TRAFFIC transpo & ort Connectivity

Site Accessibility grade-separated free- of the Site; and Greenhills The Development Framework area flow arrangement, which has Road, which provides a is of strategic importance included full grade-separation connection from the south of and can be accessed by a range of the . the Site towards Cookstown and of travel modes, including A three dimensional to the south. sustainable modes, at present. visualisation, looking west, For vehicular traffic, the area of the now completed free-flow Public Transport Networks is served by the arrangement at Red Cow is shown which provides an orbital below. There are a number of bus route around city. It services that serve the is also served in an east-west The N7 provides a strategic Masterplan Site, the majority direction by the N7 Road link between the M50 motorway of which run east-west along (to / from the west) and the and Greater Dublin area; and the Naas Road. These include R110 Naas Road and Long Mile the west and south-west of , Bus Éireann and a Road (to / from the east). . It is a National number of private companies In addition, to the east of Primary Road and is constructed serving . the Site, the R112 Kylemore to dual carriageway standard in Road / Avenue / the vicinity of the area. Luas St Peter’s Road provides a It is noted that there are The Red Line runs between north-south orbital link; and proposals to upgrade the The Point, Dublin Docklands, to the west of the Site, the existing at-grade signalised in Dublin R113 Fonthill Road / Belgard crossroads at Newlands Cross, City Centre, via Abbey Street Road also provides a north- to the west, with a grade- and Jervis (a short walking south orbital link; providing separated solution. This will distance from O’Connell Street) strategic local connections to allow east-west traffic on the and Heuston Station to the Clonburris and Liffey Valley N7 Naas Road to travel through east; and to Tallaght via to the north, and Belgard, the junction uninterrupted. Belgard and Cookstown to the Cookstown and Tallaght to the Traffic flow on the R113 Fonthill west. The Red Cow Luas stop is south. Road / Belgard Road travelling within the Framework perimeter. In addition to the Red Cow north-south will be interrupted There are currently at motorway junction (Junction 9), by traffic signals and a four to five minute intervals the Site is also served by the crossroads arrangement beneath between 08:00 to 09:00 hours, junction (Junction the flyover. The proposed Monday to Friday, on the Red 10) a short distance south. The upgrade at Newlands Cross was Line. Nangor Road / New Nangor Road the subject of an EIS. In addition to the recent provides a connection to / from improvements at Red Cow, the the north-west of the Site. Local Highway Network Railway Procurement Agency The SRN is supported by a (RPA) has published details Road Networks network of regional and of a proposed branch extension The M50 motorway and N7 Naas local roads that are the of the Red Line from Cookstown Road are part of the Strategic responsibility of to Citywest. Stops on the Road Network (SRN), which County Council or Dublin Luas ‘Line A1’ are proposed are the responsibility of City Council. Regional roads at Fettercarin, Cheeverstown, the include the R110 Naas Road (the Citywest Campus, Fortunestown (NRA). portion of the Naas Road east and Saggart; with a new P&R The M50 has recently undergone of the Red Cow junction); the facility proposed at the a major upgrade as part of R112 Kylemore Road / St Peter’s proposed Cheeverstown stop. the National Development Plan Road; and the R113 Fonthill The branch line will terminate and Transport 21 investment Road / Belgard Road. at the proposed Saggart Stop, programme. The upgrade Other local roads of east of Garter Lane. programme has included major significance include the Long investment in upgrading the Mile Road, which diverges Mainline Rail – Kildare Route existing grade-separated from the R110 Naas Road at the The Kildare line runs east- junction at Red Cow, whereby ‘Hamburger Junction’ just west west a short distance north of the Naas Road was interrupted of the Naas Road’s junction the Site, north of the Grand by a signalised with with Kylemore Road; the Nangor Canal. The nearest mainline slip lanes leading to / from Road, which connects with the rail station to the Site is the M50 below. In addition, R110 Naas Road at the Hamburger Park West. There is currently the Luas Red Line route Junction and provides a link one train per hour between the crossed the signalised to / from the north-west of the hours of 08:00-09:00, Monday roundabout at-grade. This Site; Ballymount Road, which to Friday, calling at Park West existing junction has now connects to the Ballymount and heading towards Heuston been replaced by a fully motorway junction to the south Station.

