Transportation Assessment Report for Proposed Apartment Development

Transportation Assessment Report (incl. Preliminary Travel Plan, DMURS Statement of Consistency & Independent Stage 1 Road Safety/Quality Audit)

for

Proposed Apartment Development

Former Europa Garage Site, Newtown Avenue, Blackrock, Co. Dublin.

SUBMISSION ISSUE

1st Floor, Apollo Building, Dundrum Road, Dundrum, Dublin 14 Tel/fax: +353 1 292 1941, E-mail: [email protected], Web: www.nrb.ie

Registered in Ireland No. 491679

Contents

Page Section Description

2 -- Executive Summary

4 1.0 Introduction

Existing Conditions, Development Proposals & Car 7 2.0 Parking

15 3.0 Traffic - Trip Generation Assignment and Distribution

16 4.0 Traffic Impact - Traffic Capacity Analysis

Issues Raised by DLRCC Roads/Transportation Section in 19 5.0 Response to Pre-App Submission

23 6.0 Conclusions

Appendices...... A Proposed Development – Layout & Access

B Raw Traffic Survey Data

C TRICS Trip Generation Output

D Traffic Surveys, Trip Distribution & Network Traffic Flow Diagrams

E PiCADY Junction Capacity Model Output - Proposed Site Access

F Independent Stage 1 Road Safety Audit including Quality Audit

G Preliminary Mobility Management Plan (Travel Plan)

H DMURS Statement of Consistency

I Letter of Confirmation from Go-Car

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EXECUTIVE SUMMARY

NRB Consulting Engineers Ltd were appointed to address the Traffic & Transportation issues associated with a planning application for a Residential Apartment Development at Newtown Avenue, Blackrock, Co. Dublin.

The proposed development consists of 101 private residential apartments, with secure off-street parking areas for bicycles & cars, along with bins storage and all associated site works.

In terms of vehicles, the site is to be accessed by way of a simple priority access located on Newtown Avenue, replacing the established access gateway serving the site, providing for a well designed, safe and appropriate form of access.

An enclosed basement, accessed by way of a 2-way ramp located to the NW corner of the site, is included in the plans. This area incorporates both car & bicycle parking, lift/stair cores and also includes refuse storage/management areas. The parking quantum provided is further considered within this Report.

Being located in close proximity to two Dart Stations, adjacent a busy High Quality Bus Corridor with multi-directional bus stops and with high quality pedestrian and cyclist provision, the site is well placed to take advantage of non-car modes of travel.

This Transportation Assessment Report (TA) has been prepared to address the Traffic and Transportation issues associated with the proposal, the capacity of the existing road network and the impact of the increased scale of development locally, conscious that the site use will generate very low traffic volumes in the context of the busy road network in the area. The Report has been prepared in accordance with TII’s Traffic & Transportation Assessment Guidelines and addresses the worst case traffic impact of the proposal.

Comprehensive classified turning movement surveys of the existing affected roads and junctions were carried out during the weekday AM and PM Peak Hours in 2019, in normal school term. These surveys formed the basis of the study and have been supplemented by additional observational Surveys, following changes to Seapoint Avenue, with the new Cyclist Facilities in place.

The analysis includes the effects of the existing traffic on the local roads and assesses the impact during the traditional peak commuter peaks periods in accordance with Traffic & Transportation Assessment Guidelines.

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The Transportation Assessment confirms that the road network and the proposed vehicular access junction arrangement is more than adequate to accommodate the worst case traffic associated with the facility. The assessment also confirms that the construction and full occupation of the scheme will have an absolutely negligible & unnoticeable impact upon the operation of the adjacent road network.

Detailed analysis also confirms that there is adequate capacity in the proposed access junction to accommodate the low levels of traffic associated with the development and occupation of the site.

The assessment includes a Preliminary Mobility Management Plan (MMP or Travel Plan) for the site which is included and appended as a separate report. We have also prepared a Statement of Consistency with DMURS and confirm that the layout is compliant with the requirements of DMURS This is included and appended as a separate report.

An independent Stage 1 Road Safety Audit including Quality Audit has now been undertaken and is included as Appendix F.

Based on our studies, we believe that there are no adverse traffic/transportation capacity or operational issues associated with the construction and occupation of the proposed development that would prevent planning permission being granted by An Bord Pleanála.

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1.0 INTRODUCTION

1.1 This Transportation Assessment (TA) has been prepared by NRB Consulting Engineers Ltd and addresses the Traffic/ Transportation issues arising from the proposed 101 Unit Private Residential Apartment development on the site at Newtown Avenue, Blackrock, Co. Dublin.

1.2 The local area and the subject site, is already a long-established destination, containing commercial, retail and residential development and in these terms has very well established Transportation demand and characteristics in its own right. The proposed development on a prominent & highly accessible site should be considered in this context. A site location plan for the site is included below as Figure 1.1;

Figure 1.1 - Site Location

1.3 In describing the Receiving Environment and the Proposed Future Environment, this report addresses the following aspects of the proposed development: • Relative Small Scale of the development in the context of the busy road network (Reflected in the Low Traffic Generation of the Development), • Location of the development almost equidistant between two Dart Stations,

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• Location adjacent a Quality Bus Corridor with high frequency services and the services and facilities available at the nearby Employment Sites and Local Shopping Centre, • Traffic & Transportation impact, • Capacity of the proposed vehicular access arrangement to accommodate the worst-case development traffic flows, • Pedestrian and cyclist permeability & promotion, • Capacity of the Existing Road Network, • Adequacy and safety of the existing roads and junctions locally, within the area of influence. • Impact upon the adjacent affected junctions Locally within Blackrock.

1.4 A review of the Road Safety Authority (RSA) online collision database indicates that there are no significant accidents on the affected stretches of road network surrounding the site. An extract from the RSA on-line collisions record is included

below as Figure 1.2.

Figure 1.2 - Extract from RSA On-Line Record of Traffic Collisions

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1.5 The Recommendations contained within this Transportation Assessment are based on the following sources of information and industry-standard practices; -

• TII Traffic & Transport Assessment Guidelines, • Design Manual for Urban Roads and Streets, • Recent Traffic Survey Data,

• Additional Traffic Survey Data following the recent traffic and cyclist changes to Seapoint Ave • Relevant Design Guidance,

• Our experience in assessing the impact of Developments of this Nature, and • Site Visits and Observations.

1.6 The Report has been prepared in accordance with the requirements of the TII's Traffic & Transport Assessment Guidelines. These are the professional Guidelines used to assess the impact of developments on public roads.

1.7 The assessment includes a Preliminary MMP/Travel Plan for the site which is included as a separate report which is appended to this report.

1.8 We have also included a Statement of Consistency with DMURS appended as a separate report.

1.9 An independent Stage 1 Road Safety Audit including Quality Audit has now been undertaken and is included as Appendix F.

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2.0 EXISTING CONDITIONS, DEVELOPMENT PROPOSALS & CAR PARKING

2.1 The development, consisting of a total of 101 Private Residential Apartment Units, constitutes an application to An Bord Pleanála for permission for a strategic housing development at Newtown Avenue, Blackrock, Co. Dublin. The application site is currently cleared and is undeveloped, being known locally as 'The Europa Site'.

2.2 The development comprises 101 self-contained Apartments constructed in separate blocks over basement, which will contain secure off-street parking areas for bicycles & cars, along with bins storage and all associated site works. A total of 73 car parking spaces (including visitor, Go-Car and Mobility Impaired) are provided in the basement. A total of 194 Secure Bicycle Parking Spaces are provided in the basement for residents, with 50 visitor cycle parking stands at surface level.

2.3 The site is bound to the north and east by Newtown Avenue, and to the west and south by established private residential development.

2.4 Newtown Avenue which bounds the site along its northern and eastern perimeters is a one-way street (north bound) past the site, and is provided with footpaths and cycle lanes on both sides. It has an on-street advisory cycle lane for north/westbound cyclists and it is also provided with a contra-flow dedicated off street cycle lane for south/eastbound cyclists. It is subject to an urban 50kph speed restriction along its length, though it should be noted that the measured 85%ile ambient passing traffic speed was recorded at 37kph during the traffic survey element of our commission.

2.5 At the site, Newtown Avenue carries a Weekday 8-9AM Peak Hour Traffic Flow of ~343 Passenger Car Units (PCUs) and a Weekday 5-6PM Peak Hour Traffic Flow of ~130 PCUs. These are considered very low traffic volumes, in the context of general city commuter traffic conditions. To set these flows in context, a street like Newtown Avenue has a link-capacity of approximately 1,000-1,400 PCUs per-lane per-direction, and in these terms the observed measured traffic volumes experienced are demonstrably low.

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2.6 A Validation Traffic Survey was subsequently undertaken in October 2020 in order to ensure that the subsequent road and traffic regulation changes to Seapoint Ave with the addition of cycle lanes did not adversely affect flows, or undermine the conclusions of the study. This Validation Survey revealed that Newtown Avenue now carries a Weekday 8-9AM Peak Hour Traffic Flow of ~281 PCUs (previously 343) and a Weekday 5-6PM Peak Hour Traffic Flow of ~101 PCUs (previously 130). These flows are therefore slightly lower than the original traffic survey flows, but the survey does therefore confirm the validity and acceptability of the original survey data and assessment.

2.7 The Junction of Newtown Avenue and Seapoint Avenue (N31) takes the form of a 3 arm traffic signal controlled junction. The traffic flow to/from Dun Laoghaire on the N31 Seapoint Ave represents the dominant flow at the junction and this is evidenced from the Traffic Surveys included in Appendix B and in the associated Traffic Flow Diagrams produced as Appendix D.

2.8 To the west of the site, Newtown Avenue leads directly onto Main Street and Blackrock Town Centre some 340m distance to the centre of the Town. Here, Newtown Avenue/Main Street forms a 4 arm traffic signal controlled junction with Temple Rd and Carysfort Avenue. There are full dedicated controlled pedestrian facilities built into the traffic signal control junction in this location. The site itself is approximately 650m walk distance from Blackrock Dart Station in this direction and only 400m walk to Seapoint Dart Station to the south.

2.9 The terminal junctions at either end of Newtown Avenue/Main Street, both controlled by traffic signals, operate in an acceptable and safe manner, based on our observations. It is accepted that the capacity of urban roads of the nature of Newtown Avenue are ordinarily determined by the capacity of terminal junctions. In terms of link capacity, the road is clearly lightly trafficked, and with the existing junctions operating in an acceptable fashion we do not believe that any significant operational issues exist.

2.10 A site layout plan showing the proposed development arrangement in relation to the existing site & roads is included herein as Appendix A along with further details of the basement, the basement access ramp & intersection with Newtown Avenue.

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2.11 It is anticipated that, consistent with similar private residential apartment schemes, the development will be serviced using traditional weekly refuse lorries as required, collecting the normal refuse types from the wheeled-bin storage areas. A dedicated Loading Bay is proposed on Newtown Avenue for the purposes of Servicing of the development. This provides adequate space for traditional Bin Lorries to allow them safely wait off the public road to collect the wheeled bins from the refuse storage area. A Drawing NRB-TA-001 showing this Loading Bay accommodated is included as Appendix A

2.12 For the individual residential apartment servicing it is expected that they will require small transit vans or small-wheelbase trucks for infrequent servicing of the individual units, vehicles which do not have onerous swept-paths and can easily be facilitated within the basement, with more than adequate head clearance provided.

2.13 The small scale of the subject development in terms of traffic generated is confirmed through the very robust assessment of Traffic Generated, which is addressed further within Section 3 of this Report.

Car Parking & Accessibility 2.14 The proposed development consists of a residential apartment scheme with ancillary supporting facilities in 2 buildings, supported by a mix of basement car parking combined with dedicated secure bicycle parking areas. (Refer to extracts from Architects Drawings illustrating same and the annotated site layout drawings included herein as Appendix A).

2.15 A speed survey was undertaken on Newtown Avenue to determine the 85th percentile design speed. Speed Survey results are included at Appendix B and show a design speed of 37 kph. As Newtown Avenue is one-way, a sightlines of 2.4m X distance by 33m Y Distance in line with a 40 kph design speed in DMURS to the RHS on exit is provided. This requires the removal of some existing on-street parking on Newtown Avenue to be agreed with the Local Authority. This has been discussed in principle with DLRCC during pre-planning discussions including DLRCC Roads/Transportation Officials who were supportive in-principle.

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2.16 The vehicular access arrangement and the layout and design of the internal network will include for tactile paving and dropped kerbs as required. The footpath is to be raised at the basement access to give pedestrians priority by way of a ‘flush’ platform. The vehicle lanes and geometry internally have been designed in line with the Design Manual for Urban Road and Streets (DMURS) to provide shorter crossing distances and a safer environment for cyclists and pedestrians. Vehicular access to the car parking within the basement has been designed carefully to accommodate cyclists on a dedicated route, with the ramp and access designed in accordance with the DLRCC “Standards for Cycle Parking and Associated Cycling Facilities (2018) Guidance”.

2.17 It is expected that the majority of residents of the proposed development will either walk and use the bicycle as the preferred mode of travel. They will benefit from the existing safe links and facilities in place on the local approach roads and also the secure storage and parking for cyclists incorporated into the layout design. This is reflected in the provision of a total of 194 new dedicated secure cycle parking spaces within the basement, with 50 cycle spaces for visitors at surface level.

2.18 The development includes a provision of 73 dedicated car parking spaces including dedicated car-club ("Go-Car") spaces. Mobility Impaired Parking Spaces are also accommodated.

Electric Vehicle Charging 2.19 Car parking spaces provided can easily be upgraded to allow conversion for Electric Vehicles. In the case of Residential Apartment Development of the nature proposed, with specific spaces likely dedicated to specific apartments, we consider it appropriate to facilitate the retro-fitting of spaces, based on demand following occupation, rather than a % of spaces being defined as such and provided from the outset. However, in this case, 10 of the spaces are currently proposed as EV Charging Spaces, meeting the DLRCC requirement to allocate 10% of spaces to same.

2.20 The entire car park of the subject scheme will also be ducted to accept future cabling to serve a charging point for every car space as demanded (Refer Drawing NRB-TA-002 in Appendix A). Within the parking area, conduits will be run on the walls & columns where charging points can subsequently be mounted.

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2.21 With individual self-contained apartments, electric charging could then be on a metered payment basis & appropriate charging points would be installed to facilitate same, depending upon demand.

Parking Quantum 2.22 The Car Parking standards to be applied in new residential developments in Dún Laoghaire-Rathdown are set out in Table 8.2.3 of the County Development Plan (2016-2022). These standards are defined as "Standard" requirements for residential uses, with the provision to be determined in accordance with the DLRCC Development Plan. In the case of the subject site, there are 101 quality residential apartments proposed immediately beside the N31 Core Radial Bus Route, and within 5 minute walk of Seapoint DART Stations (~9 minute walk to Blackrock DART Station). In addition there are high quality walking and cycling links provided between the site, Dún Laoghaire and Dublin City Centre. In these terms, the development location is considered to be highly accessible.

2.23 A total of 73 private car parking spaces are being provided as part of the development, including 2 Go-Car Spaces and Mobility Impaired Spaces. This represents a car parking 'Ratio' of ~0.72 parking spaces per unit. This level of parking is considered appropriate given the highly sustainable location characteristics of the apartment scheme, and in consideration of National Guidance.

2.24 The recently adopted 'Sustainable Urban Housing: Design Standards for New Apartments Guidelines for Planning Authorities' dated March 2018, updates previous guidance in the context of greater evidence and knowledge of current and likely future housing demand in Ireland taking account of the Housing Agency National Statement on Housing Demand and Supply and projected need for additional housing supply out to 2020, the Government’s action programme on housing and homelessness Rebuilding Ireland & National Planning Framework Ireland 2040, (subsequent to 2015 guidelines).

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2.25 These new guidelines address car parking and include an objective to 'Remove requirements for car-parking in certain circumstances where there are better mobility solutions and to reduce costs.' Under Car Parking - Section 4.18 the guidelines acknowledge that the quantum of car parking or the requirement for any such provision for apartment developments will vary, having regard to the types of location in cities and towns that may be suitable for apartment development, broadly based on proximity & accessibility criteria. Under Section 4.19, the guidelines note that in larger scale and higher density developments, comprising wholly of apartments in more central locations that are well served by public transport, the default policy is for car parking provision to be wholly eliminated or substantially reduced.

