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Proposed Road Network 2040 N

Proposed Network 2040 N

HITECHURCH

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C N R R NOCRAHA EAMARA MONAR HITES CROSS SAROO

ARNE ROOOGE

TOER N R GANMIRE CARRIGTOHI N MIETON GOUNTHAUNE R

ITTE ISAN I N

AINCOIG A R

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N OUGAS PASSAGE EST FRANFIE ROCHESTON M E L AMORE

N C A R M C R COH MONSTON

COR AIRPORT

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

Requirements of Regional and ƒƒ Bus and priority provision – ƒƒ Allows for the downgrading of national Local Road Network approximately 33% of cross section; and routes entering , which can therefore allow for the prioritisation of Any additional regional road network ƒƒ Road traffic lane – approximately 33% sustainable modes on these routes. provision needs to support a multi-modal of cross section.

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

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Kiev

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

The SDR will necessitate the upgrade of The over-arching objective of these The introduction of a congestion the existing route and the creation of a roads is to reduce through traffic and to charge to enter the City Centre will be new road link between Rochestown and facilitate walking, cycling, public transport considered during the lifetime of the Sarsfield Road, via the Road, access and public realm improvements Strategy in line with public transport Grange Road and Airport Road, and a in town and village centres. Similarly, improvements. Congestion charges are proposed new link between the N27 and improvements to the road network at a useful demand management measure Sarsfield Road with the potential to also Little Island should be designed with the that help to reduce air and noise pollution link to the N71 via Lehanaghmore and Spur intention of prioritising walking and cycling and free-up space for pedestrians, Hill. The SDR could also provide enhanced access particularly between the railway cyclists and public transport. connectivity to with a potential station / bus services and employment secondary access point. The road will destinations / residential areas. City Centre Movement Strategy ultimately provide the basis for the Southern The Cork City Centre Movement Strategy Outer Orbital bus route connecting The following UEAs will require local access (CCMS) outlines objectives to: improve the Rochestown with CIT whilst also enabling and / or public realm improvements: vibrancy of Cork City Centre; to promote with radial bus routes. ƒƒ ; sustained economic growth; to deliver a much more attractive environment for ƒƒ ; As with the Cork Northern Distributor Road, shoppers, visitors and tourists; and to help the SDR will provide dedicated walking and ƒƒ including Belvelly new encourage sustained inward investment. and support planned bridge (potentially bus only); Traffic management measures will be residential development in the South ƒƒ Carrigaline; important to manage the flow of vehicles Environs area. The SDR will support local ƒƒ ; into the City Centre area. transport access facilitating a reduction in ƒƒ Dunkettle / Ballinglanna; the N40’s use for local trips and its upgrade CCMS objectives included the to motorway status. It is anticipated that ƒƒ Monard; and identification of a hierarchy within the SDR would be developed on an ƒƒ Stoneview. the City Centre to clearly identify the main incremental basis. routes into and through the City Centre; City Centre Traffic Management to maintain accessibility to the city centre off-street car parks; and to manage Whitegate and Marino Point Over the liftetime of the Strategy, there The R624 ( Road to Marino Point) access for deliveries. will be a reduction of car travel to the and the R630 (Midleton to Whitegate) road City Centre island in line with increasing network will require safeguarding in their A key objective is to deliver a more recognition of the impacts of motorised function and form to facilitate existing and efficient public transport system and traffic and carbon emissions on the future port related uses. to improve the reliability of existing bus environment and people’s health. The road services. The objectives also relate to network within the City will be reviewed with pedestrians and cyclists where streets will Urban Expansion Area the aim of prioritising road space for public be developed to provide a more pleasant Road Proposals transport, walking and cycling provision. The provision of additional road network and attractive shopping experience infrastructure within the UAEs in Cork and a traffic management system that Within CMATS, it is intended to create County is required to support the encourages cycling in the City Centre. a more attractive experience in the city development of these areas. Local road centre, while enhancing facilities for network improvements in these areas will pedestrians and cyclists, prioritising public be designed to effectively accommodate all transport, whilst still allowing access into modes of transport. off-street car parks and designating driving routes into the city. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 91

