DOCSLIB.ORG

National Road Network Indicators 2012 Contents

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
National Road Network Indicators 2012 Contents NATIONAL ROADS AUTHORITY NATIONAL ROAD NETWORK INDICATORS 2012 CONTENTS INTRODUCTION P3 1. ROAD NETWORK P4 2. ECONOMIC P14 3. ROAD CONDITION P20 4. SAFETY P24 5. ACCESSIBILITY + ENVIRONMENT P27 6. DISSEMINATION P29 National Roads Authority National Road Network Indicators 2012 3 INTRODUCTION The National Road Authority’s primary function is to secure the provision of a safe and efficient network of national roads. For this purpose, it has overall responsibility journey times, reduced congestion and The National Roads Authority considers not only for planning and supervision of reductions in the cost of operating vehicles. it important to monitor the performance construction and maintenance works on Society as a whole benefits from increased and use of the national road network and these roads, but also for ensuring the economic productivity, reduced energy to share this information with the public at efficient use and safe operation of the consumption and a better environment. large. national road network. If the national road network is operated to This publication sets out some key Efficient use of the national road network a high standard, then road users will enjoy road transport, economic, safety and provides benefits to road passenger and short and predictable journey times and environmental indicators of performance road freight users in the form of shorter safe journeys. and usage of the National Roads Network. National Roads Authority National Road Network Indicators 2012 ONE: ROAD NETWORK ONE | ROAD NETWORK 5 A: LENGTH OF NATIONAL ROAD NETWORK Length of national road network by road type 2012 There are in excess of 5,400 kilometres of national road network National primary national primary in Ireland national secondary National secondary regional/local roads The national road network is comprised Road type: Regional/localroads motorway unknown of 900 kilometres of motorway, 324km of Motorway motorway 900km dual carriageway, and 4,189km of single Unknown dual carriageway 324km carriageway. single carriageway 4,189km The national road network’s classification status comprises 2,697km of National Primary and 2,716km of National Secondary roads. The actual length of the national road network fluctuates year on year due to road reclassification, realignments to existing national roads, new roads opening and analysis and updating of data in the NRA Roads Database. National Roads Authority National Road Network Indicators 2013 ONE | ROAD NETWORK 6 B: LEVEL OF USAGE OF THE ROAD NETWORK Level of usage of the national road network as measured by Annual Average Daily Traffic (AADT) Despite the impact of the economic downturn, the national roads network M1 continues to be heavily used On the M50 the annual average daily traffic flow (2-way AADT) in places is in excess of AADT M50 124,000 vehicles per day. M11 AADT (thousands per day) 1–5 25–50 5–10 50–75 10–17 75–100 N8 17–25 100–150 N40 AADT Cork Source: NRA National Transport Model, 2010 National Roads Authority National Road Network Indicators 2013 Free flow Reasonably free flow Stable flow ONE | ROAD NETWORK 7 Approaching unstable flow C1: LEVEL OF SERVICE: Unstable flow MORNING RUSH-HOUR, NATIONAL ROADS Forced or breakdown flow Proportion of the national road network operating under each level of service conditionFree flow Reasonably free flow Stable flow Approaching unstable flow The level of service (LOS) provided by Unstable flow roads may be assessed using recognised 50% 40% 60% international standards. LOS is a quality Forced or breakdown flow 30% measure describing operational conditions All roads 70% within a traffic stream. Following the 20% 80% substantial investment in nationalFree fl oroadsw over the last decade, most route sections 10% 90% Reasonably free flow 0% are operating to the highest standard of service. However, for certain Sroadstable fl osuchw as the M50, further interventions such as demand Approaching unstable flow management are required to ensure that All roads National primary National secondary M50 Cork Ring Road Unstable flow higher levels of service are achieved. 