2.26 Specifically Paragraph 4.19 states; -

Central and/or Accessible Urban Locations In larger scale and higher density developments, comprising wholly of apartments in more central locations that are well served by public transport, the default policy is for car parking provision to be minimised, substantially reduced or wholly eliminated in certain circumstances. The policies above would be particularly applicable in highly accessible areas such as in or adjoining city cores or at a confluence of public transport systems such as rail and bus stations located in close proximity.

2.27 This is to be applied in accessible areas such as in or adjoining city cores or at a confluence of public transport systems. Section 4.20 describes these suitable locations. These locations are in or adjacent to (i.e. within 15 minutes walking distance of) city centres or centrally located employment locations. This includes 10 minutes walking distance of DART or LUAS stops or within 5 minutes walking distance of high frequency (min 10 minute peak hour frequency) bus services. As this site is within 5 minute walk of DART and adjacent a Core Radial Bus Corridor, with very high frequency bus services, and the employment centre of Blackrock, these guidelines support the case for the proposed parking provision as part of this development.

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2.28 In terms of the stated Policy, the subject site meets all the requirements for significantly reducing the provision of Private Car Parking, under the headings;

High Density Development

Comprising Wholly of Apartments

Central Location

Well Served by Public Transport

2.29 In terms of specific measures to enable car parking provision to be lowered to the level proposed, in this case the specific measures are: • The Active Management and Marketing of the Development from the outset as 'Reduced Car Dependency', • Employers within walking distance/close proximity, • Proximity to the DART and Core Bus Corridor, • "Go Car" spaces provided at the development, • Generous Cycle Parking and Cycle Storage.

2.30 A Preliminary Residential Travel Plan is enclosed with this application to demonstrate the applicants commitment to encourage modal shift and the use of public transport, cycling and walking.

2.31 Following our review of the scheme design and location, and following our interpretation of National Policy, we believe that the provision of 73 managed parking spaces to serve this development is an appropriate Design Team response to the issue of car parking.

Bicycle Parking 2.32 The minimum cycle parking standards in the DLR Cycle Policy are 1 long stay parking space per unit plus 1 visitor space per 5 units which is 120 spaces. In this case, 194 dedicated residents bicycle parking spaces are proposed within the basement and 50 visitor spaces are provided at surface level. This high level of cycle parking provision is considered appropriate given the highly sustainable location characteristics of the apartment scheme and further supports the case for reduced car parking numbers.

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2.33 Notwithstanding the DLR Cycle Policy, higher cycle storage facilities are being provided in an attempt to meet the more onerous requirements of The Department of Housing Planning & Local Government "Sustainable Urban Housing Design Standards for New Apartments". An extract from the Guidance is included below as Figure 2.1.

Figure 2.1 - Extract Sustainable Urban Housing Design Standards for New Apartments

2.34 The subject Development has a total of 159 Bedrooms contained within the 101 Apartments, and in theory it therefore requires 159 Residential Bike Parking Spaces plus 50 Visitor Bike Parking Spaces. This gives a total requirement of 209 spaces in the 100% application of the Guidance.

2.35 The development provides s a total of 194 dedicated bicycle parking spaces within the basement and 50 visitor spaces at surface level. We believe that this is more than adequate to meet the maximum Bicycle Parking Demands of the development, as it exceeds the requirements of National Apartment Guidance.

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3.0 TRAFFIC - TRIP GENERATION, ASSIGNMENT & DISTRIBUTION

3.1 The Trip Rate Information Computer System (TRICS) database is ordinarily used to ascertain vehicular trip generation associated with the use of any particular site. This represents industry standard practice for Transportation Assessments in Ireland. In this case the worst case assessment has been undertaken based on traditional Residential Apartment Developments (Selection parameters contained within TRICS).

3.2 A robust and onerous assessment has been undertaken of the impact along the Newtown Avenue/Main Street Corridor in order to ensure that we thoroughly assess the impact, in terms of stress testing the access junction and the road capacity impact of the scheme on the important local links. The assessment is undertaken in accordance with the Guidelines, in the context of the demonstrably low levels of traffic generated by the proposed development.

3.3 The TRICS Trip Rates applied for the Residential Apartment Development in this case are as set out below as Table 3.1

Table 3.1; - TRICS Data Summary, 101 No. Private Residential Apartments 101 Apartments Car Arrivals Car Departures Total 2-Way Car Traffic Network Hour Per Unit Trips Per Unit Trips Generated Weekday AM Peak Hr 0.052 5 0.203 21 26 Weekday PM Peak Hr 0.188 20 0.077 8 28

3.4 We have included herein as Appendix C the TRICS data output for Residential Apartments upon which the above are based - clearly an apartment scheme with low car parking provision will create lower trip rates, but by applying these higher rates the assessment provides a robust assessment of impact.

Assignment/Distribution - Future Year Traffic

3.5 We have used hand assignment techniques based on the observed patterns, with the worst case traffic assigned to the roads based on the observed established traffic patterns.

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3.6 The standard methodology applied was to firstly ascertain the base background traffic conditions for both the weekday AM and weekday PM Commuter Peak periods. We then used the TII Project Appraisal Guidelines Unit 5.3 (Travel Demand Projections Table 5.3.2) to establish projected occupation/opening year 2022 and design year 2037 traffic conditions 15 years following opening on the local road network.

3.7 The worst case traffic based on the content of Table 3.1 above was then applied in order to establish Opening Year and Design Year Traffic Conditions with the proposed development in place. This is all included in the calculations included herein as Appendix D.

3.8 It should be noted that we have selected an opening year of 2022 as being reasonable and appropriate, however, in our experience, varying the opening year and design year by 1-3 years will have no significant impact upon the conclusions of the study

3.9 Traffic growth factors for future year assessments were calculated from data obtained in the TII Travel Demand Projections Unit 5.3, which provides the recommended method of predicting future year traffic growth on Roads. Calculations of the relevant growth factors are included in Table 3.2 below (based on tabulated ‘medium growth’ in the DLRCC Area). It should be noted that any requirement to use different or higher growth factors will have no implications for the conclusions of the study.

Table 3.2 - Traffic Growth Rates, TII Travel Demand Projections Unit 5.3

Year to Year Table 5.5.1:

2019 2022 1.015

2022 2037 1.077

3.10 The resulting Traffic Flow Projections and Figures within Appendix D allowed the assessment of impact of the development to be undertaken.

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4.0 TRAFFIC IMPACT - THRESHOLD ASSESSMENT & TRAFFIC CAPACITY ANALYSIS

4.1 The Institution of Highways and Transportation (IHT) Guidelines for Traffic Impact Assessment and the TII Traffic and Transport Assessment Guidelines sets out a mechanism for assessment of developments of this nature in determining whether further assessment is indeed required.

4.2 This TII Traffic and Transport Assessment Guidelines requires a Threshold Assessment of the impact on the local roads to be provided in order to determine whether further more detailed modelling and assessment of particular critical junctions is necessary. This is important in this case as the development is located in proximity to what are considered important local routes for the city and the N31.

4.3 The professional guidance referenced above sets out specific increases in traffic volume associated with new development, which, if breached, requires further detailed analysis to be undertaken. The recommendation is that, if the expected increase is 5% for networks that are considered heavily trafficked or congested, then further analysis is warranted. In this case, given the location on the important Malahide Road, the 5% threshold has been applied for robustness.

4.4 In this regard, it is demonstrated herein that the proposed completion & occupation of the entire Apartment development, with very low volumes of vehicular traffic added to a busy network, will not result in any significant level of new trips on the local roads, with all anticipated traffic increases at and beyond the site access expected to be well below the Industry-Standard levels above which further assessment is required.

4.5 Our assessment, included within Appendix D, (Refer Page 3 of Appendix D) confirms that the absolute worst case traffic increase on the adjacent road network junctions are as summarised below as Table 4.1 and Table 4.2

Table 4.1; - Threshold Assessment, Worst-Case Impact - AM Peak Hour Assessed Road - Scenario - Year/Period Traffic Increase %

Main St/Temple Rd/Carysfort Ave Traffic Signals 3.3%

Newtown Avenue/Seapoint Ave (N31) Traffic Signals 0.4%

Table 4.2; - Threshold Assessment, Worst-Case Impact - PM Peak Hour Assessed Road - Scenario - Year/Period Traffic Increase %

Main St/Temple Rd/Carysfort Ave Traffic Signals 1.6%

Newtown Avenue/Seapoint Ave (N31) Traffic Signals 2.2%

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4.6 The Threshold assessment clearly confirms that beyond the site access the worst case traffic increase are in all cases imperceptible AND significantly below the IHT and TII recommended level of 5% above which further assessment is warranted. To set these increased levels of traffic in context, the day-to-day variation in traffic volume (due to day of week or weather conditions) is widely accepted as 10%, so, in this context alone, increases in traffic of in all cases ~3% or less on the local roads will go entirely unnoticed.

4.7 It is clear that the introduction of the proposed development will have an absolutely negligible and unnoticeable impact upon traffic conditions locally.

ACCESS JUNCTION CAPACITY ANALYSIS 4.8 We have used the TII-approved software package 'Junctions 9' PICADY' (Priority Intersection Capacity and Delay) software package (as part of the TRL Package 'Junction 9') to assess the capacity of the priority controlled access junction to the basement from Newtown Avenue to accommodate the completed development.

4.9 PiCADY produces results based on a ratio of flow to capacity (RFC) and queue length. An RFC greater that 1.00 indicates that a junction is operating at or above capacity, with 0.85 considered to be the optimum RFC value. We have appended the detailed computer simulation model results (PiCADY Outputs) of the junction modelling for the proposed site access in Appendix E.

4.10 A summary of the results is reproduced below as Table 4.3 Table 4.3 - Junctions9 PiCADY Summary Results, Site Access T Junction Modelled Period Mean Max Q Period Max Scenario (PCUs) RFC 2022 Opening Year AM Peak <1 0.04 2022 Opening Year PM Peak <1 0.01 2037 Design Year AM Peak <1 0.04 2037 Design Year PM Peak <1 0.01

4.11 The results of the modelling clearly show that the basement ramp site access junction will have significantly more than adequate capacity to accommodate the worst case traffic associated with the entire lands being developed and the apartments occupied. All of the RFCs are way below the theoretical optimum capacity of 0.85 and no queuing is anticipated.

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5.0 ISSUES RAISED BY DLRCC ROADS/TRANSPORTATION SECTION

5.1 The Report prepared by DLRCC Traffic/Transportation Department contains 9 separate numbered recommendations, and these are reproduced below for ease of reference, with the NRB response to same following.

Item 1

NRB Response – Item 1 5.2 The proposed development provides for 73 parking spaces within the dedicated basement (comprising Residents Spaces, Visitor Spaces & Mobility Impaired Spaces). The number of parking spaces provided, representing a Parking Ratio of 0.72, is considered appropriate and has been addressed within the main body of this Report. The parking will be managed and allocated to individual apartments once occupier demand is established with space allocated to Go Car, electric charging and visitors.

Item 2

NRB Response – Item 2 5.3 The drawing NRB-TA-002 within Appendix A states “All Parking Spaces within the Basement to be Ducted for Possible Future Electric Vehicle Charging”. In addition the drawings clearly illustrate 10 dedicated EV spaces. In terms of the EV Unit to be installed, the Technology Changes over time are significant and it was considered inappropriate and unnecessary to specify a particular type at this early stage.

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Item 3

NRB Response – Item 3 5.4 The development includes 194 dedicated Bicycle Parking Spaces within the basement for residents (144 no. being ‘double stacked’ and 50 being ‘Sheffield Stand’ type), and 50 ‘Sheffield Stand’ cycle parking spaces at surface level for visitors. This level of parking is in excess of the requirements of the "Sustainable Urban Housing Design Standards for New Apartments", and is addressed within the main body of this report. (We also highlight that ‘Double Stack Systems’ of the type proposed are normal and have been previously approved by both ABP and DLRCC, with precedents being Beech Park, Stillorgan (D18A/1028) and Blakes Site Stillorgan (ABP Ref 300520-17)).

Item 4

NRB Response – Item 4 5.5 In the best interests of providing ‘good design’ and quality open space for residents, given the turning circle requirements for vehicles, it was not considered possible or indeed sensible to provide loading within the curtilage of the site. In this regard, as occurs in other urban areas and developments, we have included a dedicated on-street loading bay to provide for all vehicle types. A drawing NRB- TA-001 has been included in Appendix A, and this illustrates and includes the Road Markings/Advisory Signage. All of these measures proposed have been included within the remit of the Independent Specialist Safety/Quality Audit Team, included as Appendix F, and no ‘Problem’ issues arising have been identified.

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Item 5

NRB Response – Item 5 5.6 A preliminary Construction Management Plan has been submitted as part of the application. A detailed Construction Management Plan shall of course be submitted to DLRCC prior to commencement in the event that ABP decides to grant planning permission for the development.

Item 6

NRB Response – Item 6 5.7 The NRB drawing NRB-TA-001 has been included in Appendix A, and this illustrates the ramp treatment for pedestrian priority an Newtown Avenue specifically and exactly as requested by DLRCC. All of these measures proposed have been included within the remit of the Independent Specialist Safety/Quality Audit Team, included as Appendix F, and no ‘Problem’ issues arising have been identified

Item 7

NRB Response – Item 7 5.8 The NRB drawing NRB-TA-001 is included in Appendix A, and this illustrates the “Proposed Stop Sign and Associated Road Markings in Accordance with the Traffic Signs Manual”. All of these measures proposed have been included within the

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remit of the Independent Specialist Safety/Quality Audit Team, included as Appendix F, and no ‘Problem’ issues arising have been identified

Item 8

NRB Response – Item 8 5.9 An independent Safety/Quality Audit has been undertaken and is included as Appendix F. The Audit was undertaken by TII-Approved & Qualified Audit Team, a team which have previously been approved by DLRCC. It should be noted that the Audit has NOT identified any ‘Problems’ whatsoever and therefore no Feedback Report is required, as there are no changes to the Design required.

Item 9

NRB Response – Item 8 5.10 We have included 2 dedicated spaces for Car Sharing within the Basement, and these are illustrated on NRB Drawing NRB-TA-002 included as Appendix A. The requested letter of support from Go Car is included herein as Appendix I.

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6.0 CONCLUSIONS

6.1 This Transportation Assessment Report assesses the traffic and transportation impact of the proposal to construct & occupy a block of 101 Apartments on a zoned site at Newtown Avenue, Blackrock, Co. Dublin.

6.2 This Report has been prepared in accordance with the TII Traffic & Transport Assessment Guidelines, and is based on industry-standard high Trip Generation Rates, in order to provide an onerous and robust assessment of the impact of the proposed development.

6.3 The impact of the development traffic on the local roads has been modelled and assessed, based on a comprehensive new classified vehicle turning movement survey undertaken for the purposes of this study (supplemented by recent Traffic Validation Surveys following the changes to Seapoint Ave).

6.4 The proposed development is appropriately located adjacent High Quality Bus Services, within 5 minute walk of Seapoint DART Stations (~9 minute walk to Blackrock DART Station), and is well served by pedestrian & cycle linkages and facilities. The site is ideally well placed to take advantage of non-car modes of travel. Low car parking numbers are proposed for the scheme in compliance with the requirements of the "Sustainable Urban Housing Design Standards for New Apartments".

6.5 This report demonstrates that the proposed Development will have an absolutely negligible impact upon the established local traffic conditions and can easily be accommodated on the road network without any capacity concerns arising.

6.6 The assessment also confirms that the proposed basement access junction is of more than adequate capacity to accommodate the worst case traffic associated with the proposed development.

6.7 An independent Stage 1 Road Safety Audit including Quality Audit has been undertaken and is included as Appendix F

6.8 The assessment includes a Preliminary MMP/Travel Plan for the site which is included as a separate report which is included as Appendix G.

6.9 We also include a Statement of Consistency with DMURS at Appendix H.

6.10 It is considered that there are no significant Operational Traffic Safety or Road Capacity issues that prevent a positive determination of the application by An Bord Pleanála.