EXAMPLE OF DUNKETTLE INTERCHANGE UPGRADE

CORK METROPOLITAN AREA | TRANSPORT STRATEGY 93

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

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

14 FREIGHT, DELIVERY & SERVICING

To meet NPF 2040 projections for ƒƒ Examine the potential for rail freight The relocation of port-related activity The efficient movement Cork, construction of new homes, movement; from the city quays will be the first step of goods is vital to our offices, social infrastructure and ƒƒ Requiring area-based construction, in freeing up significant tracts of strategic competitiveness and places of education will require more and delivery and servicing plans as brownfield development land to facilitate movement of HGVs and lorries. Ireland part of new development with a view to the sustainable growth of Cork City along economic welfare. 65% is an export-led economy, and that consolidating deliveries where practical; suburban rail and light rail corridors. The of our GDP is based on is reflected in increased demand for relocation of the Port of Cork, coupled the development of improved access ƒƒ Re-timing freight trips to out-of-hours with the upgrade to the N28 to Motorway the export of goods and routes to the Port of Cork- particularly wherever practicable; and standard (M28) will reduce some localised services whereas the EU- in light of Brexit. ƒƒ Ensuring that delivery, servicing and HGV impacts within the city and reinforce waste management trips are made as the transfer of strategic freight to the 25 average is 30%. Finally, at a city and metropolitan town green and quiet as possible through National Road Network. the use of zero or low emission vehicles Smarter Travel - A Sustainable scale, there will be a greater level of such as electric vehicles or cargo bikes, Transport Future delivery and servicing activity and waste As noted in the previous chapter, the R624 management due to economic activity and where appropriate. (Cobh Road to Marino Point) and the changes in shopping habits. R630 (Midleton to Whitegate) will require Both the Climate Action Plan and RSES safeguarding in their function and form While presenting challenges in terms support the need to develop a freight to facilitate potential future expansion of of increased trips, safety, congestion, strategy to accelerate the decarbonisation the Port of Cork’s activities in the Lower air and noise pollution, the clustering of of the freight sector, integrate smart Harbour Area. activities allied to an improvement in the technologies in logistics management strategic transport infrastructure offers and reinforce the important role that the Heavy Good Vehicles the possibility of innovative approaches strategic rail and road (including TEN-T) Heavy Good Vehicles (HGVs) and to mitigate impact of freight activity in network play in efficiently moving freight. freight represent a key economic driver, Cork. Over-arching objectives for the CMATS supports the development of moving goods throughout the CMA management of freight movement include: this strategy in recognition of the need to and nationwide. Increased construction ƒƒ Re-directing the through movement of decarbonise freight and the inter-regional activity will lead to an increase in the amount freight from densely populated areas nature of the inter-regional nature of some of construction materials for example. HGV and unsuitable local roads to the goods vehicle movements, especially as a movement can also have significant impacts strategic road network; result of increased activity to and from the on traffic operations, noise, air pollution and Port and Cork Airport as well as increased the safety of other road users, particularly ƒƒ Examining the feasibility of consolidation development throughout the CMA. centres and break-bulk facilities outside within urban environments. of the national road network in the Port of Cork Relocation medium term, to facilitate smaller HGV management proposals include: vehicles delivering to the City Centre; The relocation of the Port of Cork’s ƒƒ Implementation of HGV restrictions industries and container terminal from the within the boundary created by the City and Tivoli Docks area to Ringaskiddy N40 South Ring Road and proposed is a long-standing objective for the region. Northern Distributor Road; 96 CORK METROPOLITAN AREA | TRANSPORT STRATEGY

ƒƒ HGV restrictions with Cork City Centre. Construction and Logistics reputation as an international quality food The manner of implementation, Centres (CLCs) hub and its businesses and restaurants enforcement, access routes and extent receive a large number of deliveries The development of shared construction of scheme should be determined at across the day to distribute fresh produce. and logistics centres (CLCs) is a recent a later stage between TII, the NTA, Personal delivery and waste management trend in European cities projected to stakeholders from the freight industry services will also exponentially increase receive significant increases in population and Cork City Council; as more people live in the CMA, creating and construction activity in future years. more congestion and air / noise pollution ƒƒ HGV restrictions in metropolitan town CLCs are typically set-up near strategic unless carefully managed. To off-set this, it is centres will be considered; and development sites on sites adjacent to the intended to: ƒƒ Mobility management planning at key strategic road network to minimise travelling freight locations such as the Port of distances for construction materials. ƒƒ Examine the feasibility of strategic Cork to reduce the HGV impact on the consolidation centres and break-bulk road network during peak periods. Developers are often required to sign facilities in proximity to the national up to shared CLC centres as part of the road network in the medium term to The restriction of HGVs from Cork City development management process. facilitate smaller, lower emission vehicles Centre will improve the environment for Trips to and from construction sites are delivering to the city centre; active modes and will improve safety, while minimised as HGVs with less than 80% ƒƒ Examine the case for urban or micro- the regulation of delivery times can help occupancy will be held until fully occupied consolidation centres within Cork City off-set local traffic congestion. and trips to construction sites can only take to reduce the number of last mile trips The implementation of designated ‘lorry place through the use of a booking system. being made by motorised vehicles e.g. routes’ on the national road network at The levels of development assigned to examining the case for cargo bikes designated times of the day will help mitigate designated areas across the CMA would or small electric vans delivering to delays and conflict with other modes. appear to justify the need for a number of restaurants and shops; Whilst road user charging on the strategic construction and logistics centres. ƒƒ Require robust Delivery and Servicing road network may be considered plans as part of an overarching appropriate to discourage short trips, local The River Lee has long facilitated the Mobility Plan through the development traffic, careful consideration should be movement and storage of freight and management process; given to charging arrangements for HGVs. construction materials and offers an obvious opportunity to reduce the need ƒƒ Examine the feasibility of out-of-hours and length for motorised trips on the delivery and servicing through the use road network. Rail based freight of low-noise vehicles and changes to movement is also a possibility in the future planning conditions where appropriate; but would likely necessitate a new link ƒƒ Minimise empty return trips by taking between the relocated Port of Cork in inspiration from innovative practices Marino Point and the Cork Suburban such as the Utrecht Cargohopper and Rail network. Gothenburg’s Stadleveransen city delivery system; and Delivery and Servicing ƒƒ Support the placement of local ‘Click and Collect’ facilities at rail stations, Cork has a number of significant new residential developments and regeneration and employment areas that Park and Ride facilities, to reduce the will lead to an increase in delivery and amount of individual personal deliveries servicing needs. Taking one example, the to workplaces and homes where the Cork Metropolitan Area has a deserved recipient is often absent. CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 97