50% 40% 60% For further informationForced see: or bre akdown flow Transport Research and Information 30% National 70% Note: A Study of Lane Capacity, 2012 primary 20% 80% online at http://nra.ie/Publications/ roads TransportResearchandInformationNotes/ 10% 90% 0% Free flow Reasonably free flowAll roads National primary National secondary M50 Cork Ring Road 50% Stable flow 40% 60% 30% 70% Approaching unstable flow National secondary 20% 80% Unstable flow roads 10% 90% 0% Forced or breakdown flow Source: NRA National Transport Model, 2010 National Roads Authority All roads National primary National secondary M50 Cork National Ring Road Road Network Indicators 2013 ONE | ROAD NETWORK 8 C2: LEVEL OF SERVICE MORNING RUSH-HOUR, NATIONAL ROADS, ETC Proportion of the M50 and Cork Ring Road operating under each level of service condition FrFeree fleo flwow M50 Cork Ring Road ReRaesaosnoanbalyb lfyr efree fleo flwow M1 StSatbaleb lfleo flwow N8 ApApprporaocahcinhgin ugn usntsatbaleb lfleo flwow The level of service on the M50 in Dublin and UnUsntsatbaleb lfleo flwow Cork Ring Road is presented opposite: Dublin FoFrocerced odr o brr beraekadkodwonw flno flwow Free flow Reasonably free flow N40 Stable flow M11 Approaching unstable flow Unstable flow Forced or breakdown flow 50% 50% 40% 60% 40% 60% 30% 70% 30% 70% Cork Ring M50 Road 20% 80% 20% 80% 10% 90% 10% 90% 0% 0% Source: NRA National Transport Model, 2010 National Roads Authority AllAll roads roads NationalNational primary primary NationalNational secondary secondary M50M50 CorkCork Ring Ring Road Road National Road Network Indicators 2013 ONE | ROAD NETWORK 9 D: ROADS USAGE OVER THE DAY Profile of the usage of the road network by time of day 12 12 11 1 11 1 10 2 10 2 AM PM 9 3 9 3 The majority of roads 8 4 8 4 7 5 7 5 are more heavily 6 6 trafficked in the 10% morning and evening peaks 9% In the morning peak traffic builds 8% to peak around the hour beginning at 8am. In the evening, the peak is 7% usually reached in the hour beginning at 5pm. Peak traffic hours have a level of traffic some 30% to 50% 6% above off-peak levels. The M50 is the most trafficked road 5% in the country with daily weekday traffic of nearly 130,000. The peaks 4% on the M50 are more prolonged than other roads with significant traffic traffic daily % Total per hour 3% flows being maintained during off- peak periods. 2% M50 motorway 1% national primary national secondary 0% peak period 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Hour Beginning Source: NRA National Transport Model, 2010 National Roads Authority National Road Network Indicators 2013 ONE | ROAD NETWORK 10 E: TRIP DURATION NATIONAL ROADS AND REGIONAL ROADS - AM PEAK Profile of the trips made on the national and regional road network by their duration Across the road 30 network, a large portion of trips that people make are of 20 38% 38% greater short duration. In total, less than or less than or than 15 38% of trips are of 15 equal to 15 equal to 15 minutes minutes duration or 15 minutes less 62% 10 5 % Total daily traffic% Total per hour 0 0-5 5-10 10-15 15-20 20-25 25-30 65-70 70-75 30-35 35-40 40-45 45-50 50-55 55-60 60-65 75-80 80-85 85-90 90-95 95-100 Trip Length (minutes) average trip duration = 23 mins light vehicles Source: NRA National Transport Model, 2010 National Roads Authority National Road Network Indicators 2013 ONE | ROAD NETWORK 11 F: TRIP DISTANCE NATIONAL AND REGIONAL ROADS - AM PEAK Profile of the trips made on the national and regional road network by their distance Across the road network, a large portion of trips that people make are short distance. In total, 39% of 30% trips on the national and regional roads network are 25% 10 kilometres or less 39% 61% 20% 15% 0–10km 10km + Proportional total 10% 5% 0 0-5 5-10 10-15 15-20 20-25 65-70 70-75 75-80 80-85 85-90 90-95 25-30 30-35 35-40 40-45 45-50 50-55 55-60 60-65 95-100 Trip Distance (km) average trip distance = 20.7km light vehicles Source: NRA National Transport Model, 2010 National Roads Authority National Road Network Indicators 2013 ONE | ROAD NETWORK 12 G: VEHICLE KILOMETRE TRENDS Trends in the vehicle kilometres travelled on the road network in Ireland Long term trends on all roads In total there has been a 33% increase in Source: Central Statistics Office (CSO) After the impact of the traffic volumes (as measured by vehicle 50 kilometres travelled) in the country over economic recession, traffic the 11 year period 2000 - 2012. Traffic volumes on the national road 40 volumes peaked in 2008, reaching 44.4 billion vehicle-kilometres. Since 2008, network have started to 30 traffic volumes have fallen annually, totalling 40.7 billion vehicle-kilometres in increase again (all roads) 20 2012. While the overall movement in traffic volumes has been similar for private cars 10 Billions of Vehicle km and goods vehicles over the 2000 – 2012 period, the proportional decrease in traffic 0 volumes since 2008 has been much more 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 pronounced for goods vehicles (-22.5%) relative to private cars (-4.7%). all vehicles More recent experience on national roads private cars Source: NRA Traffic Counters However, an analysis of recent trends goods vehicles 120.0 on national roads only shows that traffic volumes have started to increase again.