TA - Blackrock Apartments 19-079/ER Nov 2020 Page 23 of 23

APPENDICES - CONTENT

A Proposed Development – Layout & Access

B Raw Traffic Survey Data

C TRICS Trip Generation Output

D Traffic Surveys, Trip Distribution & Network Traffic Flow Diagrams

E PiCADY Junction Capacity Model Output - Proposed Site Access

F Independent Stage 1 Road Safety Audit including Quality Audit

G Preliminary Mobility Management Plan (Travel Plan)

H DMURS Statement of Consistency

I Letter of Confirmation from Go-Car

TA - Blackrock Apartments 19-079/ER Nov 2020

APPENDIX A

Proposed Development Layout & Access

TA - Blackrock Apartments 19-079/ER Nov 2020

REV 11/11/20. NRB Consulting Engineers Ltd shall not be liable for any inaccuracies or deficiencies. Legal & Land searches by the Client. NRB Consulting Engineers Ltd recommend that Road and land ownership boundaries are verified through This drawing is based upon Architects 1908_101_00_Europa Blackrock_Ground Floor Plan, received DATE AMENDMENTS EXISTING ON-STREET PARKING TO BE RETAINED IN LINE WITH THE TRAFFIC SIGNS MANUAL PROPOSED STOP SIGN WITH NO RIGHT TURN SIGN MOUNTED UNDERNEATH ON SAME POLE PROPOSED STOP ROAD MARKINGS IN LINE WITH THE TRAFFIC SIGNS MANUAL EXISTING ON-STREET PARKING TO BE REMOVED WITH THE TRAFFIC SIGNS MANUAL AND DOUBLE YELLOW LINES MARKED IN LINE DRAWN

Newtown Villas CHK PROPOSED BASEMENT CAR PARK ACCESS APP

Registered in Ireland No. 491679 Web: www.nrb.ie Email: [email protected] Phone/Fax: +353 1 292 1941 Dublin 14 Dundrum Dundrum Road 1st Floor, Apollo Building NRB Consulting Engineers Ltd

STOP NO ENTRY NO

PAVING ROUTE c/w APPROPRIATE DROPPED KERBS AND TACTILE PROPOSED 75mm RAISED PLATFORM ACROSS PEDESTRIAN Maretimo Terrace Maretimo Title Project Client NO ENTRY MARKINGS TO BE PROVIDED IN LINE WITH THE TRAFFIC SIGNS MANUAL NRB Consulting Engineers Ltd accept no responsibility for any unauthorised amendments to IN ACCORDANCE WITH DMURS TO BE KEPT CLEAR OF 2.4x33m SIGHTLINE FOR 40kph AS PER SPEED SURVEY OBSTRUCTIONS this drawing. Only figured dimensions to be worked to. General Arrangement Proposed Site Blackrock Europa PROPOSED DEVELOPMENT PROPOSED LOADING BAY TO FACILITATE REFUSE COLLECTION AND/OR DELIVERIES TO THE

Newtown Avenue Purpose of Issue Drawn Date Project No. PB 18-Nov-20 Checked 19-079 As Built Draft Scale @ A3 Drawing No. Approved Information 1:500 Tender NRB-TA-001 Construction Approval Rev A REV Legal & Land searches by the Client. NRB Consulting Engineers Ltd recommend that Road and land ownership boundaries are verified through Consulting Engineers Ltd shall not be liable for any inaccuracies or deficiencies. This drawing is based upon Architects 1908_101_001_Ground Floor Plan, received 07/05/20. NRB ELECTRIC CAR CHARGING. NOTE: ALL PARKING SPACES WITHIN THE BASEMENT TO BE DUCTED FOR POSSIBLE FUTURE DATE AMENDMENTS

BASEMENT PROPOSED SEPARATE DEDICATED CYCLIST ONLY RAMP AT 1:14 TO/FROM

I H DRAWN 3 PROPOSED BASEMENT CAR PARK ACCESS

G 9 F

CHK E

7 D

6 1 APP

6 C

8 B

Dublin 18 Leopardstown Ballyogan Avenue 8 Leopardstown Business Centre NRB Consulting Engineers Ltd Registered in Ireland No. 491679 Web: www.nrb.ie Email: [email protected] Phone/Fax: +353 1 292 1941 8

A 2

6.535 8

1 I

F1 3

E 1100L DMR 1100L

DMR 1100L

1100L

MNR DMR D

1100L 1100L MNR

1100L

M DMR

MNR

DMR

1100L

MNR

DMR

1100L

MNR R 1100L

L MNR

1100L

MNR B

1100L

MNR

N 6

Title Project Client

8 5

NRB Consulting Engineers Ltd accept no responsibility for any unauthorised amendments to 11

BICYCLE PARKING

2 6

DMR 1100L 1100L MNR 1100L

MNR PROPOSED BIN STORE BLUE

VEHICLE CHARGING

DMR 8 1100L this drawing. Only figured dimensions to be worked to.

SPACES INDICATE ELECTRIC

12 7 General Arrangement

Proposed Basement

6 8 CAR SHARING SPACES GREEN Blackrock Europa BINS TO BE BROUGHT GROUND FLOOR FOR COLLECTION TEMPORARY SET DOWN AREA FOR WASTE COLLECTION. IMPAIRED USER SPACES

ORANGE 8 SPACES INDICATE 'GO-CAR' PROPOSED BIN STORE

5 9

S R SPACES INDICATE MOBILITY

7 Q

BICYCLE PARKING P

6 O

N M

L K Purpose of Issue Drawn Date Project No. PB 17-Nov-20 Checked 19-079 As Built Draft Scale @ A3 Drawing No. Approved Information 1:500 Tender NRB-TA-002 Construction Approval Rev A

APPENDIX B

Raw Traffic Survey Data

TA - Blackrock Apartments 19-079/ER Nov 2020

Site Location s

Movement Numbering

Job number: Job Date : Drawing No: th TRA/19/163 12 September 2019 TRA/19/163-02 Client: Job D ay : PAGE; - NRB Thursday 1 of 7

TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNTS SEPTEMBER 2019 MANUAL CLASSIFIED JUNCTION TURNING COUNTS TRA/19/163

SITE: 01 DATE: 12th September 2019

LOCATION: Main Street/Craysfort Avenue/Temple Road/Newtown Avenue DAY: Thursday

MOVEMENT 1 MOVEMENT 2

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

07:30 1 0 10 1 0 3 15 17 0 0 10 1 0 2 13 15

07:45 0 0 13 0 0 1 14 15 0 0 10 1 0 2 13 15

08:00 0 1 11 0 0 4 16 19 0 0 15 2 0 1 18 19

08:15 1 0 14 0 1 0 16 16 0 0 20 0 0 1 21 22

H/TOT 2 1 48 1 1 8 61 68 0 0 55 4 0 6 65 71

08:30 2 0 14 1 0 2 19 19 0 1 20 0 2 3 26 30

08:45 2 0 12 2 0 1 17 16 2 0 11 1 3 1 18 20

09:00 1 1 13 1 0 0 16 15 0 0 27 1 2 2 32 36

09:15 1 0 16 1 1 3 22 25 0 0 16 0 0 2 18 20

H/TOT 6 1 55 5 1 6 74 76 2 1 74 2 7 8 94 107

P/TOT 8 2 103 6 2 14 135 143 2 1 129 6 7 14 159 178

MOVEMENT 1 MOVEMENT 2

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

16:30 2 0 18 1 0 1 22 21 1 0 19 1 0 0 21 20

16:45 2 0 20 0 1 1 24 24 0 0 18 1 0 3 22 25

17:00 2 0 12 2 0 1 17 16 0 0 22 0 1 1 24 26

17:15 1 0 20 1 0 2 24 25 0 0 15 1 0 2 18 20

H/TOT 7 0 70 4 1 5 87 87 1 0 74 3 1 6 85 91

17:30 3 0 18 1 0 1 23 22 0 0 26 0 0 2 28 30

17:45 2 0 21 0 0 0 23 21 1 0 30 0 0 1 32 32

18:00 2 0 19 0 0 1 22 21 1 1 22 1 0 2 27 28

18:15 3 0 21 0 0 1 25 24 0 0 16 0 0 1 17 18

H/TOT 10 0 79 1 0 3 93 88 2 1 94 1 0 6 104 108

P/TOT 17 0 149 5 1 8 180 175 3 1 168 4 1 12 189 199 Page 2 of 7

Traffinomics Limited for TRA~19~163 Junction Turning Counts.xls~Site 1 NRB Consulting Engineers TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNTS SEPTEMBER 2019 MANUAL CLASSIFIED JUNCTION TURNING COUNTS TRA/19/163

SITE: 01 DATE: 12th September 2019

LOCATION: Main Street/Craysfort Avenue/Temple Road/Newtown Avenue DAY: Thursday

MOVEMENT 3 MOVEMENT 4

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

07:30 1 0 8 1 0 1 11 11 2 0 6 0 0 0 8 6

07:45 1 0 17 1 0 0 19 18 0 0 7 0 0 0 7 7

08:00 0 0 20 1 0 0 21 21 2 0 4 1 1 0 8 7

08:15 4 0 15 0 0 0 19 16 1 0 5 2 0 0 8 7

H/TOT 6 0 60 3 0 1 70 66 5 0 22 3 1 0 31 28

08:30 2 0 8 1 2 1 14 15 0 0 5 1 0 0 6 6

08:45 0 0 20 1 0 0 21 21 1 0 4 0 0 0 5 4

09:00 1 0 11 3 1 0 16 16 0 0 2 0 0 0 2 2

09:15 0 1 9 5 0 1 16 16 0 0 2 1 0 1 4 5

H/TOT 3 1 48 10 3 2 67 69 1 0 13 2 0 1 17 17

P/TOT 9 1 108 13 3 3 137 135 6 0 35 5 1 1 48 45

MOVEMENT 3 MOVEMENT 4

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

16:30 0 0 16 0 0 0 16 16 0 0 3 0 0 0 3 3

16:45 0 1 5 0 0 0 6 5 0 0 6 1 0 0 7 7

17:00 0 0 12 0 0 0 12 12 0 0 7 0 0 0 7 7

17:15 0 0 17 0 0 0 17 17 0 0 5 0 0 0 5 5

H/TOT 0 1 50 0 0 0 51 50 0 0 21 1 0 0 22 22

17:30 0 0 7 0 0 1 8 9 1 0 11 0 0 0 12 11

17:45 0 0 13 1 0 0 14 14 0 0 16 0 0 0 16 16

18:00 1 0 10 1 0 0 12 11 0 0 3 1 0 0 4 4

18:15 0 0 8 1 0 1 10 11 0 0 3 0 0 0 3 3

H/TOT 1 0 38 3 0 2 44 45 1 0 33 1 0 0 35 34

P/TOT 1 1 88 3 0 2 95 96 1 0 54 2 0 0 57 56 Page 3 of 7

Traffinomics Limited for TRA~19~163 Junction Turning Counts.xls~Site 1 NRB Consulting Engineers TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNTS SEPTEMBER 2019 MANUAL CLASSIFIED JUNCTION TURNING COUNTS TRA/19/163

SITE: 01 DATE: 12th September 2019

LOCATION: Main Street/Craysfort Avenue/Temple Road/Newtown Avenue DAY: Thursday

MOVEMENT 5 MOVEMENT 6

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

07:30 0 0 0 0 0 1 1 2 0 0 18 2 0 2 22 24

07:45 0 0 7 2 1 0 10 11 0 0 22 0 2 0 24 26

08:00 0 0 5 0 0 1 6 7 1 0 15 2 0 0 18 17

08:15 0 0 5 1 0 0 6 6 2 0 12 1 0 0 15 13

H/TOT 0 0 17 3 1 2 23 26 3 0 67 5 2 2 79 81

08:30 0 0 8 0 1 1 10 12 0 0 10 1 0 1 12 13

08:45 0 0 5 1 1 1 8 10 1 1 17 0 0 0 19 18

09:00 0 0 7 0 0 1 8 9 0 0 17 1 0 0 18 18

09:15 3 0 6 0 0 0 9 7 1 0 19 2 1 0 23 23

H/TOT 3 0 26 1 2 3 35 38 2 1 63 4 1 1 72 72

P/TOT 3 0 43 4 3 5 58 64 5 1 130 9 3 3 151 152

MOVEMENT 5 MOVEMENT 6

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

16:30 2 0 7 0 0 0 9 7 0 0 11 0 0 0 11 11

16:45 0 0 6 1 0 0 7 7 1 0 10 1 0 0 12 11

17:00 3 0 8 0 1 1 13 13 2 0 15 0 0 0 17 15

17:15 1 0 4 0 0 1 6 6 1 0 10 0 0 1 12 12

H/TOT 6 0 25 1 1 2 35 33 4 0 46 1 0 1 52 50

17:30 0 0 8 0 0 0 8 8 2 1 10 0 0 0 13 11

17:45 1 0 7 0 0 0 8 7 0 0 8 0 0 0 8 8

18:00 0 0 3 0 0 2 5 7 0 0 14 2 0 0 16 16

18:15 0 0 4 0 0 0 4 4 1 0 10 0 0 0 11 10

H/TOT 1 0 22 0 0 2 25 26 3 1 42 2 0 0 48 45

P/TOT 7 0 47 1 1 4 60 59 7 1 88 3 0 1 100 95 Page 4 of 7

Traffinomics Limited for TRA~19~163 Junction Turning Counts.xls~Site 1 NRB Consulting Engineers TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNTS SEPTEMBER 2019 MANUAL CLASSIFIED JUNCTION TURNING COUNTS TRA/19/163

SITE: 01 DATE: 12th September 2019

LOCATION: Main Street/Craysfort Avenue/Temple Road/Newtown Avenue DAY: Thursday

MOVEMENT 7 MOVEMENT 8 MOVEMENT 9

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

07:30 0 0 1 0 0 0 1 1 1 0 13 1 0 1 16 16 1 2 50 3 0 0 56 54

07:45 0 0 4 2 0 0 6 6 0 0 33 3 0 0 36 36 6 2 40 3 0 0 51 45

08:00 0 0 9 1 0 0 10 10 4 0 22 0 0 2 28 27 2 1 48 2 0 0 53 51

08:15 0 0 9 0 0 0 9 9 1 1 21 1 0 0 24 23 0 3 38 0 1 0 42 41

H/TOT 0 0 23 3 0 0 26 26 6 1 89 5 0 3 104 102 9 8 176 8 1 0 202 191

08:30 0 0 10 1 0 0 11 11 0 1 21 0 1 0 23 23 6 0 30 0 0 0 36 31

08:45 1 0 11 0 0 0 12 11 1 0 13 0 0 1 15 15 1 0 27 1 1 0 30 30

09:00 0 0 18 0 0 0 18 18 0 0 18 2 0 1 21 22 2 0 22 0 0 0 24 22

09:15 0 0 6 0 0 0 6 6 0 0 11 0 0 0 11 11 2 0 14 3 0 0 19 17

H/TOT 1 0 45 1 0 0 47 46 1 1 63 2 1 2 70 72 11 0 93 4 1 0 109 101

P/TOT 1 0 68 4 0 0 73 72 7 2 152 7 1 5 174 173 20 8 269 12 2 0 311 292

MOVEMENT 7 MOVEMENT 8 MOVEMENT 9

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

16:30 0 0 8 0 0 0 8 8 0 0 13 1 0 1 15 16 4 0 10 0 0 0 14 11

16:45 0 1 8 1 0 0 10 9 0 0 10 0 0 0 10 10 0 0 14 0 0 0 14 14

17:00 0 0 7 0 0 0 7 7 1 0 5 0 0 0 6 5 0 0 11 1 0 0 12 12

17:15 0 1 7 1 0 0 9 8 2 0 8 0 0 2 12 12 2 0 8 1 0 0 11 9

H/TOT 0 2 30 2 0 0 34 33 3 0 36 1 0 3 43 44 6 0 43 2 0 0 51 46

17:30 0 0 10 1 0 0 11 11 0 0 9 1 0 1 11 12 2 0 14 2 0 0 18 16

17:45 0 1 5 2 0 0 8 7 0 0 11 0 0 0 11 11 5 0 12 0 0 0 17 13

18:00 0 0 9 0 0 0 9 9 1 0 10 0 0 1 12 12 0 0 15 0 0 0 15 15

18:15 0 1 8 0 0 0 9 8 2 0 5 0 0 0 7 5 0 0 9 2 0 0 11 11

H/TOT 0 2 32 3 0 0 37 36 3 0 35 1 0 2 41 41 7 0 50 4 0 0 61 55

P/TOT 0 4 62 5 0 0 71 69 6 0 71 2 0 5 84 84 13 0 93 6 0 0 112 102 Page 5 of 7

Traffinomics Limited for TRA~19~163 Junction Turning Counts.xls~Site 1 NRB Consulting Engineers TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNTS SEPTEMBER 2019 MANUAL CLASSIFIED JUNCTION TURNING COUNTS TRA/19/163