CORK METROPOLITAN AREA | TRANSPORT STRATEGY 99

15 SUPPORTING MEASURES

Role of Supporting Measures Local Transport Plans (LTPs) Apart from street design, significant A number of sustainable within CMATS Both local authorities should seek to improvements to the quality of design and layout of new development through transport projects will be A key principle for CMATS is to reduce translate the overarching outcomes and the development management process dependency on the private car within the objectives through the use of area specific delivered over the period will be required to support the physical CMA while increasing the attractiveness Local Transport (Implementation) Plans- infrastructure improvements outlined in to 2027, to provide of sustainable transport options. Another sometimes referred to as Sustainable this Strategy. additional sustainable fundamental principle of the Strategy Urban Mobility Plans (SUMPs) at city or is to support the future growth of the Metropolitan town centre level. travel options to A quality built environment and street CMA through the provision of an efficient network (sometimes referred to as ‘Healthy complement increased transport network. Supporting measures These Plans should set ambitious and Streets’) typically encompasses a wide have an important role to play in providing realistic targets to prioritise active and capacity and faster range of indicators including traffic calmed a future transport network that matches up sustainable transport mode shares that higher quality public pedestrian and cycle environments, that to these principles. The full benefits of the reduce local private motor trips over includes safe street crossings, places of transport in the cities. significant investment that will be delivered the short, medium and long term. Cork interest, accessibility to public transport, under CMATS cannot be achieved County Council are currently progressing activity, a low noise and air polluted National Development Plan, 2018-2027 through the provision of infrastructure a LTIP at Little Island and envisage future environment, and provision of essential alone and must be combined with the LTPs for Carrigaline, Ringaskiddy, Midleton services and recreational facilities. Greening implementation of measures that support and other urban settlements. is also an indicator of a healthy city with best use of that infrastructure. Event Travel Plans should also be trees and green spaces providing multiple benefits for the environment and people’s The Strategy’s supporting measures will considered for large trip-generating events health and wellbeing such as a reducing be essential to the creation of physical, such as match days and concerts, etc. air pollution. social and cultural environments where to mitigate any negative impacts on the walking, cycling and public transport are surrounding area and road network. Universal design and Age-Friendly design attractive, practical and logical alternatives features such as tactile paving, dropped to the private car. It will take a wide range Built Environment Measures kerbs, street furniture, legible wayfinding of supportive initiatives to: Urban Design and Place-making signage, permeable streets and public ƒƒ Create communities that support There has been a change in emphasis in lighting should be included in public realm sustainable transport; recent years to re-examine the role of our improvement schemes to ensure the ƒƒ Improve public awareness and educate streets as places in their own right that accessibility of the outdoor environment users on available options to help them support a wider range of functions than for all individuals. Other measures to make the best choices; simply to facilitate the through movement ensure a positive perception of comfort of traffic. Quality urban design is critical ƒƒ Prioritise sustainable transportation and safety can be effectively achieved to a sense of place and prioritises local options; and through good urban design principles such walking, cycling and public transport for as active ground floor uses and mixed- ƒƒ Improve end to end trip facilities users of all abilities. use developments providing activity and and integration. passive surveillance. 100 CORK METROPOLITAN AREA | TRANSPORT STRATEGY

CMATS supports the principles of Healthy Typically, effective behavioural change Workplace Travel Plans Streets and Universal Design. programmes comprise of a highly Workplace Travel Plans, also known as personalised approach aimed at engaging Mobility Management Plans, comprise a Pedestrian and Cycle Wayfinding a group of people, making them think package of measures to promote / support Wayfinding, or legibility, relates to how about their travel choices, providing them sustainable travel patterns. The Smarter people can find their way around an with full information, and encouraging and Travel Workplaces Programme, managed area. For pedestrians and cyclists this incentivising the use of alternatives. by the NTA, engages with larger employers is of particular importance as they are The over-arching aim is to encourage in the CMA in the development and more likely to move through an area if the people out of their private cars onto public implementation of Workplace Travel Plans. route is clear, logical and easy to follow. transport and/or promoting the use of The Cork City and County Development There are several wayfinding techniques active modes where feasible to do so. Plans include for Travel Plan requirements for including architectural clues, surface new developments. treatments, lighting, sight lines, and where There are a number of existing behavioural appropriate, signage. The Design Manual change initiatives across the CMA Workplace travel planning provides for Roads and Streets (DMURS) provides supported by the NTA and other sources. the opportunity to communicate the guidance on wayfinding and is expected to These include the following: implementation of CMATS and to promote be revised in the short term. ƒƒ Green Schools Travel; the benefits of the Strategy directly with a large number of commuters. The ƒƒ Workplace Travel programmes/ Mobility Quality wayfinding techniques should be continuation and expansion of workplace Management Plans; employed alongside the delivery of the travel planning in the CMA will play an improved walking and cycling networks. ƒƒ UCC’s Commuter Plan as part of its important role in delivering the behavioural As outlined in the Walking section, the Green Camus initiative; change that is required to achieve the full implementation of a quality wayfinding ƒƒ Transport and Mobility Forum’s ‘Mix benefits of CMATS. techniques should not contribute to Your Mode’ supported through the EU’s street clutter. The replacement of the BATTERI programme; and Smarter Travel Campus existing finger post signage employed ƒƒ A number of workplaces including Smarter Travel Campus is a behavioural in Cork should be replaced by a smart, Cork City Council and businesses in change programme encompassing actions consistent wayfinding system along the the bio-pharma cluster at Ringaskiddy to encourage and support third level lines of the Legible London system to are members of the NTA’s Smarter students and staff to walk, cycle, take public benefit locals and visitors alike. Workplace Programme. transport or carshare on the commute to campus. Smarter Travel Campus is a Behavioural Change Programmes The Strategy supports the extension of the hands-on programme managed by the A primary focus of this Strategy is to facilitate above programmes to cover more places NTA working with Third Level Institutions a move to more sustainable forms of travel of education, shopping centres, hospitals, to implement campus travel plans. For by advocating for much better integration and residential travel programmes as new example, UCC is an active Smarter Travel of land use and transport and set out the housing development comes forward. Campus Partner Campus for a number of physical infrastructure to enable the region Provision of dedicated cycling (and years and engage in initiatives during the to do so. However, this will need to be walking) officers as the case in year to promote smarter travel. supported at local level through behavioural City Council should be considered for change initiatives (sometimes referred to as both local authorities in tandem with ‘soft measures’). improvements to the pedestrian and cyclist network. CORK METROPOLITAN AREA | TRANSPORT STRATEGY 101