Load more

Recommended publications
  • 3.4 Sustainable Movement & Transport
    3.4 Sustainable Movement & Transport 3.4.3 Challenges & Opportunities cater for occasional use and particularly for families. This in turn impacts on car parking requirements and consequently density levels. A key The Woodbrook-Shanganagh LAP presents a real opportunity to achieve a challenge with be to effectively control parking provision as a travel demand modal shift from the private car to other sustainable transport modes such management measure. 3.4.1 Introduction as walking, cycling and public transport. The challenge will be to secure early and timely delivery of key connections and strategic public transport 3.4.4 The Way Forward Since the original 2006 Woodbrook-Shanganagh LAP, the strategic transport elements - such as the DART Station - so to establish behaviour change from planning policy context has changed considerably with the emergence of a the outset. In essence, the movement strategy for the LAP is to prioritise walking series of higher level policy and guidance documents, as well as new state Shanganagh Park, straddling the two development parcels, creates the and cycling in an environment that is safe, pleasant, accessible and easy agency structures and responsibilities, including the National Transport opportunity for a relatively fine grain of pedestrian and cycle routes to achieve to move about within the neighbourhoods, and where journeys from and Authority (NTA) and Transport Infrastructure Ireland (TII). a good level of permeability and connectivity between the sites and to key to the new development area are predominantly by sustainable means of The key policy documents emerging since 2006 include, inter alia: facilities such as the DART Station and Neighbourhood Centre.
    [Show full text]
  • County Wexford Road Traffic Special Speed Limit Bye-Laws 2018 (Road Traffic Act 2004 As Amended)
    County Wexford Road Traffic Special Speed Limit Bye-Laws 2018 (Road Traffic Act 2004 as Amended) DRAFT (Adopted on the __ of ________ 2018) County Wexford Road Traffic Special Speed Limit Bye Laws 2018 DRAFT Section Contents Page 1. Definitions and General Information 4 2. Repeals 6 3. Citation 6 4. Enniscorthy Municipal District 7 Special Speed Limits 4.1 First Schedule 20 km/h 4.2 Second Schedule 30 km/h 4.3 Third Schedule 40 km/h 4.4 Fourth Schedule 50 km/h 4.5 Fifth Schedule 60 km/h 4.6 Sixth Schedule 80 km/h 4.7 Seventh Schedule 100 km/h 4.8 Eighth Schedule 120 km/h Periodic Speed Limits 4.9 Ninth Schedule 30 km/h 4.10 Tenth Schedule 40 km/h 5. Gorey Municipal District 30 Special Speed Limits 5.1 First Schedule 20 km/h 5.2 Second Schedule 30 km/h 5.3 Third Schedule 40 km/h 5.4 Fourth Schedule 50 km/h 5.5 Fifth Schedule 60 km/h 5.6 Sixth Schedule 80 km/h 5.7 Seventh Schedule 100 km/h 5.8 Eighth Schedule 120 km/h Periodic Speed Limits 5.9 Ninth Schedule 30 km/h 5.10 Tenth Schedule 40 km/h 2 | P a g e County Wexford Road Traffic Special Speed Limit Bye Laws 2018 DRAFT 6. New Ross Municipal District 53 Special Speed Limits 6.1 First Schedule 20 km/h 6.2 Second Schedule 30 km/h 6.3 Third Schedule 40 km/h 6.4 Fourth Schedule 50 km/h 6.5 Fifth Schedule 60km/h 6.6 Sixth Schedule 80 km/h 6.7 Seventh Schedule 100 km/h 6.8 Eighth Schedule 120 km/h Periodic Speed Limits 6.9 Ninth Schedule 30 km/h 6.10 Tenth Schedule 40 km/h 7.