SITE: 02 DATE: 12th September 2019

LOCATION: Maretimo Terrace/Newtown Avenue/Seapoint Avenue DAY: Thursday

MOVEMENT 1 MOVEMENT 2 MOVEMENT 3

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

07:30 2 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 7 0 0 0 7 7

07:45 3 0 0 0 0 0 3 1 0 0 0 0 0 0 0 0 3 0 13 1 0 0 17 15

08:00 3 0 0 0 0 0 3 1 0 0 0 0 0 0 0 0 2 0 10 2 1 2 17 18

08:15 2 0 0 0 0 0 2 0 1 0 0 0 0 0 1 0 3 0 11 4 1 0 19 18

H/TOT 10 0 0 0 0 0 10 2 1 0 0 0 0 0 1 0 8 0 41 7 2 2 60 58

08:30 3 0 0 0 0 0 3 1 1 0 0 0 0 0 1 0 0 1 11 2 1 1 16 17

08:45 7 0 0 0 0 0 7 1 1 0 0 0 0 0 1 0 0 0 13 2 0 0 15 15

09:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 23 1 0 1 25 26

09:15 3 0 0 0 0 0 3 1 1 0 0 0 0 0 1 0 0 0 20 2 0 0 22 22

H/TOT 13 0 0 0 0 0 13 3 3 0 0 0 0 0 3 1 0 1 67 7 1 2 78 80

P/TOT 23 0 0 0 0 0 23 5 4 0 0 0 0 0 4 1 8 1 108 14 3 4 138 138

MOVEMENT 1 MOVEMENT 2 MOVEMENT 3

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

16:30 7 0 0 0 0 0 7 1 3 0 0 0 0 0 3 1 0 0 17 0 0 1 18 19

16:45 5 0 0 0 0 0 5 1 1 0 0 0 0 0 1 0 1 0 14 0 0 0 15 14

17:00 12 0 0 0 0 0 12 2 2 0 0 0 0 0 2 0 0 1 8 0 0 0 9 8

17:15 12 0 0 0 0 0 12 2 1 0 0 0 0 0 1 0 0 0 21 1 0 1 23 24

H/TOT 36 0 0 0 0 0 36 7 7 0 0 0 0 0 7 1 1 1 60 1 0 2 65 66

17:30 11 0 0 0 0 0 11 2 3 0 0 0 0 0 3 1 0 1 11 1 0 1 14 14

17:45 22 0 0 0 0 0 22 4 2 0 0 0 0 0 2 0 0 0 21 0 0 1 22 23

18:00 25 0 0 0 0 0 25 5 6 0 0 0 0 0 6 1 0 0 9 0 0 0 9 9

18:15 25 0 0 0 0 0 25 5 3 0 0 0 0 0 3 1 1 0 15 0 0 0 16 15

H/TOT 83 0 0 0 0 0 83 17 14 0 0 0 0 0 14 3 1 1 56 1 0 2 61 62

P/TOT 119 0 0 0 0 0 119 24 21 0 0 0 0 0 21 4 2 2 116 2 0 4 126 127 Page 6 of 7

Traffinomics Limited for TRA~19~163 Junction Turning Counts.xls~Site 2 NRB Consulting Engineers TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNTS SEPTEMBER 2019 MANUAL CLASSIFIED JUNCTION TURNING COUNTS TRA/19/163

SITE: 02 DATE: 12th September 2019

LOCATION: Maretimo Terrace/Newtown Avenue/Seapoint Avenue DAY: Thursday

MOVEMENT 4 MOVEMENT 5 MOVEMENT 6

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

07:30 4 0 53 6 2 0 65 64 6 1 55 0 0 0 62 57 10 2 78 6 0 0 96 87

07:45 4 3 62 15 0 1 85 81 7 0 51 1 0 0 59 53 16 2 82 1 0 0 101 87

08:00 4 0 91 3 1 0 99 97 3 1 50 5 1 1 61 60 21 1 73 4 0 0 99 82

08:15 3 2 87 3 2 3 100 101 7 1 51 3 0 0 62 56 24 3 75 0 0 0 102 81

H/TOT 15 5 293 27 5 4 349 343 23 3 207 9 1 1 244 226 71 8 308 11 0 0 398 336

08:30 12 1 95 5 2 1 116 109 8 4 92 3 1 0 108 100 24 1 55 0 0 0 80 60

08:45 4 2 97 12 0 0 115 111 7 2 45 2 0 1 57 51 19 0 46 2 0 0 67 52

09:00 7 1 118 7 2 0 135 131 9 2 63 5 1 1 81 75 9 0 24 1 0 0 34 27

09:15 3 2 89 12 0 1 107 104 6 1 68 5 0 2 82 79 11 0 31 2 0 0 44 35

H/TOT 26 6 399 36 4 2 473 455 30 9 268 15 2 4 328 305 63 1 156 5 0 0 225 174

P/TOT 41 11 692 63 9 6 822 798 53 12 475 24 3 5 572 530 134 9 464 16 0 0 623 510

MOVEMENT 4 MOVEMENT 5 MOVEMENT 6

TIME PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU PCL MCL CAR LGV HGV BUS TOT PCU

16:30 6 0 107 6 0 1 120 116 3 0 58 7 0 0 68 66 3 0 11 2 0 0 16 14

16:45 4 4 91 5 0 0 104 98 4 1 74 5 1 0 85 82 1 0 13 0 1 0 15 15

17:00 5 2 93 5 1 0 106 102 2 0 79 4 0 0 85 83 5 0 6 1 0 0 12 8

17:15 7 3 81 5 0 0 96 89 6 0 69 5 1 0 81 77 2 0 15 1 0 0 18 16

H/TOT 22 9 372 21 1 1 426 405 15 1 280 21 2 0 319 308 11 0 45 4 1 0 61 53

17:30 10 6 106 3 0 0 125 113 2 5 68 3 0 0 78 73 1 0 11 4 0 0 16 15

17:45 10 4 111 1 0 0 126 116 11 0 71 8 0 0 90 81 6 0 18 1 0 0 25 20

18:00 12 3 96 4 0 1 116 106 6 1 77 5 0 0 89 84 1 0 12 0 0 0 13 12

18:15 11 4 104 1 1 0 121 111 3 0 67 3 0 1 74 73 4 0 5 2 1 0 12 10

H/TOT 43 17 417 9 1 1 488 445 22 6 283 19 0 1 331 311 12 0 46 7 1 0 66 57

P/TOT 65 26 789 30 2 2 914 850 37 7 563 40 2 1 650 619 23 0 91 11 2 0 127 111 Page 7 of 7

Traffinomics Limited for TRA~19~163 Junction Turning Counts.xls~Site 2 NRB Consulting Engineers TRAFFINOMICS LIMITED TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNT/SPEED SURVEY AUGUST 2019 AUTOMATIC TRAFFIC COUNT TRA/19/163 SITE 01 SITE 01 NORTHBOUND SOUTHBOUND

Profile: Filter time: 07:00 1st August 2019 => 19:00 1st August 2019 Vehicles = 1378 Speed range: 0 - 200 km/h. Maximum = 62.5 km/h, Minimum = 10.6 km/h, Mean = 31.1 km/h Separation: Greater than 4.00 seconds. - (Headway) 85% Speed = 37.62 km/h, 95% Speed = 40.41 km/h, Median = 31.77 km/h Units: Metric (meter, kilometer, m/s, km/h, kg, tonne) 20 km/h Pace = 20 - 40, Number in Pace = 1210 (87.81%) Variance = 43.95, Standard Deviation = 6.63 km/h

Speed Bins:

Speed Bin KPH No. % Total Vehicles (Per Speed Bin) 00-10 0 0.0 10-20 94 6.8 20-30 432 31.3 30-40 767 55.7 900

40-50 84 6.1 800 50-60 0 0.0 700 60-70 1 0.1 70-80 0 0.0 600 80-90 0 0.0 500

90-100 0 0.0 400

100-110 0 0.0 300 110-120 0 0.0 200 120-130 0 0.0 130-140 0 0.0 100 140-150 0 0.0 0 150-160 0 0.0 160-170 0 0.0 170-180 0 0.0

Abacus Transportation Surveys Ltd for TRA~19~163 1. Europa Thursday 1 NRB Consulting Engineers TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNT/SPEED SURVEY AUGUST 2019 AUTOMATIC TRAFFIC COUNT TRA/19/163 SITE 01 SOUTHBOUND

Profile: Filter time: 07:00 1st August 2019 => 19:00 1st August 2019 Vehicles = 6 Speed range: 0 - 200 km/h. 85% Speed = Insufficient Information Separation: Greater than 4.00 seconds. - (Headway) Units: Metric (meter, kilometer, m/s, km/h, kg, tonne)

Speed Bins:

Speed Bin KPH No. % Total Vehicles (Per Speed Bin) 00-10 0 0.0 10-20 2 33.3 20-30 4 66.7 30-40 0 0.0 4.5

40-50 0 0.0 4 50-60 0 0.0 3.5 60-70 0 0.0 3 70-80 0 0.0 80-90 0 0.0 2.5 90-100 0 0.0 2

100-110 0 0.0 1.5 110-120 0 0.0 1 120-130 0 0.0 0.5 130-140 0 0.0 140-150 0 0.0 0 150-160 0 0.0 160-170 0 0.0 170-180 0 0.0

Abacus Transportation Surveys Ltd for TRA~19~163 1. Europa Thursday 2 NRB Consulting Engineers TRAFFINOMICS LIMITED TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNT/SPEED SURVEY AUGUST 2019 AUTOMATIC TRAFFIC COUNT TRA/19/163 SITE 01 SITE 01 NORTHBOUND SOUTHBOUND

Profile: Filter time: 07:00 2nd August 2019 => 19:00 2nd August 2019 Vehicles = 1440 Speed range: 0 - 200 km/h. Maximum = 50.0 km/h, Minimum = 7.0 km/h, Mean = 30.4 km/h Separation: Greater than 4.00 seconds. - (Headway) 85% Speed = 37.35 km/h, 95% Speed = 40.67 km/h, Median = 31.41 km/h Units: Metric (meter, kilometer, m/s, km/h, kg, tonne) 20 km/h Pace = 22 - 42, Number in Pace = 1209 (83.96%) Variance = 49.81, Standard Deviation = 7.06 km/h

Speed Bins:

Speed Bin KPH No. % Total Vehicles (Per Speed Bin) 00-10 2 0.1 10-20 146 10.1 20-30 448 31.1 30-40 753 52.3 30900

40-50 90 6.3 800 50-60 1 0.1 25 700 60-70 0 0.0 70-80 0 0.0 20600 80-90 0 0.0 500 15 90-100 0 0.0 400

100-110 0 0.0 10300 110-120 0 0.0 200 120-130 0 0.0 5 130-140 0 0.0 100 140-150 0 0.0 0 0 150-160 0 0.0 160-170 0 0.0 170-180 0 0.0

Abacus Transportation Surveys Ltd for TRA~19~163 2. Europa Friday 1 NRB Consulting Engineers TRAFFINOMICS LIMITED

MARETIMO TERRACE TRAFFIC COUNT/SPEED SURVEY AUGUST 2019 AUTOMATIC TRAFFIC COUNT TRA/19/163 SITE 01 SOUTHBOUND

Profile: Filter time: 07:00 2nd August 2019 => 19:00 2nd August 2019 Vehicles = 5 Speed range: 0 - 200 km/h. 85% Speed = Insufficient Information Separation: Greater than 4.00 seconds. - (Headway) Units: Metric (meter, kilometer, m/s, km/h, kg, tonne)

Speed Bins:

Speed Bin KPH No. % Total Vehicles (Per Speed Bin) 00-10 0 0.0 10-20 1 20.0 20-30 4 80.0 30-40 0 0.0 354.5

40-50 0 0.0 4 30 50-60 0 0.0 3.5 60-70 0 0.0 25 70-80 0 0.0 3 20 80-90 0 0.0 2.5

90-100 0 0.0 152

100-110 0 0.0 1.5 110-120 0 0.0 10 1 120-130 0 0.0 5 130-140 0 0.0 0.5 140-150 0 0.0 00 150-160 0 0.0 160-170 0 0.0 170-180 0 0.0

Abacus Transportation Surveys Ltd for TRA~19~163 2. Europa Friday 2 NRB Consulting Engineers

APPENDIX C

TRICS Trip Generation Output

TA - Blackrock Apartments 19-079/ER Nov 2020

TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 26/03/20 Page 1 NRB Consulting Engineers Ltd 8 Leopardstown Business Centre, Ballyogan Avenue Dublin 18 Licence No: 160301

Calculation Reference: AUDIT-160301-200326-0324 TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIAL Category : C - FLATS PRIVATELY OWNED VEHICLES

Selected regions and areas: 02 SOUTH EAST BD BEDFORDSHIRE 3 days ES EAST SUSSEX 1 days EX ESSEX 2 days HC HAMPSHIRE 1 days 03 SOUTH WEST DC DORSET 1 days DV DEVON 1 days 04 EAST ANGLIA CA CAMBRIDGESHIRE 2 days NF NORFOLK 1 days SF SUFFOLK 2 days 05 EAST MIDLANDS NT NOTTINGHAMSHIRE 2 days 06 WEST MIDLANDS WM WEST MIDLANDS 1 days 07 YORKSHIRE & NORTH LINCOLNSHIRE RI EAST RIDING OF YORKSHIRE 1 days 08 NORTH WEST GM GREATER MANCHESTER 2 days MS MERSEYSIDE 2 days 09 NORTH CB CUMBRIA 3 days TV TEES VALLEY 1 days 10 WALES CO CONWY 1 days DB DENBIGHSHIRE 1 days 11 SCOTLAND EB CITY OF EDINBURGH 1 days SA SOUTH AYRSHIRE 1 days SR STIRLING 2 days 12 CONNAUGHT GA GALWAY 1 days 13 MUNSTER WA WATERFORD 1 days 14 LEINSTER LU LOUTH 3 days 15 GREATER DUBLIN DL DUBLIN 8 days 16 ULSTER (REPUBLIC OF IRELAND) MG MONAGHAN 1 days 17 ULSTER (NORTHERN IRELAND) AN ANTRIM 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 26/03/20 Page 2 NRB Consulting Engineers Ltd 8 Leopardstown Business Centre, Ballyogan Avenue Dublin 18 Licence No: 160301

TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNED VEHICLES Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 47 69 0.043 47 69 0.167 47 69 0.210 08:00 - 09:00 47 69 0.052 47 69 0.203 47 69 0.255 09:00 - 10:00 47 69 0.066 47 69 0.096 47 69 0.162 10:00 - 11:00 47 69 0.054 47 69 0.073 47 69 0.127 11:00 - 12:00 47 69 0.063 47 69 0.071 47 69 0.134 12:00 - 13:00 47 69 0.086 47 69 0.082 47 69 0.168 13:00 - 14:00 47 69 0.076 47 69 0.083 47 69 0.159 14:00 - 15:00 47 69 0.075 47 69 0.078 47 69 0.153 15:00 - 16:00 47 69 0.100 47 69 0.066 47 69 0.166 16:00 - 17:00 47 69 0.125 47 69 0.073 47 69 0.198 17:00 - 18:00 47 69 0.188 47 69 0.077 47 69 0.265 18:00 - 19:00 47 69 0.164 47 69 0.083 47 69 0.247 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 1.092 1.152 2.244

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown just above the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivals plus departures). Within each of these main columns are three sub-columns. These display the number of survey days where count data is included (per time period), the average value of the selected trip rate calculation parameter (per time period), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the foot of the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey days that have count data available for the stated time period. The average (mean) number of arrivals, departures or totals (whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the stated time period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the stated calculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Trip rates are then rounded to 3 decimal places.

The survey data, graphs and all associated supporting information, contained within the TRICS Database are published by TRICS Consortium Limited ("the Company") and the Company claims copyright and database rights in this published work. The Company authorises those who possess a current TRICS licence to access the TRICS Database and copy the data contained within the TRICS Database for the licence holders' use only. Any resulting copy must retain all copyrights and other proprietary notices, and any disclaimer contained thereon.

The Company accepts no responsibility for loss which may arise from reliance on data contained in the TRICS Database. [No warranty of any kind, express or implied, is made as to the data contained in the TRICS Database.]

