorities of the NDP. In the CMATS’ Appropriate maximum car parking translation of these priorities into the standards and criteria for their application CMATS also recognises the opportunities key project investment principles and will be devised as part of a package of afforded to the CMA, arising from high associated measures, the implementation complementary measures, for a range level spatial planning objectives and of the CMATS will produce a benefit cost of land uses, including residential, as associated population growth projections ratio of approximately 2.5:1 – a highly recommended in the recently published outlined in the NPF 2040 and proposed significant return on a proposed 3.5 billion Section 28 Sustainable Urban Housing capital investment in the NDP 2018-2027, investments in the metropolitan area and Guidelines. to consolidate future projected growth in the wider regional and national economy. the CMA within established urban centres CMATS and its implementation, in and around high quality, high capacity Supports other Government conjunction with complementary land use public transport corridors. Guidelines policies, will mitigate the need for car use In accordance with the Government’s and car ownership through the provision These opportunities are given further Strategic Planning and National Roads of viable alternative options and through credence by the complementary support guidelines, investment in the CMAs a reduction in the need to travel, in current government policies and National Road network will seek to cater supported by investment in walking, guidelines including Smarter Travel and primarily for strategic movement of goods cycling and public transport and a range the new Sustainable Urban Housing and people, enhancing connectivity of transport demand management Guidelines, which support car restraint in between regional centres of scale, measures, consistent with the Smarter areas served, or planned to be served, by Travel targets for urban areas. public transport. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 113 114 CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY

These policies are supported to a Implementation of CMATS will result Committed National Development Plan substantial extent within the CMA by the in a step-change in public transport 2018-2027 projects such as the M28 Cork statutory development plans and local provision and builds upon existing walking to Ringaskiddy and Dunkettle Interchange area plans, which support the provision of and cycling strategies adopted in the will be realised over the first period of the new housing and employment on existing Metropolitan Area. The need for private Strategy. CMATS also proposes the inclusion accessible brownfield lands and greenfield car ownership (and dependency) will be of a new Cork North Distributor Road (CNDR) lands within the local catchment of existing reduced through the adoption of demand and an upgraded N40 to support strategic or planned stations on the Cork Suburban management and supporting measures and freight traffic. Rail network. including car clubs and Mobility as a Service (MaaS). The Strategy proposes to protect the CMATS therefore takes cognisance of alignment of a future Cork North Ring Road the challenges and opportunities outlined Principle 3 – To provide a high level and the strategic function of roads such as above, and identifies six guiding principles of public transport connectivity to key the Midleton to Whitegate and the R624 to used to address these issues. These are destinations within high demand corridors. support potential increase in freight traffic to identified in the sections below. Marino Point. The implementation of the east-west Guiding Principles light rail system will cover approximately Principle 5 – To enhance the public realm CMATS was formulated to be consistent a third of the projected CMA population through traffic management and transport with six identified guiding principles. The and around 60% of its future jobs. It will interventions. CMATS endorses and builds principles and their consistency with the also encompass the catchment area of upon the Cork City Centre Movement Strategy Outcomes are summarised in the high trip attractors and generators of all Strategy that seeks to managed and restrict following paragraphs. key research and third level institutions through traffic in the city centre. Further public between Ballincollig and Mahon including realm improvements to the city centre, its Principle 1 – To support the future growth the proposed Science and Technology Park suburban areas, Metropolitan town centres, of the CMA through the provision of an at Curraheen, UCC, CIT/Nimbus, College of Urban Expansion Areas and connections to efficient transport network. Commerce and St. John’s College. public transport stops will be realised through the adoption of the Design Manual for Urban Implementation of CMATS will result in The enhancement of the Cork Suburban Roads and Streets principles. improvements to the road, suburban rail, Rail corridor will serve existing and light rail, pedestrian and cycle network. future growth areas identified in the core Principle 6 – To increase public transport These improvements are targeted in strategies of both Cork City Council and capacity and frequencies where needed parts of the Metropolitan Area that are Cork County Council. BusConnects will to achieve the strategy outcomes. planned for future housing, employment provide radial and orbital connectivity and educational growth. The efficiency between the city centre, its suburban Implementation of CMATS will result in a of the existing and future strategic road areas and key destinations including significantly upgraded transport network and network will be protected through the CUH and centres of education. capacity to realise future housing, population minimisation of local traffic and restriction and educational growth projections. The of local access routes to the National Principle 4 – To identify and protect key Strategy directs sustainable transport Road Network. strategic routes for the movement of infrastructure to where it is most needed, to freight and services including the provision complement land use projections outlined in Principle 2 – To prioritise sustainable of a high level of freight access to the Port the National Planning Framework and future transport and reduce car dependency of Cork. growth scenarios outlined by the relevant within the CMA. Core Strategies of both Local Authorities.

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List of Acronyms

AA Appropriate Assessment HGV Heavy Goods Vehicle AV Automated Vehicle ITS Intelligent Transport System BSS Bicycle Sharing Scheme MaaS Mobility as a Service CASP Cork Area Strategic Plan MASP Metropolitan Area Strategic Plan CCMS City Centre Movement Strategy NPO National Policy Objective CIT Cork Institute of Technology NSO National Strategic Outcome CLC Construction Logistics Centre NTA National Transport Authority CMA Cork Metropolitan Area PAG Project Appraisal Guidelines CMATS Cork Metropolitan Area Transport Strategy (the Strategy) PT Public Transport CNDR Cork Northern Distributor Road PTOD Public Transport Oriented Development CNRR Cork North Ring Road RSES Regional Spatial and Economic Strategy CSIP Cork Science and Innovation Park RTPI Real Time Passenger Information CSO Central Statistics Office SEA Strategic Environmental Assessment CUH Cork University Hospital SFILT Strategic Framework for Investment in Landside Transport DMURS Design Manual for Urban Roads and Streets SWRM South West Regional Model DTTaS Department for Transport, Tourism and Sport TII Transport Infrastructure Ireland EU European Union UCC University College Cork EV Electric Vehicle UEA Urban Expansion Area EVCP Electric Vehicle Chargign Poin