The Smarter Travel Campus programme The availability of free can act as a supporting measure for private parking at key CMATS by providing the opportunity to communicate the implementation of CMATS destinations has a and to promote the benefits of the Strategy significant impact on the directly with the CMA’s third level population, relative attractiveness of the particularly including those attending and private car versus sustainable working in the large third level institutions, UCC, CIT, St. John’s Central College and the transport options. College of Commerce.

Walking and Cycling Officer Recent school building programmes have ƒƒ Establishment of a School ‘Cycle Bus’ London and Manchester have recently resulted in many new schools being built as in the case in and ; appointed Walking and Cycling on greenfield sites at the edge of new ƒƒ Review of school opening and closing Commissioners to act as a conduit between development areas, remote from existing times including consideration of local authorities and key stakeholder residential catchments, with a resultant high staggered times in areas where there is groups. At a minimum, the appointment of a level of dependence on car-based accessibility. a concentration of schools; dedicated walking and cycling officer (similar In many cases, attempts to incorporate active ƒƒ Review of bus routes, services and to that of Dublin City Council) should be travel from the outset are undermined by a times to serve schools with high car considered to coordinate promotional events lack of adequate design provision for walking mode shares; between relevant stakeholder groups and to and cycling on the surrounding road network, raise the profile of both modes. access arrangement and internal school ƒƒ Implementation of vehicle-restricted campus layout. areas in the immediate vicinity of School Travel Strategy schools; Improving the quality and extent of school There are a number of land use planning ƒƒ Implementation of ‘No idling’ areas in travel planning across the CMA is of critical and transport planning considerations relevant the immediate vicinity of schools to importance to the achievement of modal to the provision of new schools and the reduce emissions created by stationary shift, the improvement of public health and retrospective provision of walking and vehicles with engines running; and reducing the impact of car-based journeys cycling infrastructure within the catchment ƒƒ A significant uplift in cycle parking to school / linked trips to school and work. of existing schools: provision in primary and secondary In simple terms, far too many children are ƒƒ The appropriate siting of schools. New schools. driven relatively short distances to school. schools must be better integrated into existing or planned new development CMATS recommends the further Associated negative impacts relating to areas so as to optimise walking and investigation of this topic through a this include the loss of opportunities to cycling catchments; comprehensive Cork Metropolitan Area incorporate an element of active travel into ƒƒ Mandatory Travel Surveys and Travel School Travel Strategy. the journey to school, congestion and other Plans for each school in the CMA; public health and safety concerns relating As outlined in Chapter 6 (Walking), there ƒƒ Review and targeted improvements to to the vehicular impact of school drop-off are a number of best practice examples in walking and cycling conditions in the vicinity and collection. the field of school travel planning, including of existing schools; Edinburgh’s ‘School Streets’ programme ƒƒ Identification of drop off areas for parents and Hackney Council’s ‘Safer Routes to and school buses within walking distance School’ where lessons can be applied of the school to facilitate Park and Stride in Cork. campaigns or ‘Walking Buses’; 102 CORK METROPOLITAN AREA | TRANSPORT STRATEGY

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

This technology can be investigated further in Ireland to minimise conflict for competing demands for limited road space and to reduce search traffic and local congestion.