Parameter summary

Trip rate parameter range selected: 6 - 340 (units: ) Survey date date range: 01/01/11 - 13/11/18 Number of weekdays (Monday-Friday): 47 Number of Saturdays: 0 Number of Sundays: 0 Surveys automatically removed from selection: 1 Surveys manually removed from selection: 0

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip rate calculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximum survey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set of surveys are show. Finally, the number of survey days that have been manually removed from the selected set outside of the standard filtering procedure are displayed. TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 26/03/20 Page 3 NRB Consulting Engineers Ltd 8 Leopardstown Business Centre, Ballyogan Avenue Dublin 18 Licence No: 160301

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 26/03/20 Page 4 NRB Consulting Engineers Ltd 8 Leopardstown Business Centre, Ballyogan Avenue Dublin 18 Licence No: 160301

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 26/03/20 Page 5 NRB Consulting Engineers Ltd 8 Leopardstown Business Centre, Ballyogan Avenue Dublin 18 Licence No: 160301

TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNED CYCLISTS Calculation factor: 1 DWELLS BOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALS No. Ave. Trip No. Ave. Trip No. Ave. Trip Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate 00:00 - 01:00 01:00 - 02:00 02:00 - 03:00 03:00 - 04:00 04:00 - 05:00 05:00 - 06:00 06:00 - 07:00 07:00 - 08:00 47 69 0.002 47 69 0.013 47 69 0.015 08:00 - 09:00 47 69 0.003 47 69 0.018 47 69 0.021 09:00 - 10:00 47 69 0.003 47 69 0.005 47 69 0.008 10:00 - 11:00 47 69 0.002 47 69 0.004 47 69 0.006 11:00 - 12:00 47 69 0.004 47 69 0.004 47 69 0.008 12:00 - 13:00 47 69 0.004 47 69 0.003 47 69 0.007 13:00 - 14:00 47 69 0.003 47 69 0.002 47 69 0.005 14:00 - 15:00 47 69 0.004 47 69 0.002 47 69 0.006 15:00 - 16:00 47 69 0.007 47 69 0.004 47 69 0.011 16:00 - 17:00 47 69 0.007 47 69 0.002 47 69 0.009 17:00 - 18:00 47 69 0.011 47 69 0.004 47 69 0.015 18:00 - 19:00 47 69 0.006 47 69 0.002 47 69 0.008 19:00 - 20:00 20:00 - 21:00 21:00 - 22:00 22:00 - 23:00 23:00 - 24:00 Total Rates: 0.056 0.063 0.119

This graph is a visual representation of the trip rate calculation results screen. The same time periods and trip rates are displayed, but in addition there is an additional column showing the percentage of the total trip rate by individual time period, allowing peak periods to be easily identified through observation. Note that the type of count and the selected direction is shown at the top of the graph. TRICS 7.6.4 141219 B19.28 Database right of TRICS Consortium Limited, 2019. All rights reserved Thursday 26/03/20 Page 7 NRB Consulting Engineers Ltd 8 Leopardstown Business Centre, Ballyogan Avenue Dublin 18 Licence No: 160301

APPENDIX D

Traffic Surveys, Trip Distribution & Network Traffic Flow Projections & Diagrams

TA - Blackrock Apartments 19-079/ER Nov 2020

Main St Main St

73 92 52 108

25 71 39 85 61 88 153 46 41 51

Carysfort Ave Carysfort 35 41 Ave Carysfort 34 34 Temple Rd Temple Rd SITE SITE

Cyclists Cyclists

1 3 2 11

68 418 275 70 419 60

267 Ave Seapoint 315 Ave Seapoint Newtown Ave Newtown Ave

AM PEAK HR 8-9am PM PEAK HR 5-6pm

Existing 2019 Weekday Peak Hour Traffic Volumes As Surveyed (PCUs) - WITHOUT FURTHER DEVELOPMENT.

TII PE-PAG-02017 Project Appraisal Guidelines for National Roads Unit 5.3 (Travel 2019 to 2022 = 1.015 Demand Projections October 2016, Table 5.3.2: Link-Based Growth Rates: Annual Growth Factors) DLRCC 2022 to 2037 = 1.077

Main St 1.015 Main St 649 PCUs Total 497 PCUs Total 74 93 Junction Flow Here 53 110 Junction Flow Here

25 72 40 86 62 89 155 47 42 52

Carysfort Ave Carysfort 36 42 Ave Carysfort 35 35 Temple Rd Temple Rd SITE SITE

Cyclists Cyclists 1043 PCUs Total 877 PCUs Total Junction Flow Here 1 3 Junction Flow Here 2 11

69 424 279 71 425 61

271 Ave Seapoint 320 Ave Seapoint Newtown Ave Newtown Ave

AM PEAK HR 8-9am PM PEAK HR 5-6pm

Selected Opening Year 2022 Weekday Peak Hour Traffic Volumes As Projected (PCUs) - WITHOUT FURTHER DEVELOPMENT.

1 of 3 19-079 Blackrock Apts NRB Consulting Engineers Ltd TA Calcs Main St 1.077 Main St

80 101 57 118

27 78 43 93 67 96 167 50 45 56

Carysfort Ave Carysfort 38 45 Ave Carysfort 37 37 Temple Rd Temple Rd SITE SITE

Cyclists Cyclists

1 3 2 12

74 457 301 77 458 66

292 Ave Seapoint 344 Ave Seapoint Newtown Ave Newtown Ave

AM PEAK HR 8-9am PM PEAK HR 5-6pm

Projected Weekday Peak Hour Traffic Volumes DESIGN YEAR 2037 (OPENING +15) - WITHOUT FURTHER DEVELOPMENT.

TRICS ASSESSMENT OF WORST-CASE TRAFFIC GENERATED 101 Aparts Car Arrivals Car Departures Total 2-Way Apartment Trip Rates as Network Period Per Unit Total Per Unit Total Traffic Extracted from TRICS Output AM Peak Hr 8-9am 0.052 5 0.203 21 26 Data in Appendix C PM Peak Hr 5-6pm 0.188 20 0.077 8 28

Main St Main St 21 PCUs Total New 8 PCUs Total New 0 0 Traffic Flow Thru Junc 0 0 Traffic Flow Thru Junc

0 0 0 0 0 6 11 0 2 4

Carysfort Ave Carysfort 0 4 21 Ave Carysfort 0 1 8 Temple Rd 0 Temple Rd 0 SITE SITE 5 20 5 PCU Arrivals 20 PCU Arrivals

21 PCU Departures Cyclists 8 PCU Departures Cyclists

5 PCUs Total New 0 0 20 PCUs Total New 0 0 Traffic Flow Thru Junc Traffic Flow Thru Junc

3 0 2 10 0 10

0 Ave Seapoint 0 Ave Seapoint Newtown Ave Newtown Ave

AM PEAK HR 8-9am PM PEAK HR 5-6pm

Assignment of Development Traffic to Road Network, Based on TRICS.

2 of 3 19-079 Blackrock Apts NRB Consulting Engineers Ltd TA Calcs Main St Main St 3.3 % Increased 1.6 % Increased 74 93 Traffic Flow Thru Junc 53 110 Traffic Flow Thru Junc

25 72 40 86 62 96 166 47 44 56

Carysfort Ave Carysfort 36 45 21 Ave Carysfort 35 36 8 Temple Rd 348 Temple Rd 132 SITE SITE 5 20

Cyclists Cyclists

0.4 % Increased 1 3 2.2 % Increased 2 11 Traffic Flow Thru Junc Traffic Flow Thru Junc

72 424 281 81 425 71

271 Ave Seapoint 320 Ave Seapoint Newtown Ave Newtown Ave

AM PEAK HR 8-9am PM PEAK HR 5-6pm

Selected Opening Year 2022 Weekday Peak Hour Traffic Volumes As Projected (PCUs) - WITH PROPOSED APARTMENT DEVELOPMENT.

Main St Main St

80 101 57 118

27 78 43 93 67 103 178 50 47 60

Carysfort Ave Carysfort 38 48 21 Ave Carysfort 37 39 8 Temple Rd 374 Temple Rd 142 SITE SITE 5 20

Cyclists Cyclists

1 3 2 12

77 457 303 86 458 75

292 Ave Seapoint 344 Ave Seapoint Newtown Ave Newtown Ave

AM PEAK HR 8-9am PM PEAK HR 5-6pm

Selected Design Year 2037 Weekday Peak Hour Traffic Volumes As Projected (PCUs) - WITH PROPOSED APARTMENT DEVELOPMENT.

3 of 3 19-079 Blackrock Apts NRB Consulting Engineers Ltd TA Calcs

APPENDIX E

JUNCTION9 - PICADY

Simulation Capacity Model Output

Proposed Site Access T-Junction

Proposed New Site Access T-Junction onto Maretimo Terrace Summary PICADY Results in Order as included herein (Robust & Worst Case)

Modelled Period Mean Max Q Period Max Scenario (PCUs) RFC 2022 Opening Year AM Peak <1 0.04 2022 Opening Year PM Peak <1 0.01 2037 Design Year AM Peak <1 0.04 2037 Design Year PM Peak <1 0.01

All Results Above are WAY below the recommended RFC of 0.85 (85% Capacity) and therefore no problems whatsoever are anticipated at the Junction in terms of Capacity or excessive vehicle Queues

NB Any Small Changes to Selected Opening Year 2022 or Design Year 2037 will have no significant implications in terms of the conclusions of the Study.

TA - Blackrock Apartments 19-079/ER Nov 2020

Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

Junctions 9 PICADY 9 - Priority Intersection Module Version: 9.0.1.4646 [] © Copyright TRL Limited, 2020 For sales and distribution information, program advice and maintenance, contact TRL: Tel: +44 (0)1344 770758 email: [email protected] Web: http://www.trlsoftware.co.uk The users of this computer program for the solution of an engineering problem are in no way relieved of their responsibility for the correctness of the solution

Filename: 2022 AM PM.j9 Path: G:\Shared drives\Server\01 Projects\2019\19-079 Europa Blackrock\Calculations\Access Picadys Report generation date: 06/04/2020 12:29:46

»2022, AM »2022, PM

Summary of junction performance

AM PM Q (PCU) Delay (s) RFC LOS Q (PCU) Delay (s) RFC LOS 2022

Stream B-AC 0.0 6.75 0.04 A 0.0 5.92 0.01 A Stream C-AB 0.0 0.00 0.00 A 0.0 0.00 0.00 A

Values shown are the highest values encountered over all time segments. Delay is the maximum value of Av. delay per arriving vehicle.

File summary

File Description

Title (untitled) Location Site number Date 06/04/2020 Version Status (new file) Identifier Client Jobnumber Enumerator NRB-004\Eoin Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Av. delay units Total delay units Rate of delay units m kph PCU PCU perHour s -Min perMin

Analysis Options Calculate Q Percentiles Calculate residual capacity RFC Threshold Av. Delay threshold (s) Q threshold (PCU) 0.85 36.00 20.00

1 Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

Demand Set Summary ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2022 AM ONE HOUR 07:45 09:15 15 D2 2022 PM ONE HOUR 16:45 18:15 15

Analysis Set Details ID Network flow scaling factor (%) A1 100.000

2 Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

2022, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 Basement Vehicular Access T-Junction Two-way 0.40 A

Junction Network Options Driving side Lighting Left Normal/unknown

Arms

Arms Arm Name Description Arm type A Newtown Ave S Major B Site Access Basement Minor C Maretimo Terrace Blackrock Side Major

Major Arm Geometry Arm Width of carriageway (m) Has kerbed central reserve Has right turn bay Visibility for right turn (m) Blocks? Blocking queue (PCU) C 6.00 90.0 ü 1.00 Geometries for Arm C are measured opposite Arm B. Geometries for Arm A (if relevant) are measured opposite Arm D.

Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B One lane 3.00 50 50

Slope / Intercept / Capacity

Priority Intersection Slopes and Intercepts Slope Slope Slope Slope Intercept Junction Stream for for for for (PCU/hr) A-B A-C C-A C-B 1 B-A 519 0.094 0.239 0.150 0.341 1 B-C 655 0.100 0.254 - - 1 C-B 626 0.243 0.243 - - The slopes and intercepts shown above do NOT include any corrections or adjustments. Streams may be combined, in which case capacity will be adjusted. Values are shown for the first time segment only; they may differ for subsequent time segments.

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2022 AM ONE HOUR 07:45 09:15 15

3 Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Av. Demand (PCU/hr) Scaling Factor (%) A ü 353 100.000 B ü 22 100.000 C ü 0 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 5 348 From B 0 0 22 C 0 0 0

Vehicle Mix HV %s To A B C A 0 0 2 From B 0 0 0 C 2 0 0

Results

Results Summary for whole modelled period Stream Max RFC Max delay (s) Max Q (PCU) Max LOS B-AC 0.04 6.75 0.0 A C-AB 0.00 0.00 0.0 A C-A A-B A-C

Main Results for each time segment

07:45 - 08:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 17 589 0.028 16 0.0 6.291 A C-AB 0 1134 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 262 262

4 Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

08:00 - 08:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 20 576 0.034 20 0.0 6.477 A C-AB 0 1109 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 313 313

08:15 - 08:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 24 558 0.043 24 0.0 6.749 A C-AB 0 1074 0.000 0 0.0 0.000 A C-A 0 0 A-B 6 6 A-C 383 383

08:30 - 08:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 24 558 0.043 24 0.0 6.749 A C-AB 0 1074 0.000 0 0.0 0.000 A C-A 0 0 A-B 6 6 A-C 383 383

08:45 - 09:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 20 576 0.034 20 0.0 6.477 A C-AB 0 1109 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 313 313

09:00 - 09:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 17 589 0.028 17 0.0 6.294 A C-AB 0 1134 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 262 262

5 Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

2022, PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 Basement Vehicular Access T-Junction Two-way 0.30 A

Junction Network Options Driving side Lighting Left Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D2 2022 PM ONE HOUR 16:45 18:15 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Av. Demand (PCU/hr) Scaling Factor (%) A ü 152 100.000 B ü 8 100.000 C ü 0 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 20 132 From B 0 0 8 C 0 0 0

Vehicle Mix HV %s To A B C A 0 0 2 From B 0 0 0 C 2 0 0

6 Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Stream Max RFC Max delay (s) Max Q (PCU) Max LOS B-AC 0.01 5.92 0.0 A C-AB 0.00 0.00 0.0 A C-A A-B A-C

Main Results for each time segment

16:45 - 17:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 6 629 0.010 6 0.0 5.781 A C-AB 0 1209 0.000 0 0.0 0.000 A C-A 0 0 A-B 15 15 A-C 99 99

17:00 - 17:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 7 623 0.012 7 0.0 5.840 A C-AB 0 1198 0.000 0 0.0 0.000 A C-A 0 0 A-B 18 18 A-C 119 119

17:15 - 17:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 9 616 0.014 9 0.0 5.925 A C-AB 0 1183 0.000 0 0.0 0.000 A C-A 0 0 A-B 22 22 A-C 145 145

17:30 - 17:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 9 616 0.014 9 0.0 5.925 A C-AB 0 1183 0.000 0 0.0 0.000 A C-A 0 0 A-B 22 22 A-C 145 145

7 Generated on 06/04/2020 12:31:11 using Junctions 9 (9.0.1.4646)

17:45 - 18:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 7 623 0.012 7 0.0 5.843 A C-AB 0 1198 0.000 0 0.0 0.000 A C-A 0 0 A-B 18 18 A-C 119 119

18:00 - 18:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 6 629 0.010 6 0.0 5.783 A C-AB 0 1209 0.000 0 0.0 0.000 A C-A 0 0 A-B 15 15 A-C 99 99

8 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

Filename: 2037 AM PM.j9 Path: G:\Shared drives\Server\01 Projects\2019\19-079 Europa Blackrock\Calculations\Access Picadys Report generation date: 06/04/2020 12:36:04

»2037, AM »2037, PM

Summary of junction performance

AM PM Q (PCU) Delay (s) RFC LOS Q (PCU) Delay (s) RFC LOS 2037

Stream B-AC 0.0 6.84 0.04 A 0.0 5.95 0.01 A Stream C-AB 0.0 0.00 0.00 A 0.0 0.00 0.00 A

Values shown are the highest values encountered over all time segments. Delay is the maximum value of Av. delay per arriving vehicle.