    [Show full text]
  • Chapter 7: Infrastructure
    Navan Development Plan 2009-2015 November 2009 CHAPTER 7: INFRASTRUCTURE SECTIONS IN THIS CHAPTER 7.1 Transportation-Introduction 7.2 Goals 7.3 Roads 7.4 Pedestrians and Cyclists 7.5 Public Transport 7.6 Park & Ride, Parking, Loading & Taxi Ranks 7.7 Street Furniture & Lighting 7.8 Keeping the Street Clean 7.9 Water Supply & Sewerage Treatment & Disposal 7.10 Flooding 7.11 Sustainable Urban Drainage Systems 7.12 Telecommunications 7.13 Broadband 7.14 Solid Waste Collection & Disposal 7.15 Energy 161 Navan Development Plan 2009-2015 November 2009 7.1 Transportation-Introduction The context for this chapter is provided in Chapter Two of this Development Plan. The key to Navan’s sustainable growth is the development of an integrated land use and transportation system which provides for a development pattern that protects Navan’s architectural and natural heritage while providing for growth and economic development. The integration of land use and transportation policies, both in the town centre and outer suburban areas underpins the transportation strategy as outlined below. 7.2 Goals It is the goal of Navan Town Council and Meath County Council to create vibrant urban areas with good provision of public transport, reduced traffic congestion and an attractive urban centre, which is not dominated by the car. It is the main objective of the Planning Authorities to create an integrated and environmentally sound system, with particular emphasis on: Accessibility and choice of transport for all; Strong integration between transportation planning
    [Show full text]
  • M7 Osberstown Interchange & R407 Sallins Bypass Scheme
    M7 Osberstown Interchange & R407 Sallins Bypass Scheme Main Brief M7 Osberstown Interchange & R407 Sallins Bypass Scheme Main Brief of Evidence (Including Traffic, Non-agricultural Material Assets, Waste, Hydrology, Inter-relationships & Cumulative Impacts) by Eileen McCarthy BE., MICE, MIEI, PE Main Brief / FINAL M7 Osberstown Interchange & R407 Sallins Bypass Scheme Main Brief 1. Introduction 1.1 My name is Eileen McCarthy. I am an Associate Director with Arup. I hold an honours degree in Civil Engineering from University College Cork (UCC) (1987). I am a Chartered Member of the Institute of Civil Engineers in London, a Chartered Member of Engineers Ireland and a licensed professional engineer in USA. 1.2 I have over 25 years relevant experience and in particular, managed the planning and design for various road schemes including M20 Cork – Limerick Motorway Scheme, M7/N24 Ballysimon Road Improvement Scheme, N22 Baile Bhuirne to Macroom scheme and the Naas Southern Ring Road in Kildare. 1.3 I have been directly responsible for the project management of the M7 Osberstown Interchange and R407 Sallins Bypass Scheme since commencement of work on this application to An Bórd Pleanála in October 2012. I will be assisted as required by members of our design team when addressing specific queries which may arise during cross-examination. 1.4 The objective of my brief of evidence is to set the scene at the commencement of this hearing. I am mindful of the Boards direction to avoid repetition of the contents of the Environmental Impact statement, and therefore, make reference to various sections of the EIS throughout as opposed to repetition.