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

16 IMPLEMENTATION

Costs and Funding Any changes in the proposed land use Suburban Rail distribution however, must be consistent The success of the The overall cost of the Strategy is Short Term: with the principle of Public Transit Oriented National Planning approximately €3.55 billion (2018 prices), ƒƒ Provide through running of suburban rail and its delivery will be subject to the Development (PTOD) CMATS is a live Framework depends on document, subject to periodic review. services through Kent Station between availability of funding. It is acknowledged East Cork and Mallow; its policy reflection and that each of the major elements of CMATS programme delivery will require to be appraised individually on Appropriate oversight arrangements will ƒƒ Include Mallow within Leap Card discount its own merits, in terms of feasibility, design, be put in place for periodic monitoring of range to promote commuting trips by rail; at national, regional and planning, approval and funding. Business the progress on the Strategy’s outcomes ƒƒ Develop new stations in tandem with land local level. cases will be required for each of the major such as integration of land use distribution use, and provide passing loops and platform infrastructure proposals included in the and sustainable transport provision, mode improvements as required; and National Planning Framework 2040 share, and air quality. Strategy, in line with the requirements of the ƒƒ Undertake Review of Suburban Rail Network Public Spending Code and the Common to determine level of upgrades and new In the event of population and employment Appraisal Framework. stations required. growth earlier than anticipated than specific Phased Implementation forms of public transport infrastructure will Medium Term: need to be brought forward as required ƒƒ Increase the number of commuter services A phased implementation plan has been for example, the light rail transit (LRT) to 3 trains per hour between both Midleton developed that incrementally builds or provision of specific Park and Ride and Cobh, and Kent Station, subject to the transport infrastructure, services facilities. The scalability of the public sufficient demand/usage; and investment over time to align with transport infrastructure means that planned the continued growth of the CMA. The frequencies can also be revised upwards ƒƒ Increase the number of through running Strategy’s timeline is cognisant of the to meet growing demand. Examples of services to Mallow to align with increase in NDP, and aligned with the RSES. The this include: suburban rail services; implementation plan has disaggregated the ƒƒ Light Rail frequency moving from a ƒƒ An additional platform at Kent Station will be strategy implementation timeframe into: planned 5 minute headway to 2 minutes; required on the outer shunt line to facilitate ƒƒ Short Term: 1-7 years; increased through running services, without ƒƒ Cork Suburban rail running every 5 impacting on the operation of the Inter-City ƒƒ Medium Term: 7-12 years; and minutes; services; ƒƒ Long Term: 12-20 years. ƒƒ Increase in the frequency of Bus ƒƒ Signalling improvements are likely to be Connects services; and CMATS however is intended to be scalable, required at Glounthaune Junction and at ƒƒ Provision of high quality pedestrian flexible and future-proofed enough to meet Kent Station; and and cycling infrastructure in advance of changes in population and employment ƒƒ Develop new stations in tandem with land Docklands development. growth. use, and provide passing loops and platform improvements as required. 106 CORK METROPOLITAN AREA | TRANSPORT STRATEGY

Long Term: ƒƒ Provision of walking, cycling, public ƒƒ Douglas Road and South Douglas ƒƒ Further increase the number of transport bridge near Mill Road to Corridor; commuter services up to 6 trains per Cork South Docks and Kent Station to ƒƒ N20 Mallow Road Corridor; support development. hour between both Midleton and Cobh, ƒƒ Summerhill North / Ballyhooly Road and Kent Station; Corridor; Medium to Long Term: ƒƒ Increase the number of through running ƒƒ Hollyhill (Apple Campus) to City ƒƒ Design, planning and implementation of services to Mallow up to 6 trains per hour Centre; and to align with increase in suburban rail the Light Rail Transit along the East- ƒƒ Dunkettle to City Centre services; West Corridor; ƒƒ There is potential for the phased ƒƒ In order to meet this service increase, a Medium Term: double track between Glounthaune and implementation of the Light Rail system ƒƒ Completion of Cork based BusConnects Midleton is required. In the long term the with Kent Station, Pairc Úi Chaoimh, network, including bus radial, cross- completion of all stations and associated and Cork Institute of Technology as city and orbital bus services, priority infrastructure such as passing loops, potential phased termination points; and measures and supporting measures. platform improvements, etc. is required; ƒƒ The phased increase of service and frequency and capacity can also be Long Term: ƒƒ Long term consideration for the delivered, depending on the level of land ƒƒ On-going operation and optimisation electrification of commuter rail lines use development and intensification, of the bus network routes and between Mallow, Cobh and Midleton. and associated light rail costs. priority measures.

Light Rail Bus Network Cycling Network Short Term: Short Term: Short to Medium Term: Further develop, design and implement ƒƒ The identification and protection of ƒƒ Development and completion of BusConnects network for Cork based on an alignment for the light rail scheme, the primary and inter-city cycle CMATS network. allowing development consolidation network, including the flagship ‘Lee along the corridor; to Sea Greenway’ from Ballincollig to Prioritisation of the following bus network ; ƒƒ Design, planning and implementation of corridors in the short term: interim high frequency bus service route ƒƒ Audit of cycling infrastructure throughout ƒƒ East-West interim bus corridor following and bus corridor priority measures along Cork City involving all relevant Light Rail corridor alignment; alignment of Light Rail is required to stakeholders; serve the East-West Corridor Demand in ƒƒ Align implementation of the cycling the Short to Medium Term; and network with the implementation of the BusConnects network; LRT ƒƒ Feeder network and permeability review to be undertaken and implemented; and ƒƒ Further cycle network implementation aligned with new development

Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí opportunities and .