File summary

File Description

Title (untitled) Location Site number Date 06/04/2020 Version Status (new file) Identifier Client Jobnumber Enumerator NRB-004\Eoin Description

Units Distance units Speed units Traffic units input Traffic units results Flow units Av. delay units Total delay units Rate of delay units m kph PCU PCU perHour s -Min perMin

Analysis Options Calculate Q Percentiles Calculate residual capacity RFC Threshold Av. Delay threshold (s) Q threshold (PCU) 0.85 36.00 20.00

1 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

Demand Set Summary ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2037 AM ONE HOUR 07:45 09:15 15 D2 2037 PM ONE HOUR 16:45 18:15 15

Analysis Set Details ID Network flow scaling factor (%) A1 100.000

2 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

2037, AM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 Basement Vehicular Access T-Junction Two-way 0.38 A

Junction Network Options Driving side Lighting Left Normal/unknown

Arms

Arms Arm Name Description Arm type A Newtown Ave S Major B Site Access Basement Minor C Maretimo Terrace Blackrock Side Major

Minor Arm Geometry Arm Minor arm type Lane width (m) Visibility to left (m) Visibility to right (m) B One lane 3.00 50 50

Slope / Intercept / Capacity

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D1 2037 AM ONE HOUR 07:45 09:15 15

3 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Av. Demand (PCU/hr) Scaling Factor (%) A ü 379 100.000 B ü 22 100.000 C ü 0 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 5 374 From B 0 0 22 C 0 0 0

Vehicle Mix HV %s To A B C A 0 0 2 From B 0 0 0 C 2 0 0

Results

Results Summary for whole modelled period Stream Max RFC Max delay (s) Max Q (PCU) Max LOS B-AC 0.04 6.84 0.0 A C-AB 0.00 0.00 0.0 A C-A A-B A-C

Main Results for each time segment

07:45 - 08:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 17 584 0.028 16 0.0 6.346 A C-AB 0 1125 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 282 282

4 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

08:00 - 08:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 20 570 0.035 20 0.0 6.547 A C-AB 0 1098 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 336 336

08:15 - 08:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 24 550 0.044 24 0.0 6.842 A C-AB 0 1060 0.000 0 0.0 0.000 A C-A 0 0 A-B 6 6 A-C 412 412

08:30 - 08:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 24 550 0.044 24 0.0 6.842 A C-AB 0 1060 0.000 0 0.0 0.000 A C-A 0 0 A-B 6 6 A-C 412 412

08:45 - 09:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 20 570 0.035 20 0.0 6.550 A C-AB 0 1098 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 336 336

09:00 - 09:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 17 584 0.028 17 0.0 6.351 A C-AB 0 1125 0.000 0 0.0 0.000 A C-A 0 0 A-B 4 4 A-C 282 282

5 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

2037, PM

Data Errors and Warnings No errors or warnings

Junction Network

Junctions Junction Name Junction Type Major road direction Junction Delay (s) Junction LOS 1 Basement Vehicular Access T-Junction Two-way 0.28 A

Junction Network Options Driving side Lighting Left Normal/unknown

Traffic Demand

Demand Set Details ID Scenario name Time Period name Traffic profile type Start time (HH:mm) Finish time (HH:mm) Time segment length (min) D2 2037 PM ONE HOUR 16:45 18:15 15

Vehicle mix source PCU Factor for a HV (PCU) HV Percentages 2.00

Demand overview (Traffic) Arm Linked arm Use O-D data Av. Demand (PCU/hr) Scaling Factor (%) A ü 162 100.000 B ü 8 100.000 C ü 0 100.000

Origin-Destination Data Demand (PCU/hr) To A B C A 0 20 142 From B 0 0 8 C 0 0 0

Vehicle Mix HV %s To A B C A 0 0 2 From B 0 0 0 C 2 0 0

6 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

Results

Results Summary for whole modelled period Stream Max RFC Max delay (s) Max Q (PCU) Max LOS B-AC 0.01 5.95 0.0 A C-AB 0.00 0.00 0.0 A C-A A-B A-C

Main Results for each time segment

16:45 - 17:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 6 627 0.010 6 0.0 5.798 A C-AB 0 1205 0.000 0 0.0 0.000 A C-A 0 0 A-B 15 15 A-C 107 107

17:00 - 17:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 7 621 0.012 7 0.0 5.862 A C-AB 0 1193 0.000 0 0.0 0.000 A C-A 0 0 A-B 18 18 A-C 128 128

17:15 - 17:30 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 9 613 0.014 9 0.0 5.952 A C-AB 0 1177 0.000 0 0.0 0.000 A C-A 0 0 A-B 22 22 A-C 156 156

17:30 - 17:45 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 9 613 0.014 9 0.0 5.952 A C-AB 0 1177 0.000 0 0.0 0.000 A C-A 0 0 A-B 22 22 A-C 156 156

7 Generated on 06/04/2020 12:36:40 using Junctions 9 (9.0.1.4646)

17:45 - 18:00 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 7 621 0.012 7 0.0 5.865 A C-AB 0 1193 0.000 0 0.0 0.000 A C-A 0 0 A-B 18 18 A-C 128 128

18:00 - 18:15 Total Demand Capacity Throughput Stream RFC End queue (PCU) Delay (s) LOS (PCU/hr) (PCU/hr) (PCU/hr) B-AC 6 627 0.010 6 0.0 5.801 A C-AB 0 1205 0.000 0 0.0 0.000 A C-A 0 0 A-B 15 15 A-C 107 107

APPENDIX F

Independent Stage 1 Road Safety Audit including Quality

Audit & Designer Feedback Form

TA - Blackrock Apartments 19-079/ER Nov 2020

Title: QUALITY AUDIT INCLUDING ROAD SAFETY AUDIT STAGE 1

Client: NRB Consulting Engineers Ltd.

Date: November 2020

Report reference: 0898R01

VERSION: FINAL

Prepared By: Bruton Consulting Engineers Ltd Glaspistol Tel: 041 9881456 Clogherhead Mob: 086 8067075 Drogheda E: [email protected] Co. Louth. W: www.brutonceng.ie QUALITYAUDIT–EUROPABLACKROCK NRB

CONTENTS SHEET

Contents 1.0 Introduction ...... 2 2.0 Background ...... 3 3.0 Main Report ...... 5 4.0 Observations...... 5 4.1 Observation...... 5 4.2 Observation...... 5 5.0 Quality Audit Statement ...... 6 Appendix A...... 7 Appendix B...... 8 Appendix C ...... 10

1.0 Introduction This report was prepared in response to a request from Mr. Seamus Nolan of NRB Consulting Engineers Ltd for a Quality Audit of the proposed Strategic Housing Development at Former Europa Garage Site, Newtown Avenue, Blackrock, Co. Dublin.

The Quality Audit has been carried out in accordance with the guidance in the Design Manual for Urban Roads and Streets (DMURS), produced by Department of Transport Tourism and Sport in March 2013 and as updated in June 2019.

This Quality Audit includes a road safety audit, an access audit, a walking audit and a cycle audit.

The Road Safety and Quality Audit Team comprised of;

Team Leader: Norman Bruton, BE CEng FIEI, Cert Comp RSA.

Team Member: Owen O’Reilly B.SC. Eng Dip Struct. Eng NCEA Civil Dip Civil.Eng CEng MIEI

The Quality Audit involved the examination of drawings and other material provided by NRB and a site visit by the Audit Team, together, on the 16th November 2020.

The weather at the time of the site visit was dry and the road surface was wet.

The problems raised in this Quality Audit may belong to more than one of the categories of Audit named above. A table has been provided at the start of Section 3 of this report detailing which category of audit each problem is associated with.

Recommendations have been provided to help improve the quality of the design with regard to the areas described above. A feedback form has also been provided for the designer to complete indicating whether or not he/she will accept those recommendations or provide alternative recommendations for implementation.

The information supplied to the Audit Team is listed in Appendix A.

A feedback form for the Designer to complete is contained in Appendix B.

A plan drawing showing the problem locations is contained in Appendix C.

2.0 Background It is proposed to construct 101 apartments at the site of the former Europa Garage at Newtown Avenue (L1010) in Blackrock. The vehicular access to the site will be via a simple junction which will be left in-left out as Newtown Avenue is a one way road. The access will lead to a basement car park which will also have bicycle parking.

Newtown Avenue is a one -way single carriageway road with a contraflow bicycle lane. Cyclists travelling with traffic share the space.

There are existing footpaths on both sides of the road. Some existing on-street parking will be removed to facilitate sightlines from the access and a parking area (loading bay) for a refuse vehicle will be provided on-street.

Newtown Avenue is a bus Route (7, 84 & 84a) and is located close to Blackrock and Seapoint Dart stations.

The cycling facilities at the nearby Seapoint Avenue (N3 ) have been greatly enhanced in recent months. Visitor cycling parking at surface level of the development will also be provided.

The speed limit is 50km/hr, from surveys the design speed has been shown to be 37km/hr.

The location of the site is shown below.

Dart line

Site Blackrock Town Centre

Blackrock Bypass

Site Location Map (courtesy of openstreetmap.org)

A review of the Road Safety Authority’s website shows that between the years 2005 and 2016 there was one recorded minor injury collision on Maretimo Terrace/Newtown Avenue, That collision occurred in 2012 and involved a goods vehicle and a pedestrian.

3.0 Main Report Summary Table of Problem Categories

Problem Access Audit Walking Audit Cycling Audit Road Safety Quality Audit Reference Audit

N/A

No safety issues including walking, cycling or accessibility issues have been identified by the Quality Audit Team for this scheme. Two observations are given below.

4.0 Observations 4.1 Observation It is assumed that at the detailed design stage that double yellow lines will be placed where parking previously was permitted.

4.2 Observation It is assumed that at the detailed design stage that a ‘No right turn’ sign with ‘except cyclists’ supplementary plate and left turn road marking arrow (similar to the exit from Newtown Villas) will be provided at the vehicular exit from the development.

5.0 Quality Audit Statement

This quality Audit has been carried out in accordance with the guidance given in DMURS and takes into consideration the principles approaches and standards of that Manual.

The quality audit has been carried out by the persons named below who have not been involved in any design work on this scheme as a member of the Design Team.

Norman Bruton Signed:

(Quality Audit Team Leader) Dated: 18/11/2020

Owen O’Reilly Signed:

(Quality Audit Team Member) Dated: 18/11/2020

Appendix A

List of Material Supplied for this Quality Audit;

 Drawing NRB-TA-001 Rev A  Drawing NRB-TA-002 Rev A  Drawing NRB TA-003 Rev A  NRB Draft Transportation Assessment Report, May 2020.

Appendix B

Feedback Form

Scheme: Europa Blackrock SHD Quality Audit- Planning Date Audit Completed: 16-11-2020

Alternative Recommended Paragraph No. Problem measures measure in Quality accepted Alternative measures (describe) accepted by accepted Audit Report (yes/no) Auditors (yes/no) (Yes/No) N/A N/A

Signed………………N/A………………… Date Design Team Leader

Signed…………N/A………………………. Date: Audit Team Leader QUALITYAUDIT–EUROPABLACKROCK NRB

Appendix C

Problem Location Plan.

APPENDIX G

Preliminary Mobility Management Plan (Travel Plan)

TA - Blackrock Apartments 19-079/ER Nov 2020

Preliminary Travel Plan (Mobility Management Plan ) Appendix G

For

Proposed Apartment Development

Former Europa Garage Site, Newtown Avenue, Blackrock, Co. Dublin .

SUBMISSION ISSUE

1st Floor, Apollo Building, Dundrum Road, Dundrum, Dublin 14 Tel/fax: +353 1 292 1941, E-mail: [email protected], Web: www.nrb.ie

Registered in Ireland No. 491679

Contents

Page Section Description

2 1.0 Introduction

4 2.0 Access to the Site

11 3.0 Baseline Information

12 4.0 The Mobility Management Plan

18 5.0 Implementing the Plan

20 6.0 Monitoring and Review

Enclosure;

• Bus Connects Route 15 - Emerging Preferred Route adjacent Site

1st Floor, Apollo Building, Dundrum Road, Dundrum, Dublin 14 Tel/fax: +353 1 292 1941, E-mail: [email protected], Web: www.nrb.ie

Registered in Ireland No. 491679

1.0 INTRODUCTION

1.1 NRB Consulting Engineers have been commissioned to prepare a Preliminary Travel Plan in support of an application for the redevelopment of lands at Newtown Ave, Blackrock, Co. Dublin in order to explain the applicants commitment to the promotion of more sustainable and cost effective travel habits among the end occupiers/residents of the scheme.

What is a Travel Plan?

1.2 Originally and elsewhere called Mobility Management Plans (MMPs), they originated in the United States and the Netherlands in the late 1980s. In the US, employers over a certain size (generally over 100 employees) were required to implement 'Trip Reduction Plans' in order to reduce single- occupancy car commuting trips, and to increase car occupancy.

1.3 A MMP or Travel Plan (TP) consists of a package of measures put in place by an organisation to encourage and support more sustainable travel patterns among staff and other visitors. Such a plan usually concentrates on staff commuting patterns. In essence, a TP is useful not only to reduce the attractiveness of private car use, but also for the ability to promote and support the use of more sustainable transport modes such as walking, cycling, shared transport and mass transit such as buses and trains.

Aims and Objectives of this Travel Plan

1.4 The package generally includes measures to promote and improve the attractiveness of using public transport, cycling, walking, car sharing, flexible working or a combination of these as alternatives to single-occupancy car journeys to work. A TP can consider all travel associated with the work site, including business travel, fleet management, customer access and deliveries. It should be considered as a dynamic process where a package of measures and campaigns are identified, piloted and monitored on an on-going basis. This MMP recognises the fact that, for some employees, car use is often essential as part of the home to work commute, as the work commute is often combined with other important trips, for example having to drop children to school or crèche on the way.

1.5 The changes which are being sought as part of any plan may be as simple as car sharing one- day per week, or walking on Wednesdays, or taking the bus on days which do not conflict with other commitments, leisure or work activities.

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1.6 It is envisaged that once in place, the Travel Plan will enable the following benefits to be realised for the Development:

• Reduced residential car parking demand and reduced congestion on the local road network due to lower demand for private transport and/or more efficient use of private motor vehicles, • Improved safety for cyclists and pedestrians, • Direct financial savings for those taking part in the developed initiatives, through higher than average vehicle occupancy rates, • A reduction in car parking and car set-down demand, resulting in improved operational efficiency and safety for all, • Improved social networking between all those participating in the shared initiatives, • Improved environmental consideration and performance, • Improved public image for the development, which sets an example to the broader community and may lead to residents making better travel decisions in the future, • Improved health and well-being for those using active non-car transport modes, • On-going liaison with the Local Authority and public transport providers to maintain, improve, and support transportation services to and from the site, • Improved attractiveness of the development to prospective residents, • Optimal levels of safety for residents and visitors.

Methodology 1.7 As part of this Travel Plan, reference has been made to the following documents:

• Your Step By Step Guide To Travel Plans (NTA 2012); • Achieving Effective Workplace Travel Plans (NTA 2011); • Traffic and Transport Assessment Guidelines (NRA); • Traffic Management Guidelines (DoELG, 2003); • Mobility Management Plans – DTO Advice Note (DTO, 2002); • The Route to Sustainable Commuting (DTO 2001); • Smarter Travel: A Sustainable Transport Future (DOT)

1.8 Consultation with key stakeholders is an essential part of any Travel plan. As discussed below, as part of the operational phase of this development, a Travel Plan Coordinator Role will be appointed from within the Management Company. Following on, once occupied, Residents will be asked to complete detailed questionnaires on essential data in relation to their existing travel patterns. This information will be used to inform the ongoing implementation, monitoring and review of the plan for this development.

1.9 This information has been used herein as the basis for the assessment, conclusions and recommendations.

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2.0 ACCESS TO THE SITE

2.1 The development consists of the construction of 101 Self Contained Residential Apartments on lands in the heart of Blackrock, within easy walking distance of Dublin Bus Stops and Seapoint/Blackrock Rail / Dart Stations. A location plan is shown below as Figure 2.1.

Figure 2.1 – Site Location Map

2.2 The proposed Residential Development is of the highest quality with attractive living and leisure spaces incorporated into the Masterplan for the scheme.

2.3 It is essential for the successful Travel Planning to concentrate on journeys associated with work and school commuting patterns. These are the groups which can most practically be encouraged to use modes of transport other than the car.

2.4 Notwithstanding this, the development is located in the heart of Blackrock and is in very close proximity to the range of public and alternative transport services in Blackrock.

Cycling and Walking Facilities 2.5 At present, pedestrian/cycle traffic at/to the existing site is served by an extensive network of recently upgraded footpaths and cycle lanes. The development includes sensible and simple at grade links to these facilities which are immediately adjacent the development.