26 KCAP/MCGNIE/JMP/BG Kildare Route Project of a number of existing road West and the Luas Red line at The Kildare Route Project overbridges to facilitate Cookstown/ Belgard Road and (KRP), being undertaken by the four-tracking; new and Tallaght. Metro West is part Iarnrod Eireann (IE), is a relocated stations (such of the Transport 21 package of major capital investment as Park West); enhancement measures. programme designed to increase of existing stations; and Metro West would start at the the frequency of commuter associated signalling proposed Tallaght East stop and other rail services along works between and on Belgard Road, close to the the key Kildare to Heuston Cherryville Junction and other junction with Road. corridor – the Kildare line; to works. It will serve the Tallaght allow a significant increase in A map showing the extent of the Institute of Technology, passenger capacity. KRP upgrade on the Kildare line The Square and Tallaght town The KRP will be achieved is shown on page 29. centre. The line and stops through increasing the number would be located in the middle of tracks from two to four Metro West of Belgard Road at this point. along the route from Park Metro West, proposed by the A stop and P+R facility is West / Cherry Orchard to west Railway Procurement Agency, proposed at Newlands, midway of Hazelhatch, providing two will provide a between Newlands Cross and dedicated lines for commuter orbital link around Dublin, teh Cookstown Road. The services and two dedicate lines linking Dublin Airport and line continues om through for Intercity and regional the proposed Metro North, to , Lucan across the services. Other major works the north; and Tallaght, to Metro North line and Dublin covered by the KRP include the south. There are proposed Airport the replacement or alteration interchanges between Metro

Source: National Roads Authority, September 2008

Red Cow junction Naas Road Development Framework 27 Sustainable Transport Strategy

Introduction covered cycle storage at urban settlement is predicated A Sustainable Transport stations encouraging commuters on achieving a high level of Strategy has been developed by to travel to stations by accessibility by both public JMP, which aims to encourage bicycle. transport and non-motorised the transfer of existing • Providing a cycle network modes. The accessibility of car-based trips onto more that is designed to connect the development proposals sustainable travel modes, directly with a number of will therefore be paramount such that the released cycle routes in surrounding in promoting this site as a highway capacity could be made areas to encourage travel to sustainable development. available for the proposed other areas by bicycle. development at the Site. • Providing enhancements Developing the Mobility However, this modal transfer to the integrated transport Management Plan would have to be focussed on network by providing high Key targets and indicators for additional walking, cycling quality facilities that allow the mobility management plan and bus based trips, given the easy and efficient interchange have been derived to reflect existing and expected future between different public the trip rates established for capacity constraints of the transport modes. the zones in the Development Luas Red Line; and distance • Understanding the importance Framework. The development from the Site of mainline rail of integrated ticketing for density of each zone of the services. rail, metro and bus services masterplan is closely related The overall aspirations of to encourage increased usage to accessibility, which in the Development Framework of the public transport system turn determines the level transport strategy are to and helping to facilitate fast of parking to be provided. encourage sustainable travel and easy interchange between The design codes within within the area and mitigate modes. the Development Framework the transport impacts of • Providing commuters with support the introduction of any proposed development. reassurance when they are the mobility management plan By making the Development walking to and from the measures. Framework area more conducive public transport stations by Mode split targets have been to travel by walking, cycling giving the information they derived for each land use and public transport a sense need at each decision point. and accessibility level. of community can be developed, The information should be These targets relate to such that the area becomes an comprehensive without being all transport improvements attractive place. confusing. outlined within the strategy • Creating a new bus network being implemented, full Measures through the site which build out of the Development Sustainable Transport Strategy would comprise of diverting Framework to 2016 and measures include: and increasing headway on implementation of the mobility Providing suitable pedestrian existing bus routes as well as management measures outlined and walking facilities development of potential new below. It is noted that any including a logical, high routes. changes to the Development quality walking network that • Ensuring that bus stops are Framework such as revised encourages residents to located near key destinations development densities or minimise unnecessary car such as schools, public the level of transport trips to local facilities such transport stations and key infrastructure will affect as education facilities and retail and employment centres. these targets and revision health service providers (i.e. • Reducing the need to travel would need to be made to these doctors, dentists, pharmacy). through promoting flexible targets. • Providing a permeable working practices including pedestrian environment within working from home; and the Development Framework construction of mixed-use and good connections to development, with facilities surrounding areas; including located throughout the site, providing at-grade crossings so that people have good wherever practicable. access to key facilities • Providing good quality and services in their local walking facilities to community. public transport hubs and • Managing and reducing car where practicable following usage and implementation of a pedestrian desire lines. car parking strategy for the • Providing suitable cycling Development Framework area facilities including secure, The success of the Development well-lit, convenient and Framework as a sustainable

28 KCAP/MCGNIE/JMP/BG Source: Transport 21, March 2009 Existing station to be closed New Bridge to be constructed as foot bridges Existing 2 track arrangement Regional Roads