Long Term: ƒƒ Completion of secondary and Greenway cycle network. CORK METROPOLITAN AREA | TRANSPORT STRATEGY 107

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

SHORT TERM MEDIUM TERM LONG TERM A phased implementation Timeframe UP TO 2026 UP TO 2031 UP TO 2040 plan has been developed Cork Suburban Rail Network Through Running at Kent Station that incrementally builds the Increase service frequency to 3tph from Midleton and Cobh transport infrastructure, services Kent Station Platform Improvements and investment over time to loops at new stations on line north of Kent Station Mallow platform improvements align with the continued growth Cobh platform improvements of the CMA. New Rail Stations (as required by land use development) Dual Track to Midleton Increase service frequency to 6tph from Midleton and Cobh CMATS is designed to be Electification scalable to meet changes in Purchase of Rolling Stock population and employment Light Rail Route Alignement Reservationand Interim Bus route growth as needs arise as Interim Bus Service O&M well as availability of funding. Planning and Design of LRT Appropriate oversight Construction and Implementation of LRT Bus arrangement will be put in place Bus Network Implementation for periodic monitoring reports Park & Ride of delivery and progress. New Park & Ride Sites Cycling Primary Network Secondary Network Feeder Network Inter Urban Greenways Walking Footpaths and Walking Provision Road Network North & Southern Distributor Roads Appraisal Delivery of both NDR & SDR Apprasial of Northern Ring Road (NRR) Delivery of NRR Dunkettle Interchange M28 Cork to Ringaskiddy Motorway M20 Cork to Limerick Delivery of Cork Distributor Roads N27 N40 Demand Management Docklands and Tivoli Road Network and Regional Roads Operation and Maintanance Parking Management Integration & ITS CORK METROPOLITAN AREA | DRAFT TRANSPORT STRATEGY 109 110 CORK METROPOLITAN AREA | TRANSPORT STRATEGY CORK METROPOLITAN AREA | TRANSPORT STRATEGY 111

17 ENVIRONMENTAL PROTECTION AND MANAGEMENT Regulatory Framework for ƒƒ Freshwater pearl mussel catchments; ƒƒ Potentially feasible corridors within Environmental Protection and ƒƒ Natural Heritage Areas and proposed which infrastructure could be Management Natural Heritage Areas; accommodated will be identified and these corridors assessed. The selection In implementing this Strategy, the Authority ƒƒ Areas likely to contain a habitat listed in of the preferred route corridor will avoid will cumulatively contribute towards – in Annex 1 of the Habitats Directive; constraints and meet opportunities to combination with other users and bodies ƒƒ Un-designated sites of importance to the optimum extent, as advised by the - the achievement of the objectives of the wintering or breeding bird species of relevant specialists; and regulatory framework for environmental conservation concern; protection and management, including ƒƒ In addition to the constraints identified ƒƒ Entries to the Record of Monuments compliance with EU Directives - above, site-specific field data may be and Places and Zones of Archaeological including the Habitats Directive (92/43/ required to identify the most Potential; EEC, as amended), the Birds Directive appropriate corridors. (2009/147/EC), the Environmental ƒƒ Entries to the Record of Protected Impact Assessment Directive (2011/92/ Structures; Stage 2 – Route Identification, EU, as amended by 2014/52/EC) and ƒƒ Architectural Conservation Areas; and Evaluation and Selection the Strategic Environmental Assessment ƒƒ Relevant landscape designations. ƒƒ Potentially feasible routes within the Directive (2001/42/EC) – and relevant preferred corridor will be identified and transposing Regulations. Corridor and Route Selection assessed. The selection of preferred Process for Relevant New routes will avoid constraints and meet Lower-Level Decision Making opportunities to the optimum extent, Infrastructure Lower levels of decision making and as advised by the relevant specialists, The following Corridor and Route Selection environmental assessment should taking into account project level Process will be undertaken for relevant consider the sensitivities identified in information and potential mitigation new infrastructure: Section 4 of the SEA Environmental measures that are readily achievable; Report, including the following: ƒƒ In addition to the constraints identified Stage 1 – Route Corridor above, site specific field data may be ƒƒ Special Areas of Conservation and Identification, Evaluation and required to identify the most appropriate Special Protection Areas; Selection routes; and ƒƒ Features of the landscape that provide ƒƒ Environmental constraints (including ƒƒ In addition to environmental linkages/connectivity to designated sites those identified in Section 4 of the SEA considerations, the identification of (e.g. watercourses, areas of semi-natural Environmental Report) and opportunities route corridors and the refinement of habitat such as linear woodlands etc); (such as existing linear infrastructure) route lines is likely to be informed by will assist in the identification of possible ƒƒ Salmonid waters; other considerations. ƒƒ Shellfish waters; route corridor options; 112 CORK METROPOLITAN AREA | TRANSPORT STRATEGY

Appropriate Assessment 3. The plan or project will have a All projects and plans arising from this significant adverse effect on the integrity Strategy will be screened for the need to of any European site (that hosts a undertake Appropriate Assessment under natural habitat type and/or a priority Article 6 of the Habitats Directive. A plan species) but there are no alternative or project will only be authorised after solutions and the plan or project the competent authority has ascertained, must nevertheless be carried out for based on scientific evidence, Screening imperative reasons for overriding public for Appropriate Assessment, and interest, restricted to reasons of human subsequent Appropriate Assessment health or public safety, to beneficial where necessary, that: consequences of primary importance for the environment or, further to an 1. The plan or project will not give rise to opinion from the Commission, to significant adverse direct, indirect or other imperative reasons of overriding secondary effects on the integrity of public interest. In this case, it will be any European site (either individually a requirement to follow procedures or in combination with other plans or set out in legislation and agree and projects); or undertake all compensatory measures 2. The plan or project will have significant necessary to ensure the protection of adverse effects on the integrity of any the overall coherence of Natura 2000. European site (that does not host a priority natural habitat type/and or Protection of European Sites a priority species) but there are no No plans or projects giving rise to alternative solutions and the plan or significant cumulative, direct, indirect or project must nevertheless be carried secondary impacts on European sites out for imperative reasons of overriding arising from their size or scale, land public interest, including those of a take, proximity, resource requirements, social or economic nature. In this emissions (disposal to land, water or air), case, it will be a requirement to follow transportation requirements, duration of procedures set out in legislation and construction, operation, decommissioning agree and undertake all compensatory or from any other effects shall be permitted measures necessary to ensure the on the basis of this Strategy (either protection of the overall coherence of individually or in combination with other Natura 2000; or plans or projects2 ).