    [Show full text]
  • N11 Corridor Review Fassaroe Junction to Kilmacanogue, County
    N11 Corridor Review Fassaroe Junction to Kilmacanogue, County Wicklow March 2010 The Employer The Engineer National Roads Authority Roughan & O‟Donovan - Aecom St Martin‟s House Alliance Waterloo Road Arena House Ballsbridge Arena Road Dublin 4 Sandyford Dublin 18 Roughan & O‟Donovan - N11 Corridor Review AECOM Alliance Fassaroe to Kilmacanogue N11 Corridor Review Fassaroe to Kilmacanogue March 2010 Document No: ..................... 07.139.039.10A Made: ................................... Kevin Brennan / Eoin Ó Catháin Checked: ............................. Séamus MacGearailt Approved: ........................... Séamus MacGearailt Document No Description Made Checked Approved Date 07.139.039.10A Final KB / EOC SMG SMG Mar 2010 Ref: 07.139.039.10A March 2010 Page i Roughan & O‟Donovan - N11 Corridor Review AECOM Alliance Fassaroe to Kilmacanogue N11 Corridor Review Fassaroe to Kilmacanogue March 2010 TABLE OF CONTENTS 1. INTRODUCTION .......................................................................................................... 1 2. BACKGROUND AND CONTEXT ................................................................................. 2 2.1 National Route Context for N11 ................................................................................................ 2 2.2 Historical Development of the N11 Route ................................................................................ 2 2.3 Road Standard .........................................................................................................................
    [Show full text]
  • DN-GEO-03031 June 2017 TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS
    Rural Road Link Design DN-GEO-03031 June 2017 TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS About TII Transport Infrastructure Ireland (TII) is responsible for managing and improving the country’s national road and light rail networks. About TII Publications TII maintains an online suite of technical publications, which is managed through the TII Publications website. The contents of TII Publications is clearly split into ‘Standards’ and ‘Technical’ documentation. All documentation for implementation on TII schemes is collectively referred to as TII Publications (Standards), and all other documentation within the system is collectively referred to as TII Publications (Technical). Document Attributes Each document within TII Publications has a range of attributes associated with it, which allows for efficient access and retrieval of the document from the website. These attributes are also contained on the inside cover of each current document, for reference. TII Publication Title Rural Road Link Design TII Publication Number DN-GEO-03031 Activity Design (DN) Document Set Standards Stream Geometry (GEO) Publication Date June 2017 Document 03031 Historical NRA TD 9 Number Reference TII Publications Website This document is part of the TII publications system all of which is available free of charge at http://www.tiipublications.ie. For more information on the TII Publications system or to access further TII Publications documentation, please refer to the TII Publications website. TII Authorisation and Contact Details This document
    [Show full text]
  • 10 TRANSPORTATION 10.1 Transport Network and Infrastructure 10.1.1
    10 TRANSPORTATION 10.1 Transport Network and Infrastructure 10.1.1 Road Network The majority of inter-city roads in Chile are under the jurisdiction of the Road Department of MOP, except for urban streets and some private roads belonging to the mining and forestry companies. They are classified in five categories: • Class A: National Roads including Route 5 and other trunk roads connecting Route 5 to regional capitals, ports and/or major marine customs as well as international airports. • Class B: Primary Regional Roads are trunk roads not classified as national roads, connecting a national road to a province capital or to three communal capitals and those connecting provincial capitals to two communal capitals or frontiers. • Class C: Secondary Regional Roads are roads not classified as national or primary regional roads, and have access to communal capitals and areas populated by over 1,500 habitants. • Class D and E: Primary and Secondary Communal Roads are roads not classified as national or regional roads. The road network classified by the Class A, B and C is called the basic network. In 1998, the total length of public roads was 79,200 km, while the basic network was composed of 23,382 km, accounting for 30% of the total (Table 10.1.1). Figure 10.1.1 shows the basic network that is dominated by the north-south stretch of Route 5, due to the long and narrow shape of the nation. Figure 10.1.2 shows regional road length by surface type. Since the mid-1980s, the Government has given approximately of total infrastructure investment to the road sector, emphasizing road improvement rather than road construction.