Station to be upgraded New 4 track arrangement Third Class Road Bridge to be removed New station Motorway Outer Ring Road Bridge to be constructed as road bridges (under construction) National Primary Roads New station to be constructed by developer

proposed main works as part of the Kildare Route Project Naas Road Development Framework 29 Accessibility objectives

Accessibility Criteria transport provision, JMP quoted accessibility times JMP was previously was able to determine how would include travel by commissioned by SDCC to carry accessible certain parts of public bus services, flexibly out a Transport Assessment (TA) the site were, on a scale routed bus services which are of, and develop a Sustainable of 1 to 5. Accessibility available to the general public Transport Strategy / Mobility Level 1 indicates an area and, where appropriate, walk Management Framework (MMF) of lowest accessibility, and cycle modes. for, the now approved and Accessibility Level 5 A hospital in this context Clonburris Local Area Plan indicates an area of highest is defined as a health-care (LAP) / Strategic Development accessibility. These criteria facility which has both Zone (SDZ) development within were agreed at the subsequent inpatient and outpatient the County. As part of the Oral Hearing for Clonburris services and also has an development of the transport which took place in May 2008. accident and emergency (A&E) strategy for Clonburris, In order to determine the department. A district centre JMP developed a set of relative accessibility of in this context is comprised Accessibility Criteria to all parts of the Development of retail outlets comprising a determine the potential future Framework, JMP has applied supermarket and/or fresh food relative accessibility for these accessibility criteria. sales as well as community parts of the Clonburris site. Accessibility criteria were facilities which would Accessibility Criteria have developed for the Clonburris appropriately serve the local been applied to the Development site in order to inform community needs. Framework in order to identify appropriate development These indicators were combined the most accessible areas density on the site as well with criteria based on where development can be as allowing the transport proximity to public transport concentrated. impacts of future development facilities to establish the five of the site to be appropriately accessibility levels proposed Accessibility Levels assessed. for the Clonburris site. In applying the accessibility These accessibility levels criteria, which takes account The accessibility threshold are summarised below. It is of relative accessibility times are based on the times noted that an area must satisfy to key local services and developed by the UK Department all of the criteria within an facilities (e.g. education, for Transport (2004). The accessibility level in order to community facilities, places indicators have been developed achieve that ranking. of employment), as well as based on the public’s need to accessibility to public access these services. The

Source: JMP Clonburris Report, Table 7.2, p.48 Accessibility to Walking Distance Dublin City Level of Number of Accessibility Proximity to Public Centre by Source: JMP Clonburris Report, Table 7.1, p.47 Accessibility Indicators Satisfied (1) Transport Stops/Stations Public Higher Lower accessibility Transport accessibility Accessibility Indicator (access time in Satisfies all lower (access time in Level 1 Bus stop < 400m < 70 minutes mins) accessibility indicators mins) Bus stop < 400m Access to primary school for all pupils of Satisfies all lower Level 2 < 60 minutes compulsory school age by public 30 minutes 15 minutes accessibility indicators Mainline rail station < transport 800m

Access to secondary school for all pupils Satisfies all lower Bus stop < 400m of compulsory school age by public 40 minutes 20 minutes accessibility indicators transport Mainline rail station < Level 3 Exceeds at least two of < 50 minutes 400m (or Rail & Metro seven higher accessibility Access to further education station <600m) establishments for 16-19 year olds by 60 minutes 30 minutes indicators public transport Satisfies all lower Bus stop < 400m accessibility indicators Access to work for all people of working 40 minutes 20 minutes Rail & Metro station < < 40 minutes age (16-74) by public transport Level 4 Exceeds at least three of 400m (or mainline rail seven higher accessibility station with >8 services/hr Access to a hospital for households by 60 minutes 30 minutes indicators and less than 200m) public transport Satisfies all lower Access to a GP for all households by 30 minutes 15 minutes accessibility indicators public transport Mainline rail station & Level 5 < 30 minutes Exceeds at least four of Metro station < 200m Access to a district centre for all seven higher accessibility 30 minutes 15 minutes households by public transport indicators

Table 1-Accessibility Indicators Table 2-Accessibility Level Criteria 30 KCAP/MCGNIE/JMP/BG Development Proposals