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2.6 The key to cycle accessibility is convenient safe links, with secure and carefully sited cycle parking. Cycling is ideal for shorter journeys. Dún Laoghaire-Rathdown County Council (DLR) have developed their Cycle Policy - Smarter travel - Better Living. This is subject to review. As part of the 2012 review, it was noted that a significant amount of work has been carried out in the provision of facilities for Cyclists in DLR (more that 200km of cycle facilities has been provided to date).

2.7 The DLRCC vision is to cultivate a cycling culture, through the implementation of appropriate infrastructure and promotional measures, which positively encourages all members of the community to cycle at all life stages and abilities as a mode of sustainable transport that delivers environmental, health and economic benefits to both the individual and the community.

2.8 To help meet the target set in Ireland’s first National Cycle Policy Framework launched in April 2009 (that 10% of all journeys will be by bike by 2020), DLRCC stated their intention to do the following:

• Improve cycling conditions on primary cycle routes in the County as per the County Cycle Network; • Develop new cycle route/ greenways through parks and open spaces; • Improve connectivity/permeability from cycle routes to key destinations • Provide 30kph zones within residential areas and other suitable locations; • Provide new secure cycle parking; • Continue cycle training in schools; • Ensure that cycling is a key element of all development; and • Monitor trends in cycle number using cycle counter data.

2.9 The DLRCC Cycling Policy outlines the various objectives and actions to be carried out in line with the 19 specific objectives in the National Cycle Policy Framework. The proposed residential development on the subject site, through good design, will assist in the promotion of cycling as a primary mode of travel.

2.10 For journeys greater than 8km, it is recognised that a modal shift to cycling could be achievable for some, but not all, and options such as public transport and car sharing should be considered. Journeys up to 8km could be undertaken by bicycle and journeys up to 3-4km could be undertaken by walking or cycling.

2.11 Bicycle sharing facilities are becoming ever more popular with the Dublin Bikes and Bleeperbike initiatives spreading ever further throughout the City and into Suburbs. These facilities offer a bicycle sharing alternative mode of transport.

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Cycle Parking 2.12 It is expected that a significant number of residents will be willing to cycle to work or school, if safe links and secure parking are in place, and that is reflected in the provision of a total of 152 new dedicated cycle parking spaces, a number which is over and above the DLR Cycle Policy requirements, and more in line with new national Design Standards for Apartments. Once occupied, advice can be provided on routes by the appointed Travel Plan Coordinator, possibly with the help of a bicycle user group. This can be further facilitated in consultation with the DLR Unit, as the ongoing provision of cycle facilities is fully implemented.

2.13 It is acknowledged that cyclists need to be confident that their cycles will not be tampered with while they are in storage. With this in mind, it is proposed to install the visitor and residential cycle parking in prominent and visible locations, with racks which allow both frame and wheels to be secured. These cycle racks are located in an active, well lit & security monitored place or where they can be seen by a security guard, either directly, or by closed circuit television. Within the basement, the arriving and departing cyclists are provided with a dedicated route on the access ramp, which has been carefully designed in accordance with the DLRCC Standards for Cycle Parking and Associated Cycling Facilities (2018) Guidance.

Bus & Rail Provision 2.14 The proposed development is located within the heart of Blackrock and is well placed to take advantage of the existing Dublin Bus services, with several stops in close proximity to the site being immediately adjacent the N31.

2.15 The development is currently very well serviced by a number of frequent Dublin Bus services along with other services such as Bus Éireann and Aircoach. There are currently bus lanes on many of the approach roads to Blackrock. Real time information is available at the nearby Dublin Bus Stops, and information is available through the use of Bus Passenger Apps for Mobile Phones.

2.16 The new Bus Connects Network Changes were recently announced and this network included a very significant improvement in the service for Blackrock, with Bus Connects Route 15 passing very close to the site. An extract for Route 15 adjacent the site is enclosed.

2.17 All of the Dublin Bus routes currently passing near the development are operated using new low- floor wheelchair accessible city buses. Detail of route, timetable and fares are provided on www.dublinbus.ie, on the Dublin Bus App, and on the Transport for Ireland National Journey Planner App.

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2.18 The site is within very easy walking commuting distance of both Seapoint and Blackrock Dart & Train Station, (Seapoint being within 400m walk distance of the site, and Blackrock 650m). This represents an easy 4-7 minute walk time for commuting workers who chose to use the Dart and / or the train, using existing services making this a very accessible development by rail. The route is illustrated below as Figure 2.2

Figure 2.2 - Seapoint Dart Walk Distance

2.19 In terms of number of routes of trains and buses easily available to Residents, it is considered that the proposed development is very highly sustainable in terms of public transport accessibility. The proximity of the development to existing public transport services means that all residents will have viable alternatives to the private car for accessing the site and will not be reliant upon the car as a primary mode of travel.

2.20 Direct and high quality pedestrian linkages are provided between the site and the existing pedestrian facilities on the surrounding road network. The entrances to the site will be well lit, so that people can feel secure in using the facilities.

2.21 Public transport maps and timetables can be provided in prominent locations on site and the information will be kept up to date by the appointed Travel Plan Coordinator, a role for the Management Company.

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2.22 Working Residents are generally now offered the opportunity to purchase public transport commuter tickets under the current ‘Employer Pass’ and ‘TaxSaver’ programmes, by individual Employers. Under these schemes the employer applies to Iarnród Éireann / Bus Éireann for tax free public transport tickets for their employees as an incentive for them to use public transport to travel to work.

2.23 With this in mind, the main focus of this Travel Plan will be to promote and support the use of alternative modes to the private car.

LUAS 2.24 Whilst LUAS does not extend to Blackrock, Dublin Bus and DART services link with the LUAS. The LUAS lines are now linked by the new LUAS Cross City Line. LUAS also provides an ideal mode of transport for residents arriving in the City Centre or possibly those who may wish to avail of park and ride services available at a number of LUAS stops on both the Green and Red lines.

2.25 The LUAS Red Line connects Busarus Bus Depot with the mainline train stations at Heuston Station and train & DART at Connolly Station. This allows connections to suburban and outer- urban areas by way of Bus, DART and main-line rail.

Go Car 2.26 Go Car is a pay as you go car rental scheme which is easy to join with multiple locations around the city including in the vicinity of the subject development with free parking at Dublin on-street pay and display spaces. This is another option available to residents and visitors. Additional Go Car spaces are proposed at the scheme to support this development.

Accessibility By Taxi 2.27 In terms of taxis, modern communication devices (e.g. 'Freenow' and 'Lynk') now allow taxis to be ordered on a demand-basis, without any requirement for formal taxi ranks or dedicated taxi holding areas.

Car Parking 2.28 The proposal includes 71 new parking spaces within the dedicated basement, representing a ratio of approximately 0.7 car parking space per residential apartment. This reduced number of car parking spaces reflects the Blackrock Urban location of the development, it's easy accessibility via public transport and the desire to encourage modal shift through an effective travel demand management measures.

2.29 Dedicated parking is also provided to cater for mobility impaired users, in line with appropriate guidance.

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2.30 It is also proposed that priority spaces are allocated to car-sharing workers when they travel together, with specific spaces illustrated for 'Go-Car' use. These are some of the most accessible spaces adjacent the lift and stair cores, and are clearly visible and demarcated to other car park users.

DLR Proposals 2.31 Within the DLR Development Plan 2016-2022 , the Council acknowledges that making provision for walking and cycling within an overall integrated transportation strategy is critical to the success of the strategy providing for safe routes to school, places of employment, the town centre and key connections to public transport and local services. Given the compact urban form of Dublin, there is huge potential for a modal change from the private car..

2.32 The location of relatively dense residential development on a site of this nature provides a critical mass of public transport users that affect the commercial viability of services in a positive way. The transportation network proposed for Dublin is based on linking primary attractions within Dún Laoghaire-Rathdown. This has been taken into account when assessing the accessibility options for the proposed development.

Communication 2.33 Prior to moving in, the Management Company will issue welcome packs to all residents. These packs include details of the development and how it is run, advice on moving in, public transport information, useful local information, the non availability of parking and can require confirmation of a time-slot to move in. The preparation of this information ensures residents are familiar with the operation of the development before moving in.

2.34 In terms of number of transport alternatives easily available to Residents, it is considered that the proposed development is very highly sustainable in terms of public and alternative transport accessibility. The proximity of the development to existing public transport services means that all residents will have viable alternatives to the private car for accessing the site and will not be reliant upon the car as a primary mode of travel.

2.35 Direct and high quality pedestrian linkages are provided between the site and the existing pedestrian facilities on the surrounding road network. The entrances to the site will be well lit, so that people can feel secure in using the facilities, and can also be monitored by CCTV.

2.36 Public transport maps and timetables can be provided in prominent locations on site and the information will be kept up to date by the appointed Travel Plan Coordinator, a role for the Management Company.

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2.37 Working Residents are generally now offered the opportunity to purchase public transport commuter tickets under the current ‘Employer Pass’ and ‘TaxSaver’ programmes, by individual Employers. Under these schemes the employer applies to Iarnród Éireann / Bus Éireann for tax free public transport tickets for their employees as an incentive for them to use public transport to travel to work.

2.38 With this in mind, the main focus of this Travel Plan will be to promote and support the use of alternative modes to the private car.

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3.0 COLLECTION OF BASELINE INFORMATION

Possible Travel Pattern Questionnaires

3.1 Once occupied, and when the Travel Plan Coordinator is appointed, the occupiers of the proposed development will be encouraged to continually monitor the Travel Plan initiatives in order to maximise on their success.

3.2 Shortly after occupation of the new development, a detailed travel-questionnaire will likely be complied and distributed to Residents for completion. The aim of the travel questionnaire will be to establish travel patterns between work and home and school travel demand. The information gathered from this survey will be used to inform the further development of the Travel Plan.

3.3 The Baseline Survey information will also allow the Travel Plan Coordinator for the development to set realistic modal-split targets for the development.

3.4 It is anticipated that, given the town centre location and good transport links at this development, there will be a high percentage of use via public transport. The Travel Plan will need to maintain this positive modal split and improve it, where possible. It is informative to note that the "Smarter Travel: A Sustainable Transport Future" (DOT) Objective for 2020 is to achieve a reduced work related commuting by car modal share of 65% to 45%.

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4.0 THE TRAVEL PLAN

4.1 The successful implementation of a Travel Plan will ensure that, in-so-far-as-possible, the impacts of this traffic are reduced and minimised where practical, while providing a number of environmental and economic advantages detailed in Section 1 and Section 4 below.

4.2 The following sub-sections detail the available initiatives which will serve to better manage travel demand, and therefore the traffic impact of work-related journeys, focused on the movement of residents during peak times.

Walking

Walking - Key Information

Approx Zone of Influence 3.5km

TBC in each survey Percentage of Residents working in area of influence when occupied

TBC in each survey Percentage of Residents interested in Walking when occupied % Table 4 – Key Information: Walking

4.4 There are many local, global, and personal benefits of walking, a few of which are listed following:

• W - Wake Up! - Studies have shown that people who walk to work are more awake and find it easier to concentrate. • A - Always one step ahead - Walking makes people more aware of road safety issues and helps them develop stronger personal safety skills. • L - Less congestion - If you leave the car at home and walk, there are fewer cars on the road which makes it safer for those who walk and cycle. • K - Kinder to the environment - By leaving the car at home you are reducing the amount of CO 2 produced and helping to reduce the effects of climate change and air pollution. • I - Interpersonal skills - Walking to work or school can be a great way to meet other walkers, share the experience, and develop personal skills. • N - New adventures - Walking to work or school is a great way to learn about your local environment and community. It’s also a fun way to learn about the weather, landscape, and local ecosystems. • G - Get fit and stay active - Walking to and from work or school helps people incorporate physical activity into their daily routines. Research shows that regular physical activity can benefit your body and mind.

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4.5 Most adults will consider walking a maximum of 3.5 km (Approx 30/40 minutes) to work. Residents working within a 3.5 km radius of the site will be encouraged to walk to work as often as their schedule permits. Similarly school trips can be encouraged on foot.

4.6 The following initiatives and incentives will be used to encourage walking to work or school:

• Take part in a ‘Pedometer Challenge’ which is organised through the Irish Heart Foundation or Smarter Travel Workplaces; • Organise special events such as a ‘Walk to work/school on Wednesdays’ where participants are rewarded for their participation;; • Keep umbrellas in public areas on a deposit system for use when raining; • Display Smarter Travel Workplaces Accessibility Walking maps on notice boards areas so Residents can plan journeys; • Organise lunch time or afternoon walks as part of a health and well-being programme; • Highlight the direct savings gained due to reduced use of private vehicles.

Cycling Cycling – Key Information Approx. zone of influence 10km

Percentage of Residents Surveyed known to Work within TBC in each survey the area of influence when occupied TBC in each survey Percentage of Residents interested in cycling when occupied

Table 5: Key Information - Cycling

4.7 Research suggests that cycling is a viable mode of transport for people who live up to 10 km from work or school.

4.8 Cycling is a great way to travel. It helps foster independence, raises awareness of road safety, and helps the environment.

4.9 Some positive aspects of cycling to work or school are listed following: • C - Cycling is fun! - Cycling is a great form of transport but it’s also a great recreational activity. Cycling is a skill that stays with you for life and it’s a fantastic way to explore your local community. • Y - You save time & money - cycling to work reduces the need to travel by car thus reducing fuel costs and freeing up road space for more cyclists; • C - Confidence building - travelling as an independent cyclist can give people

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increased confidence proving beneficial in all aspects of life; • L - Less congestion - If you leave the car at home to work there are fewer cars on the road which makes it safer for those who cycle and walk to work or school; • I - Interpersonal skills - Cycling can be a great way to meet other cyclists and share the experience; • N - New adventures - Cycling is a great way to learn about your local environment and community. It helps people to understand where they live and how their actions affect their local environment; • G - Get fit and stay active - cycling helps people incorporate physical activity into their daily routines. Research shows that regular physical activity can benefit your body and mind.

4.10 The provision of enhanced and attractive cycle parking facilities at the site will clearly play a critical role in promoting journeys by bicycle.

4.11 The following initiatives and incentives will be used to encourage cycling: • New cycle parking installed within the development, secure and well lit; • It will publicise cycle parking availability by way of signage and on notice boards; • It will display maps on notice boards areas so people can plan journeys; • The development can provide free cycle accessories (panniers, lights, visi-vests, helmets) in periodic draws for cyclists, • The Travel Plan Coordinator can organise cycle training sessions on site on the rules of the road and the specific risks associated with the locality; • The Travel Plan Coordinator can invite bike suppliers on site for a ‘Green Day’ or ‘Green Week’ so that people can try bikes before buying; • The Travel Plan Coordinator can set up a Bicycle User Group (BUG) to promote cycling; • The Travel Plan Coordinator can highlight the direct savings gained due to reduced use of private vehicles; • The Travel Plan Coordinator can encourage residents to take part in National Bike Week, see www.bikeweek.ie.

Public Transport Public Transport – Key Information Approx. zone of influence All Residents

Percentage of Residents in area of influence 100%

TBC in each survey Percentage of Residents using Public Transport when occupied

Table 6: Key Information: Public Transport

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4.12 There are many benefits to taking public transport, some of which include: • Personal Opportunities – Public transportation provides personal mobility and freedom; • Saving fuel – Every full standard bus can take more than 50 cars off the road, resulting in fuel savings from reduced congestion; • Reducing congestion – The more people who travel to work or to school on public transport, especially during peak periods, the less people travelling by private car; • Saving money – Taking public transport to and from work or school is a lot cheaper than travelling by car and saves the cost of buying, maintaining and running a vehicle; • Reducing fuel consumption – A full standard bus uses significantly less fuel per passenger than the average car; • Reducing carbon footprint – Public transport is at least twice as energy efficient as private cars. Buses produce less than half the CO2 emissions per passenger kilometre compared to cars and a full bus produces 377 times less carbon monoxide than a full car; • Get fit and stay active - Walking to and from work or school to public transport helps people incorporate physical activity into their daily routines. Research shows that regular physical activity can benefit your body and mind. • Less stress – Using public transport can be less stressful than driving yourself, allowing you to relax, read, or listen to music.