    [Show full text]
  • Free Speed Survey 2012 (Urban and Rural)
    Free Speed Survey 2012 (Urban and Rural) Free Speed Survey 2012 (Urban and Rural) 2012 Survey of Free Speed (Urban and Rural) Page 2 CONTENTS ExecutiveSummary.......................................................................... 4 A: Key Findings 5 B: Definitions 9 C: Speed Limits 11 D: Background to the Free Speed Survey 13 E: Methodology 15 1. Free Speed Survey 2012 - Cars 18 1.1 Overview 18 1.2 Overview of Free Speed by Road Type 19 1.3 Free Speed on Urban Roads 19 1.4 Free Speed on Rural Roads 21 2. Free Speed Survey 2012 – Articulated Vehicles 28 2.1 Overview 28 2.2 Overview of Free Speed by Road Type 28 2.3 Free Speed on Urban Roads 30 2.4 Free Speed on Rural Roads 31 3. Free Speed Survey 2012 – Rigid Vehicles 35 3.1 Overview 35 3.2 Overview of Free Speed by Road Type 35 3.3 Free Speed on Urban Roads 36 3.4 Free Speed on Rural Roads 37 4. Free Speed Survey 2012 – Single Deck Buses 42 5. Speed Variations 44 5.1 Overview 44 5.2 Relationship between speed and travel time 44 6. Detailed Tables 46 - 53 7. Appendices 54 - 61 Appendix 1: Sample free speed survey sheet Appendix 2: Free speeds (urban) survey locations Appendix 3: Free speeds (rural) survey locations 2012 Survey of Free Speed (Urban and Rural) Page 3 Executive Summary A nationwide observational free speed survey on Irish roads was conducted in 2012 by Road Safety Authority (RSA). Although speed is a demonstrated road collision causal factor, in 2012, the percentage of car drivers exceeding speed limit on rural roads was 20%.
    [Show full text]
  • Chapter 11: Material Assets
    Lower Lee (Cork City) Drainage Scheme in association with Chapter 11: Material Assets Environmental Impact Statement Lower Lee (Cork City) Drainage Scheme in association with 11 MATERIAL ASSETS Material assets are generally considered to be the physical resources in the environment, which may be of human or natural origin. This chapter details the impact of the proposed Lower Lee (Cork City) Drainage Scheme on these resources, namely transport infrastructure, subterranean infrastructure, management of waste, access to river/land and land use. This impact assessment is based on a desk study, with details of major utilities taken from information supplied by Cork City Council, Cork County Council, Arup (Scheme Designers) and the service providers. The road network was identified using Ordnance Survey Ireland (OSi) discovery series mapping along with an examination of aerial photography. A number of documents were consulted in the preparation of this assessment, as follows; (i) Cork City Development Plan, 2015 – 2021 (ii) Cork County Development Plan, 2014 (iii) Cork City Waste Management Plan, 2004 (iv) Cork County Council, Waste Management Plan, 2004 (v) EPA, Guidelines on the information to be contained in Environmental Impact Statements 11.1 RECEIVING ENVIRONMENT The Lower Lee (Cork City) Drainage Scheme, described in Chapter 3, comprises mainly of works to and in the vicinity of the River Lee from the Inniscarra Dam extending along the main channel of the river. As such, potential impacts to material assets are restricted to these areas. The proposed scheme will have potential to impact on the following: . Transport Infrastructure; . Drainage Network; . Water Distribution Network; . Bord Gáis Distribution Network; .