Initial Analysis (5,000 of 1 employee per 25m2 Gross floor area ratio of 1 employee dwellings plus 5,000 jobs) Floor Area (GFA), there would per 25m2 GFA, there would Further to initial trip therefore be a total employment therefore be a total employment generation analysis and floor area of approximately floor area of approximately accessibility / sustainability 125,000m2 GFA. 100,000m2 GFA. considerations, a quantum of This is assuming a 50/50 split Residential Split Between development of approximately between residential (5,000 Houses & Apartments 5,000 residential units dwellings) and commercial The Clonburris Transport (dwellings) was initially (5,000 jobs). Assessment set out the considered appropriate for the proportion of houses and Development Framework area in Further Analysis (6,000 apartments for zones based the shorter term. This would dwellings plus 4,000 jobs) on accessibility level. mean that, in the shorter After further analysis, and This is summarised below. term, development must be given the proximity of the It is proposed that the same concentrated within specific Development Framework area to proportions are adopted for areas of the site, in order to existing adjacent employment the Naas Road Development create sufficient density to areas, and therefore the more Framework. encourage a sense of community likely need for additional It is proposed that development within these areas. housing, rather than is restricted to areas with an JMP notes that an average employment, in the area, it existing or potential future household occupancy of 2.5 is proposed that a 60/40 split accessibility level of at least persons per dwelling has been is adopted. This would result 3. Therefore, the split between assumed. This would result in 60% residential (6,000 houses and apartments for new in a total population of dwellings) and 40% commercial residential development would approximately 12,500 people. (4,000 jobs). be 55% houses (equal to 3,300 It has also been assumed that Assuming an average household houses) and 45% apartments for 5,000 dwellings there occupancy of 2.5 persons per (equal to 2,700 apartments). would be 5,000 associated dwelling, the total population There should be a proportional jobs, assuming one employed for 6,000 dwellings would be 55%/45% mix between houses and person per dwelling. Assuming 15,000 people. apartments throughout areas an employee to floor area ratio Assuming the same employee to within the whole development.

Mode split targets

By implementing the Sustainable splits for residential / non- level areas. These target mode Transport Strategy measures residential land uses have been splits are consistent with the and the Mobility Management set; for development in each of Accessibility Level criteria Plan, the following target mode the respective accessibility set out before.

Source: JMP Clonburris Transport Assesment, Table 7.8, p.56 Residential Accessibility Public Vehicle Trips Cycling Pedestrians Total Level Transport

1 28.00% 45.00% 7.00% 20.00% 100.00% 2 32.00% 39.50% 7.00% 21.50% 100.00% 3 36.00% 34.00% 7.00% 23.00% 100.00% Source: JMP Clonburris Transport Assesment, Table 5.3, p.34 Office Accessibility Level Proportion of Houses Proportion of Apartments Accessibility Public Vehicle Trips Cycling Pedestrians Total 1 100.00% 0.00% Level Transport 2 100.00% 0.00% 1 34.00% 44.00% 5.00% 17.00% 100.00% 3 55.00% 45.00% 2 41.00% 35.25% 5.25% 18.50% 100.00% 4 30.00% 70.00% 3 48.00% 26.50% 5.50% 20.00% 100.00% 5 0.00% 100.00%

Residential & Office Mode splits by A. L. for Clonburris Proportion of Units for Zones Based on A. L. for Clonburris Naas Road Development Framework 31 Street Typographies

The urban movement grid that Well connected street and natural traffic-calming is included in the Development design allows for good measures such as speed Framework organises the access throughout the site. tables, vegetation, regular various street types on the It creates a more easily pedestrian crossings, that basis of their function in navigable street environment, do not significantly impact on the street hierarchy. A key encourages more even spreading the aesthetic quality of the objective is the connectivity of traffic on parallel routes street environment. within the area as well as and also minimises travel Streets should be designed connections to surrounding distances. It is also to ensure public transport networks. important to allow the timely vehicles can negotiate All modes are considered in response of emergency vehicles junctions with relative ease. the development of this grid as well as providing easier Swept path analysis should starting with the slowest access for service and waste be used to ensure and – pedestrians and working collection vehicles. servicing vehicles can be through to the quickest – Speed limits should be set on accommodated. A number of strategic highway routes. all minor roads to encourage bicycle and bus lanes are Street layouts have generally low vehicular speeds which proposed through the site in been designed to encourage in turn increases pedestrian the Development Framework in natural surveillance and cycling safety as well order to promote travel by by ensuring streets are as improving the amenity of these modes; separated cycle overlooked by developments an area as a public space. lanes/tracks and bus lanes are and that they are well used by These speed limits should be preferred where possible. virtue of good design. supported by traffic management