2 Except as provided for in Article 6 (4) of the Habitats Directive, viz. There must be: a) No alternative solution available; b) Imperative reasons of overriding public interest for the plan / programme / strategy / project etc. to proceed; and c) Adequate compensatory measures in place. CORK METROPOLITAN AREA | TRANSPORT STRATEGY 113

Climate Change, Emissions The implementation of the Strategy will and Energy incorporate relevant targets and actions As identified in the SEA Environmental arising from the sectoral adaptation plan Report that accompanies this Strategy, the for transport that will be prepared to Strategy facilitates sustainable mobility and comply the requirements of the Climate associated positive effects, including those Action and Low Carbon Development relating to: Act 2015.

ƒƒ Reductions in greenhouse gas Cognisant of the imperative to reduce emissions and associated achievement emissions the Authority will seek to ensure of legally binding targets; primacy for transport options that provide ƒƒ Reductions in emissions to air and for unit reductions in carbon emissions. associated achievement of air quality This can most effectively be done by objectives, thereby contributing promoting public transport, walking and towards improvement or air quality and cycling, and by actively seeking to reduce protection of human health; car use in circumstances where alternative ƒƒ Reductions in consumption of options are available. non-renewable energy sources and achievement of legally binding During the preparation and/or review renewable energy targets; and of policies and plans relating to climate ƒƒ Energy security. charge, carbon emissions and energy usage, the Authority will seek to integrate In implementing the Strategy, the Authority Strategy objectives, as appropriate. will support relevant provisions contained in the Draft National Energy and Climate Other SEA Recommendations Plan (when adopted), the Cork County In implementing the Strategy, the and City Council Climate Adaptation Authority will ensure that the mitigation Strategies, the Climate Action Plan (2019), measures included in Table 9.3 of the SEA National Climate Change Adaptation Environmental Report are complied with. Framework (2018), the National Mitigation Plan (2017) and the Department of Transport, Tourism and Sport’s 2017 “Adaptation Planning – Developing Resilience to Climate Change in the Irish Transport Sector”. STRATEGY OUTCOMES

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

1.2m

1m

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

400k

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

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

BRT

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

Environmental: 46,000 tonnes pa reduction in vehicular emissions STRATEGY OUTCOMES CORK METROPOLITAN AREA | TRANSPORT STRATEGY 115

