Cork Metropolitan Area Transport Strategy Consultation June 2019

Introduction The Metropolitan Area Transport Strategy (CMATS) is absolutely welcomed by Cork Chamber. It complements Ireland 2040 and the unique position of Cork within national strategic and capital planning as the fastest growing city region in Ireland.

The delivery of transport infrastructure is a core priority of Cork Chamber members. In many respects, alongside the provision of accommodation, public and sustainable transport will be the defining enabler of the future prosperity and quality of life for the people of Cork. In equal measure, failure to deliver will be an acute inhibitor of progress.

In this submission we set out the views of Cork Chamber which represents 1,200 members who together employ 100,000 people living, working, commuting and travelling in the metropolitan area.

Statutory Basis & 2040 Alignment It is essential that this transformative strategy is placed on a firm statutory footing to ensure delivery, supported by transparent timelines and clear funding commitments. Due to the absolute alignment of Ireland 2040, and the opportunity to further endorse the statutory footing of Ireland 2040, as well as to ensure parity with other planning instruments and statutory plans (such as the Regional Spatial and Economic Strategy and City & County development plans), it is essential that this step is taken, or the intent and delivery of CMATS could be undermined.

Key recommendations/ Areas for further investigation:

CMATS must be based on statutory footing.

Cork Based Delivery In recognition of Cork’s positioning within Ireland 2040, we believe the establishment of a permanent National Transport Authority office in Cork is required to focus on the implementation of CMATS. Setting up a Cork based delivery office also sends an important signal of intent to people and business in Cork.

Having viewed the technical and stakeholder-based complexity of deliveries of schemes such as Bus Connects, a dedicated Cork team will be nothing short of essential to the progress of this plan. It cannot be anything less than a priority area of focus and implementation for the NTA.

Key recommendations/ Areas for further investigation: NTA office to be initiated in Cork.

Flexibility in delivery and milestones It is essential that there is clarity within the specified project timeframes to 2026, 2031 and to 2040, to include a sequencing of the various projects within. This will provide a level of transparency and confidence in the overall strategy. Investment requires certainty and a schedule of project sequencing within the timeframes will engender confidence.

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Fundamentally, Cork Chamber disagrees with 2026 as being short term. As such, we believe there should be more available information around the activity over the next year to 2023 and include such breakdowns within each timeframe. For example, a sequencing of the priority bus routes and cycle routes that are due to be developed at the outset. It is critical that there are wins in the short term to garner long term support for the strategy and the overall vision for a transformation in how we commute and relate to public and sustainable transport across the Cork Metropolitan area.

The current level of complexity in planning, funding and delivery of public infrastructure in Ireland is well documented and becoming an increasing source of concern for the business community. It is essential that the delivery of this strategy and the point of planning and design is always exemplary in public engagement and flexible in response where possible and appropriate. The retrofitting of modern transport requirement in any area is challenging in various respects but delivery must be the absolute focus.

Opportunities do exist to enhance current infrastructure, for example the addition of the Kilbarry railway station will maximise the existing rail infrastructure, and permeability of the Blackpool area and its growing importance as an employment hub to commuters from North Cork, East Cork and City. The designation of Mallow as a commuter station would increase significantly the affordability of this option for commuters. There are opportunities and it is prudent that these be maximised.

In this submission, we provide details and insights on specific modes and geographies in the plan. However, we must be clear on the overarching points relating to timelines and delivery.

Key recommendations/ Areas for further investigation:

1. Investment requires certainty and a schedule of project sequencing within the timeframes will engender confidence. 2. There needs to be a balance to prioritise demand-based infrastructure priorities where

there is the current demand and deficiencies in services and infrastructure. There should in tandem be the adoption of a plan led approach where there is approved planning and investment going ahead. This will alleviate potential for repeated disruption of traffic flows and communities where all infrastructure can be planned and developed in tandem. 3. The strategy roll out must secure quick wins with suggestions included on page 20. 4. Fundamentally, Cork Chamber disagrees with 2026 as being short term. As such we believe there should be more available information around the activity over the next year to 2023 and include such breakdowns within each timeframe. 5. The projected modal share figures (2040) seem quite low (e.g. cycling 2011: 1% >> 2040: 4%). A more specific modal share for the new Cork City area would be beneficial. We suggest that cycling targets for 2040 are included, rather than merely projections.

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6. It is essential that the delivery of this strategy and the point of planning and design is always exemplary in engagement and flexible in response where possible and appropriate. 7. Three streams of work must begin immediately to ensure that the plan is delivered effectively and on time. i. Delivery of improvement in frequency, widening of commuting times, and improvement of service on existing assets. (ex. Commuter rail frequency improvement, commuter fare, bike scheme Leap integration) ii. Planning, design and implementation of assets currently not in existence but with relatively low outlay must begin immediately (ex. Cycle , bike scheme expansion, bus corridor to existing park and ride) iii. Planning, design, prioritisation and implementation of major assets currently not in existence must begin immediately (Example, new station stations, new park and rides, and light rail).