Network Interventions to the East of Red Cow

Consultation with the National To take account of the NRA’s that there is a short weaving Roads Authority (NRA) has concerns a highways strategy section from the southbound M50 highlighted their concerns has been developed, with key off slip and the new junction. that the proposals for the Naas elements shown schematically It is likely that the new Road do not increase traffic on page 43. The key aspects of junction would be of a similar flows or congestion on their this strategy are: ‘hamburger’ configuration as network (i.e. the M50 and the • Major new junction to east of the existing Long Mile Road / N7 to the west of the M50). Nangor Road junction in order The NRA may reccommend to the • New north – south route to accommodate the volume of Local Authority the amendment linking Nangor Road and turning movements that would be or refusal of development Ballymount Drive; anticipated. proposals which might have, in • Eastern extension of It would be expected that the their opinion, impacts upon Ballymount Drive to Greenhills new north south link would the network. Therefore, design Road; transfer strategic movements proposals could be amended • Downgrade of Naas Road to from the sections of Nangor during the planning application east of Oak Road; and Road / Long Mile to the east. process to take account of • Downgrade of existing Naas Likewise the new east west planning advice recieved from Road / Long Mile Road / Nangor route to the south of the the NRA. In order to deliver Road junction. Naas Road would accommodate environmental improvements of The above strategy has been existing movements from the the eastern section of Naas developed in order to maintain Northernmost section of Long Road, within the M50, sufficient capacity whilst reducing Mile Road. These two new links highway capacity has to be the volume of traffic on Naas would result in a significant maintained to ensure queues Road, such that environmental reduction in trips on Naas and delays are not experienced improvements can be delivered. Road to the east of the new upon the NRA network. Likewise The new junction to the junction, thus allowing rerouting of traffic from the east of the Red Cow has been narrowing of the carriageway Naas Road onto other strategic positioned such that it is and downgrading of the existing corridors should be avoided, more than the 240m desirable junction with Nangor Road and as this could also increase spacing specified within NRA TD Long Mile Road. pressure on the NRA’s network. 9. However it should be noted

32 KCAP/MCGNIE/JMP/BG Development Potential to the West of Red Cow

To the west of the M50 it provided, such that the through Further development in the is proposed to facilitate a route would be available vicinity should be predicated limited amount of development for all modes except private on the resolution of capacity by resolving the current vehicles. issues at the Monastery Road substandard access to sites To the south west of Red Cow, roundabout. Review of proposals south of the N7 between Red Cow a scenario doubling the level to provide a new ‘left-in left- and Monastery Road. At present of consented development at out’ (‘LILO’) junction to the access to this area is via a the SDS site has been assessed. north of the N7 suggests this left in left out junction with This would further exacerbate would create less attractive minimal diverging / merging queuing on the Monastery Road access / egress routes than lengths onto the N7. These roundabout, such that the queue the existing situation, given arrangements will worsen with extended back onto the M50 slip the extremely short weaving the construction of the grade roads. In order to mitigate distances between existing separated intersection at this impact a scheme to upgrade junctions. Newlands Cross, whereupon the the Monastery Road roundabout Furthermore it should be noted access falls immediately to the has been developed. This scheme that as future development east of the diverge for Belgard allows the junction to operate is close to the Park and Ride Road. within capacity; however in site the potential to restrain To resolve this safety issue order to deliver the upgrade parking and control traffic it is proposed to provide two land acquisition and property generation within the scheme alternative accesses into demolition would be required. may be limited, due to the this area. To the west, it is Investigations of a further, potential for excess parking proposed to provide a link to independent development to occur at Red Cow. Whilst the Belgard Road, connecting accessed via Belgard Road parking charges apply at to the proposed signalised suggest that such a scheme Red Cow it is open to debate junction. A further connection could be constructed, post whether these charges would is proposed to the east, 2024, accessed via a new be sufficient to deter local linking the area with the signalised junction to the commuter parking, as they are Monastery Road bridge. The south of Newlands Cross. Such set to encourage transfer to combination of these two routes a scheme could accommodate LUAS. would create an additional an additional 150 inbound Based on the above, and route between Clondalkin and and outbound vehicular trips given the limited capacity the Belgard Road, effectively during the morning peak hour. of the transport network to bypassing Newlands Cross. In To the north west of Red accommodate further trips, it order to remove the potential Cow, the assessments have is suggested that areas to the for encouraging through included the committed SIAC east of the M50 are prioritised movements on this route it is scheme of 400 residential for redevelopment over areas proposed that a bus gate be units within the analysis. west of Red Cow.

Naas Road Development Framework 33 Naas Road Accessibility Levels Criteria: Do Nothing 34 KCAP/MCGNIE/JMP/BG Naas Road Development Framework 35 Naas Road Accessibility Levels Criteria: Do Something 36 KCAP/MCGNIE/JMP/BG Naas Road Development Framework 37