FUTURE GROWTH DAILY DEMAND FOR TRAVEL AM PEAK MODE SHARE 2011 - 2040 1.2m 18 STRATEGY OUTCOMES 1m

290k 476k 2011 2011 2011 2011 population population 800k 830k 1.3m 66% 21% 10% 1% 2040 2011 2040 49.3% 2040 21% 2040 25.7% 2040 4% 2040 2011 600k The Cork Metropolitan Area Transport Consistency with the National The development of lands, including 400k This Strategy will deliver Strategy 2040 (CMATS) will result in Planning Framework 2040 brownfield sites in central and other several positive social, economic and CMATS complements the three key accessible locations within the CMA’s BRT 200k an accessible, integrated Cork City Council Black Ash Park & Ride Comhairle Cathairle Chaorcaí environmental outcomes. At a national National Policy Objectives for structuring urban areas will be optimised for housing 0 transport network that level, CMATS complements and supports growth in Ireland: and employment to meet planned 2011 2040 enables the sustainable the implementation of the National growth targets. On this basis, under growth of the Cork Planning Framework. At a metropolitan ƒƒ NPO 1 Growing Our Regions; the land use assumptions of CMATS, area level, CMATS addresses the transport ƒƒ NPO 2 Building Stronger Regions: approximately one third of the CMA’s ACCESSIBILITY AND SOCIAL INCLUSION Metropolitan Area as a and land use challenges set out in Chapter Accessible Centres of Scale; and expected population growth and 60% 3 as well as adhering to the six guiding of employment growth would be located dynamic, connected, ƒƒ NPO 3 Compact, Smart, Suburban Rail Catchment Light Rail Catchment Social Inclusion: principles set out in the Introduction to within the local catchment of CMATS Sustainable Growth. and internationally this report. proposed light rail corridor, whilst also up to 10.9% 19% 30% 32% 60% competitive European including the two largest 3rd level of population of jobs of population of jobs increase in PT mode share This will be achieved, primarily through The challenge of implementation will now campuses, UCC and CIT, as well as for disadvantaged and very city region as envisaged the integration of land use and transport disadvantaged areas be addressed by the Cork City Council the College of Commerce and St planning and investment underpinning by the National Planning and , working in John’s College. the CMATS, against the assumed scale conjunction with the National Transport Framework 2040. and distribution of growth in the Cork Authority, Transport Infrastructure Ireland Almost one fifth (19%) of CMA’s expected Metropolitan Area (CMA) up to the year National Planning Framework 2040 and other key stakeholders, to deliver on population growth and 30% of employment 2040. Under the provisions of the NPF BRT the necessary land use consolidation, growth would be located within the local and its associated Regional Spatial securing capital investment under the catchment of the CMATS suburban and Economic Strategy (RSES) for the National Development Plan, and the rail network, with associated growth Southern Region and Cork Metropolitan implementation of CMATS’ transport consolidation envisaged at a number Area Strategic Plan (MASP), Cork is infrastructure, supporting measures and of existing urban centres and future intended to become a city region of scale SAFETY & ENVIRONMENTAL ECONOMY & COST ESTIMATE demand management measures, to enable development areas on the network, and the key driver for economic activity the full benefits of CMATS to be achieved. including Midleton, Cobh, / in the Southern Region. Population and Over a 30 year strategy period Present Value of Costs: €2.3bn Stoneview, Monard, Blackpool, the Kent employment growth will be directed to Present Value of Bene ts: €5.7bn Station area, Tivoli and Carrigtwohill. Reduction in Reduction in Reduction in National and Regional Level locations that are accessible to high quality fatal serious slight Net Present Value: €3.7bn Total Strategy Outcomes public transport and accessible at the local 15 casualties 68 casualties 1,700 casualties Bene t to Cost Ratio: 2.48 CMATS’ bus offer would be delivered in the Cost Estimate CMATS will complement and deliver level through the provision of a high quality form of a significantly enhanced network or upon the strategic direction given by walking and cycling environment. €3.5bn BusConnects, comprising a comprehensive Government policy as it relates to national network of high frequency bus services with spatial planning, as presented in the It is therefore intended that the CMA dedicated bus priority measures, providing Environmental: National Planning Framework (NPF) and will benefit from a greater level of urban radial and orbital services connecting key capital investment priorities as presented consolidation, coupled with a step-change residential, employment, educational, retail, 46,000 in the National Development Plan (NDP). in the potential for, provision and use of tonnes pa reduction in health and leisure locations. vehicular emissions sustainable modes of transport. 116 CORK METROPOLITAN AREA | TRANSPORT STRATEGY

It will also provide for high levels of CMATS and the complementary land Addressing the Transport connectivity between bus services use policies underpinning it, will seek to Challenges of the CMA and inter-connectivity with rail and light support the Guideline’s objectives through Chapter 3 of the CMATS identified a rail services. a package of traffic management and number of key transport challenges, demand management measures, and the arising largely as a legacy of historic land Consistency with the NDP 2018-2027 provision of viable alternative options for use policies and development patterns In regards to the promotion of sustainable local, non-strategic trip making. that resulted, by default, in a high level of mobility, the need to prepare transport car dependency. strategies to guide investment plans is The implementation of CMATS will be articulated in the NDP, with a particular guided by the over-arching principles The conclusion drawn was that unless emphasis on public transport, walking, and road layout geometries envisaged by the legacy of these historic pattern were cycling and park & ride. The NDP also the Design Manual for Urban Roads and addressed, the CMA would continue to places an emphasis on provision for Streets, whereby the needs of pedestrians, experience high levels of car-dependency, improved regional accessibility between cyclists and public transport users will be with a resultant negative impact on urban centres, through investment in the prioritised, as appropriate, over that of the congestion and its associated economic, national road and rail network and the private car. social and environmental cost. The protection of existing assets. attractiveness of the CMA as a region to Appropriate maximum car parking live, work, visit, play and invest in, would, CMATS and its implementation, standards and criteria for their application as a result be negatively impacted by the complements and supports these priorities will be devised as part of a package of continuation of these patterns and their of the NDP. In the CMATS’ translation complementary measures, for a range associated land use policies. of these priorities into the key project of land uses, including residential, as investment principles and associated recommended in the recently published CMATS also recognises the opportunities measures, the implementation of the Section 28 Sustainable Urban Housing afforded to the CMA, arising from high CMATS will produce a benefit cost ratio of Guidelines. level spatial planning objectives and approximately 2.5:1 – a highly significant associated population growth projections return on a proposed €3.5 billion CMATS and its implementation, in outlined in the NPF 2040 and proposed investments in the metropolitan area and conjunction with complementary land use capital investment in the NDP 2018-2027, the wider regional and national economy. policies, will mitigate the need for car use to consolidate future projected growth in and car ownership through the provision the CMA within established urban centres Supports other Government of viable alternative options and through and around high quality, high capacity Guidelines a reduction in the need to travel, public transport corridors. In accordance with the Government’s supported by investment in walking, Strategic Planning and National Roads cycling and public transport and a range These opportunities are given further guidelines, investment in the CMA’s of transport demand management credence by the complementary support National Road network will seek to cater measures, consistent with the Smarter in current government policies and primarily for strategic movement of goods Travel targets for urban areas. There is guidelines including Smarter Travel and and people, enhancing connectivity potential for further increases in modal the new Sustainable Urban Housing between regional centres of scale, shift to active and sustainable modes Guidelines, which support car restraint in improving inter-regional connectivity and through softer mobility and behavioural areas served, or planned to be served, by accessibility at a national level, to key changes which are not captured by the public transport. international gateways of high economic transport model used to measure the importance, including air and sea ports. Strategy outcomes.

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