4.13 The following initiatives and incentives can be used to encourage people to take public transport: • Publicise Employee Tax Saver Commuter tickets, which offer savings to employers in PSRI per ticket sold and significant savings to employees in marginal tax rate and levies on the price of their ticket; • Encourage public transport use for travel by promoting smart cards, advertising the availability of these tickets to Residents; • Publicise the availability of Real Time Information. Real Time Information shows when your bus is due to arrive at your bus stop so you can plan your journey more accurately; • Provide maps of local bus routes and the nearest bus stops, and the length of time it takes to walk to them; • Contact local providers about issues such as location of existing and new bus stops, timing of routes, or where you have market information about a potential new route.

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Go-Car/Car Sharing Car Sharing – Key Information Approx. zone of influence All Residents

Percentage of Residents in area of influence 100%

TBC in each survey Percentage of Residents Car Sharing when occupied

Table 7: Key Information - Car Sharing

4.14 Every day thousands of commuters drive to work or to school on the same routes to the same destinations, at the same time as their colleagues. By car sharing just once a week, a commuter’s fuel costs can be reduced by 20%, and in a similar fashion, the demand for work place parking can be reduced by 20%. If every single-occupancy driver carried another driver, there would be 50% less cars on the road at peak times.

4.15 Although use of the car to get to work or to school is essential for some people, car sharing schemes such as GoCar (which are active in Dublin) have the potential to deliver a significant reduction in private vehicle trips by promoting higher than average occupancy rates for each vehicle.

4.16 Car sharing often happens informally, however some participants often prefer a formal scheme which will normally generate a higher take-up for car sharing, and more efficiency in terms of increased occupancy rates.

4.17 Encouraging more Residents to share car journeys to work rather than driving alone as well as encouraging more to set up and take part in car sharing/pooling would prove a very effective means of reducing daily car trips to and from the site.

4.18 The following initiatives and incentives can be used to encourage car sharing:

• Draw up a car-sharing policy for how the scheme will operate, • Highlight to drivers that they do not have to share with a person that doesn’t suit them – allow choice based on gender, route, smoking or non-smoking; • Clarify the financial implications of the scheme – those accepting a lift could contribute towards fuel costs. • Use existing online databases for car sharing. For example, the development could set up its own private car sharing site using www.carsharing.ie.

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Action Plan Summary Table

4.25 The Summary Action Plan is described in the Table below. Modal Split Targets will be determined following on from the first survey shortly after full occupation, typically within the first six months. This will be part of the role of the Travel Plan Coordinator. This will show existing travel patterns with realistic targets set to improve the modal split of Residents.

Current Initiative Impact on Delivery Difficulty Delivering Target MS Modal Split

Walking Medium Low TBC TBC

Cycling Medium Medium TBC TBC

Public Transport High Low TBC TBC

Other Medium Medium TBC TBC

Residents Initiatives Initiatives Residents Car - Sharing Medium Medium TBC TBC

Cars - 1 Passenger Only High - Negative High TBC TBC

P Marketing the Plan High Low Driven By TP Coordinator T the the

Promoting Promoting Measuring Success High Medium Annual Surveys

Action Plan Summary Table

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5.0 IMPLEMENTING THE PLAN

Background 5.1 Setting realistic targets and a sustained approach to the promotion of the Travel Plan is important if the measures are to be successful. An ‘anti-car’ approach will be avoided at all costs. The objectives and benefits of the Plan will be made clear and broadcast during the full lifecycle of the Plan.

5.2 The implementation of a successful Travel plan will require the upfront investment of resources. As well as reviewing objectives and initiatives regularly, it is equally important to measure results. This provides an indication of any Plan’s success, and ensures that the targets remain realistic.

The Travel Plan Coordinator 5.4 The key objective of this Travel Plan is to ensure that the traffic impacts associated with the operation of Redevelopment are minimised. Achieving this objective will result in a wide array of benefits for the development and its stakeholders.

5.5 To ensure the plan is effective it is essential for a Travel Plan Coordinator to be appointed for the Development upon occupation. The nominated person and their contact details will be provided to the Planning Authority upon occupation of the development.

5.6 It is envisaged that the Coordinator will work closely with residents to enthusiastically promote and market the Travel Plan. As Residents will be the focus of the plan; their involvement must be sought from the outset.

5.7 To support the Travel Plan Coordinator's efforts, the Management Company must ensure that they have sufficient time to carry out their duties. In addition, it is essential that the powers of decision making are bestowed upon him/her, along with a suitable budget and programme for implementation.

Promoting the Travel Plan 5.9 Active promotion and marketing is needed if the Travel Plan is to have a positive impact on stakeholder travel patterns to and from the site.

5.10 All marketing initiatives should be focused on areas where there is willingness to change. Such information has been extracted from the questionnaires and has been described in Section 3 of this Plan.

• Identify the Aim – e.g. to reduce low occupancy car commuting, school, and business travel & to promote active travel, public transport & alternatives to travelling by car.

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• Brand the Plan – as part of communicating the Travel Plan, visually brand all work relating to it with a consistent look, slogan, identity or logo.

• Identify the Target Audience – 'segment the audience' (e.g. shift workers, school travel, sedentary workers, people travelling long/ short distances, mode used, members of a walking club or green team) so you can target the message and events towards these different groups.

5.11 As part of the marketing process, the Travel Plan coordinator can personalise a plan for the Development, drawing attention to the benefits of participation and support for its implementation.

5.12 The Coordinator can identify communication tools and networks used by the different audiences in the Residences, and use these to communicate about travel.

5.13 Promotional material regardless of its quality is only as good as its distribution network; material incentives assist greatly in introducing people to alternative modes of commuting.

5.14 The plan should be about promoting equity among modes and offering choice and accessibility.

5.15 The Coordinator can promote positive messages associated with a plan, for example, reduced tax/PRSI payments, getting fit and active, reducing congestion, reducing CO2 emissions and so on, and encourage people to start small – changing one day per week for example, to explore their options.

5.16 Marketing drives which feature individual Residents who have reduced their car use can carry a strong message. This will serve to raise not only the profile of the Plan, but also send a clear message in relation to the Residents commitment to the Plan.

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6.0 CONCLUSIONS

6.1 The development forming the subject of this application accords with the principles of sustainable development, being located within an established town centre neighbourhood within clear and easy access to alternative modes of travel. The Management Company, once the development is occupied, will utilise pragmatic measures that encourage safe and viable alternatives to the private car for accessing the development.

6.2 Good Travel Planning is not a one-off event, it is instead an ongoing iterative process requiring continued effort. This Preliminary report assists these efforts by forming an outline framework and providing guidance for its success. Monitoring and reviewing the initiatives set out within the plan will form a far greater part of the Final Travel Plan itself.

6.3 The key to the Plans success will be the appointment of a Travel Plan Coordinator for the development, once occupied. They will be vested with total responsibility for implementing the plan. They should be granted the authority and time to execute the Plan, and be provided with sufficient resources to realise the Plans success.

6.4 As Residents are the focus of the plan; their involvement should be sought from the outset following occupation. To this end, the Plan Coordinator should be assisted and supported by the Management Company and Residents. This will serve to spread the work load, and also give the Residents a valuable input into the operation of the Plan.

6.5 Successful Travel Plans require extensive marketing and regular review. The measures set out in the Action Plan Summary Table (Chapter 4) should form the basis of a sound, realistic Plan and should be clearly set out and be fully transparent to all users.

6.6 Residents also have an essential responsibility in terms of co-operating with, and taking an active part in the plan. They are, after all, the plan's primary focus.

6.7 It is recommended that the Final Travel Plan be set in motion at full occupation. The plan should evolve and develop with the development, taking into account changing Residents and their travel preferences and needs.

6.8 Annual reviews of the Plan should include a full stakeholder survey, providing valuable information for target setting and marketing target groups. It is emphasised that failing to meet initial targets should not be seen as failure, as the preliminary 12 to 18 months of the plan should be viewed as a calibration exercise for target setting.

Travel Plan/MMP - Blackrock Apartments 19-079/ER April 2020 Page 20 of 20 BusConnects Core Bus Corridors / 15: Blackrock > Merrion MAP 11: Preferred Route

3 65 24 13 8 67 r 2 7 ár

VIEW TEMPLE 1 69 10 6

71 7 5 73 8 5 4

75 AVENUE NEWTOWN

6 3 77

3 79 CRESCENT TEMPLE 2 4 NEWTOWN AVENUE 1 81 1

CRAIGMORE GARDENS CRAIGMORE 83

BUS

BUS Car Park

BUS 85 TEMPLE VIEW BUS PRIORITY TEMPLE PARK AVENUE SIGNAL AVENUE 92 86 TEMPLE PARK

CRAIGMORE GARDENS CRAIGMORE 82

74 78 80 84 88 90

70 72 76

STOP

LÁNA

TEMPLE CRESCENT TEMPLE TEMPLE ROAD BUS TEMPLE ROAD BUS TEMPLE BUS ROAD BUS PRIORITY SIGNAL

LÁNA

TEMPLE CRESCENT TEMPLE

TEMPLE ROAD LÁNA TEMPLE ROAD

LÁNA

STOP MONKSTOWN ROAD

MONKSTOWN ROAD

TEMPLE HILL

LÁNA

Monkstown SAINT VINCENT PARK

Baile na Manach ES LÁNA BUS SAINT VINCENT'S PARK BUS

BUS BUS PRIORITY SIGNAL

LEGEND:

LÁNA BUS LANE

Car Park CYCLE TRACKCar Park

FOOTPATH STRADBROOK ROAD MONTPELIERMONTPELIER PLACE SAINT VINCENT'S PARK PLACE CARRIAGEWAY

ST VINCENT'S PK GRASS AREA / VERGE STOP

PEDESTRIAN PRIORITY ZONE

BUS STOP LOCATIONS

EXISTING TREE TO BE RETAINED

EXISTING TREE TO BE REMOVED SAINT VINCENT'S PARK PROPOSED TREES

EXISTING BOUNDARY PROPOSEDTie SCHEME in to existing 0 5.0 10.0 20.0 30.0 40.0 50.0m PROPOSED NEW BOUNDARY (POSSIBLE LAND ACQUISITION) BAR SCALE

APPENDIX H

DMURS Statement of Consistency

TA - Blackrock Apartments 19-079/ER Nov 2020

DMURS Design Statement Technical Note Appendix H

For

Proposed Apartment Development

Former Europa Garage Site, Newtown Avenue, Blackrock, Co. Dublin .

SUBMISSION ISSUE

1st Floor, Apollo Building, Dundrum Road, Dundrum, Dublin 14 Tel/fax: +353 1 292 1941, E-mail: [email protected], Web: www.nrb.ie

Registered in Ireland No. 491679

1.0 INTRODUCTION

1.1 It is NRB’s opinion that the proposed Apartment development is consistent with both the principles and guidance outlined within the Design Manual for Urban Roads and Streets (DMURS) 2013 as amended in 2019. The scheme proposals are the outcome of an integrated design approach. This approach seeks to implement a sustainable community connected by well-designed links, layout and accesses - which combined deliver attractive, convenient and safe access in addition to promoting modal shift and viable alternatives to car based journeys.

1.2 The following section discusses design features which are incorporated within the proposed residential scheme with the objective of delivering a design that is consistent with the principles of DMURS.

2.0 DESIGN ATTRIBUTES

2.1 The proposed layout strategy seeks to maximise connectivity between key local destinations through the provision of a high level of permeability and legibility for all journeys, particularly for sustainable forms of travel (cycling and walking). The proposed scheme delivers greater mode and route choices along direct, attractive and safe linkages to local amenities and schools/service destinations.

2.2 High Quality Connections from the proposed development to Blackrock Town Centre and the N31, which is a main arterial route connecting to Dublin City and the locality, are provided. The site layout itself been designed to deliver a hierarchy which provides safe access within / across the proposed new residential community, linking the site and community with the established network. Vehicular access to the car parking within the basement has been designed carefully to accommodate cyclists on a dedicated route, with the ramp and access designed in accordance with the DLRCC Standards for Cycle Parking and Associated Cycling Facilities (2018) Guidance .

2.3 As part of the development the movement function is designed to respect the different levels of motorised traffic whilst optimising access to/from alternative transport and catering for higher number of pedestrians and cyclists. In parallel the adopted design philosophy has sought to consider the context / place status of the scheme in terms of level of connectivity provided, quality of the proposed design, level of pedestrian / cyclists

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activity and vulnerable users requirements whilst identifying appropriate ‘transition’ solutions particularly at street junctions.

2.4 The layout of the proposed development seeks to maximise permeability and enhances legibility, and the design of appropriately sized blocks actively contributes to a highly permeable and accessible community for both pedestrians and cyclists.

2.5 The proposed layout seeks to successfully create an appropriate balance between the functional requirements of different network users whilst enhancing the 'sense of place'. Design attributes of the proposed layout which contribute to achieving this DMURS objective including:

a) The main vehicular access to the basement area carefully designed to accommodate all modes of traffic in a safe arrangement,

b) The pedestrian and cyclist routes provide access directly onto the existing public footpath and cycle network at the site.

c) The public space within the development is designed to be free from Vehicular Movements (except emergency fire tender access which will be infrequent and hopefully never required),

d) The vehicular access to the basement is located to the north-west in order to minimise conflict between vehicular and pedestrian traffic,

e) The proposed design deliberately seeks to specify minimal signage and line markings, with such treatments used sensitively throughout and predominately at key nodes and ‘transition’ areas.

f) Where footpaths are provided, these are no less than 1.8m (generally 2.0m or wider) with connections and tie-ins to existing external pedestrian networks.

g) Appropriate clear unobstructed visibility splays, as per DMURS requirements, will be provided at the site access junction to the external road network at Newtown Ave.

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h) Well designed and frequent pedestrian crossing facilities will be provided along key travel desire lines throughout the scheme in addition to those located at street nodes. All courtesy crossings will be provided with either dropped kerbs or raised tables thereby allowing pedestrians to informally assert a degree of priority. The separation of vehicular access to the development from the pedestrian accesses to the development aid in this aspect of the layout. i) All informal pedestrian crossing facilities will be at least 2.0m wide, j) With the objective of encouraging low vehicle speeds and maximising pedestrian safety and convenience, corner radii will be 6m where swept path analysis permits and will be of further reduced radii where feasible in line with DMURS guidance. k) Internally within the development, where carriageway kerb are required, heights will be typically 75-80mm in accordance with the objectives of DMURS. l) The approach Road and Newtown Ave includes 2-way cycle tracks, cycle lanes and / or cycle lanes shared with Bus Lanes which will provide access to the development. Within the development, there is a cycle ramp to access the basement and as required cyclists will share the space with other street users as per the NCM guidance where required for such situations and best practice. m) Any required street signage and road markings will be in accordance with the Department of Transport Traffic Signs Manual, and the location and form will be agreed in advance with DLRCC.

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APPENDIX I

Letter of Confirmation from Go-Car

TA - Blackrock Apartments 19-079/ER Nov 2020

Seabren Developments Limited, Dublin, 25th November 2020 42 Morehampton Road, Dublin 4

To Whom It May Concern,

This is a leer to conﬁrm that GoCar intends to provide two (2) shared car club vehicles in the proposed residenal development at the former Europa Garage site on Newtown Avenue, Blackrock, Co. Dublin. GoCar representaves have discussed the project with representaves of NRB Consulng Engineers, who are the Engineers for the Project, and are excited to provide a car sharing service at this locaon.

It is understood that these vehicles will be provided exclusively for use by residents of the new development. GoCar will work with the eventual managers of the property to promote use of the service within the development.

GoCar is Ireland’s leading car sharing service with over 60,000 members and over 800 cars and vans on ﬂeet. Each GoCar which is placed in a community has the potenal to replace the journeys of up to 15 private cars. The Department of Housing’s Design Standards for New Apartments - Guidelines for Planning Authories 2018 outline: “For all types of locaon, where it is sought to eliminate or reduce car parking provision, it is necessary to ensure... provision is also to be made for alternave mobility soluons including facilies for car sharing club vehicles.”

Carsharing is a sustainable service. By allowing mulple people to use the same vehicle at diﬀerent mes, car sharing reduces car ownership, car dependency, congeson, noise and air polluon. It frees up land which would otherwise be used for addional parking spaces. Most GoCar users only use a car when necessary, and walk and use public transport more oen than car owners.

By having GoCar car sharing vehicles in and near a development such as this, residents will have access to pay-as-you-go driving, in close proximity to their homes, which will increase usership of the service.

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

Rob Kearns Head of Growth GoCar Carsharing Ltd M: 083 822 3924 E: r [email protected]