    [Show full text]
  • Adopted Bye-Laws.Pdf
    Contents Road Traffic Special Speed Limit Limit Speed Special Traffic Road Bye - Laws 2017 Laws Page 1 of 80 Page 2 of 80 Contents Contents Introduction 05 Bye-Laws Regulating Special Speed Limits 07 First Schedule (Roads to have Special Speed Limits of 20km/h) 10 Second Schedule (Roads to have Special Speed Limits of 30km/h) 11 Third Schedule (Roads to have Special Speed Limits of 40km/h) 15 Fourth Schedule (Roads to have Special Speed Limits of 50km/h) 16 Fifth Schedule (Roads to have Special Speed Limits of 60km/h) 54 Sixth Schedule (Roads to have Special Speed Limits of 80km/h) 64 Seventh Schedule (Roads to have Special Speed Limits of 100km/h) 71 Eighth Schedule (Roads to have Special Speed Limits of 120km/h) 74 Ninth Schedule (Roads in respect of which a Special Speed Limit of 50 km/hr 80 during specified periods and specified days is prescribed, in accordance with Section 9 (5) of the Road Traffic Act, 2004) 75 Tenth Schedule Roads in respect of which a Special Speed Limit of 60km/hr 79 during specified periods & specified days is prescribed, in accordance with Section 9(5) of the Road Traffic Act, 2004 Bye-Law Making and Adoption 81 Page 3 of 80 Page 4 of 80 Introduction The Road Traffic Act 2004 (No. 44 of 2004), with effect from 20 January 2005, as amended by Section 86 of the Road Traffic Act, 2010 provides the legislative basis for speed limits. The Act introduced metric values for speed limits and also provides for: • the adoption of new Default Speed Limits for roads in built up areas, on motorways, rural national roads
    [Show full text]
  • National Roads Authority Annual Report & Accounts 2014
    National Roads Authority Annual Report & Accounts 2014 ii Contents CHAIRMAN’S FOREWORD 1 CHIEF EXECUTIVE’S STATEMENT 2 CHAPTER 1: NETWORK OPERATIONS AND MAINTENANCE 3 CHAPTER 2: NETWORK IMPROVEMENTS 7 CHAPTER 3: RESEARCH AND SPECIALITY SERVICES 9 CHAPTER 4: ABOUT THE NATIONAL ROADS AUTHORITY 15 FINANCIAL STATEMENTS 22 BOARD MEMBERS 44 iii iv NATIONAL ROADS AUTHORITY Annual Report & Accounts 2014 Chairman’s Foreword I am pleased to report that 2014 brought the beginning of a return to normal activity for the National Roads Authority. The commencement of the M17/M18 motorway scheme, during 2014, provided further evidence that Ireland had made a successful return to financial markets. The Authority was delighted to see a significant number of foreign financial institutions participate in this important financing endeavour. We thank the NDFA for its co‐operation in securing this financing. This breakthrough project financing will be followed by other major projects during the course of 2015. In addition to the return to developing major projects, there has been a significant amount of progress on other minor road schemes. Overall progress relating to major and minor schemes is contained in Chapter 2 under Network Improvements. The Authority continually seeks to maintain high standards, through innovation, both in updating our road design standards and in seeking to optimise maintenance through continuing road condition monitoring. While the Authority recognises that the Government has been operating under constrained finances in recent years, it is important to recognise that continued underinvestment can lead to deterioration of high value public assets such as the motorways and other roads.
    [Show full text]
  • Proposed Road Network 2040 N
    Proposed Road Network 2040 N20 WHITECHURCH M8 Cork North Ring Road KNOCKRAHA LEAMLARA MONARD WHITES CROSS SALLYBROOK BLARNEY BROOKLODGE TOWER Northern Distributor Road GLANMIRE CARRIGTWOHILL N25 MIDLETON GLOUNTHAUNE HGV Restrictions Grade Seperation DunkettleLITTLE ISLAND Interchange Upgrade N40 South Docklands BALLINCOLLIG Access Roads N22 N40 DOUGLAS PASSAGE WEST FRANKFIELD ROCHESTOWN Demand Management East-West Link BALLYMORE N27 to Cork Airport Southern Distributor Road M28 Cork - Ringaskiddy COBH MONKSTOWN CORK AIRPORT RINGASKIDDY BALLYGARVAN WHITEGATE All routes and alignments are subject to change CARRIGALINE through the statutory scheme appraisal process. N71 CORK METROPOLITAN AREA | TRANSPORT STRATEGY 89 Requirements of Regional and Bus lane and priority provision – Allows for the downgrading of national Local Road Network approximately 33% of cross section; and routes entering Cork City, which can therefore allow for the prioritisation of Any additional regional road network 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 Roads 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, 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 Provide walking and cycling linkages; infrastructure on the north side of routes through the city centre.
    [Show full text]