Review and monitoring process With a very strong benefit to cost ratio of 2.48, the potential across Cork for a gear shift in how we commute and the supporting infrastructure and services to support a transition to sustainable and public modes of transport is clearly demonstrated. The ratio of 2.48 is most likely a conservative estimate and cannot fully predict for latent demand. We suggest that the cost benefit ratio is reviewed and monitored on an ongoing basis, and where the cost benefit ratio is achieved on a specific element of the strategy, this should be communicated to the public, engaging the Cork community with the successes.

Using the example of the M50 now operating at traffic levels not expected until the mid-2020’s, it is essential that there is a level of flexibility within the strategy to be adaptable and where necessary plan led, to meet not only current demand but also where there is large scale planning development approved and so meeting this need proactively. Therefore, there needs to be flexibility to prioritise routes or projects to be brought forward to meet this need sooner.

One could argue that the high cost benefit ratio for this strategy should result in funding being released towards CMATS ahead of other projects because of this positive return on taxpayers’ money

Key recommendations/ Areas for further investigation: 1. The inclusion of a defined review and monitoring process will aid the delivery and agility of the strategy to meet demand and planned and approved development. 2. Continued review of the cost benefit ratio, and communication with the Cork community on milestones achieved.

Ongoing public consultation Throughout the lifetime of the strategy to 2040, it is essential that there are public engagements scheduled to communicate the progress to date and the overall vision for the strategy.

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Key recommendations/ Areas for further investigation:

Ongoing public engagement throughout the project to 2040 on the overall vision.

Air quality and public transport fleet technologies The rollout of the transport strategy is an opportunity to be ambitious and support the development of Cork as a Living City. Cork has the scale to progress and be the dynamic embodiment of what a Living City can look like in an Irish context. A key component of developing a thriving and sustainable City is the provision of green spaces, planting, and the safeguarding of the environment and air quality for citizens. Here we have an opportunity to adopt technologies within our transport fleet that will greatly enhance and safeguard air quality as the city grows and develops. With over 20% of the Cork Metropolitan area yet to be developed and projected for by 2040, now is the opportunity to have this step change.

Cork Chamber continues to advocate for the adoption of a biomethane public bus fleet for Cork. Biomethane is a low-carbon, methane-based transport fuel produced from anaerobic digestion giving effect to national waste policy, and the drive towards an efficient circular economy in converting waste to energy, while increasing domestic energy security, diversity and resilience. Biomethane as a fuel is particularly suitable to heavy vehicles such as buses and HGVs. Reducing greenhouse gas emissions by up to 85% while having particulate matter-free combustion, dramatically reduced NOx (nitrogen oxides) emissions and few ozone promoters than Euro V diesel vehicles, biomethane represents a significant opportunity for utilisation across our public bus fleet. Across Europe and further afield, this technology is commonplace. For example, in Nottingham, the double-decker bus fleet is powered entirely by biomethane. Nottingham City’s transport fleet of 53 bio-gas double deck buses has doubled in size in 2019 with the addition of a further 67 buses.

Realistically there will need to be a mix of fuels and technologies adopted in the future. There are still persistent issues with reliability with fully electric buses, with no viable double decker option available currently. The future holds great opportunity also for Hydrogen which is very promising and should be a game changing technology in the future. While we are not there yet, we do have an opportunity now to meaningfully adopt a dependable technology which will give a significant reduction in harmful climate emissions and particulate matter.

Cork Chamber questions the ambition of adopting electric hybrid technology as an interim solution. While electric hybrids are dependable, this technology still runs on diesel. The net gains as regards GHG emissions reductions and air quality do not stack up when compared with the benefits of a biomethane alternative. We believe there is a need to be ambitious now. The capital cost differential between diesel and biomethane bus vehicles is minimal, with hybrid electric costing 50% more than a diesel bus.

Key recommendations/ Areas for further investigation: Cork Chamber is of the opinion that a biomethane fleet technology could be instrumental in decarbonising public bus fleets and urge the consideration of this technology for our public bus fleet in Cork, recognising that the future will have a mix of technologies with electric and hydrogen being a key part of this mix. 5 | P a g e

Key Employment Hubs Focusing on delivery of infrastructure and services to the key employment hubs across Metropolitan Cork has significant potential to result in a step change in public and sustainable transport usage for a large proportion of our commuting population.

Currently, Little Island and Ringaskiddy are major employment zones in the South of Ireland but have minimal to no public or sustainable transport investment and funding allocated. This is in no way conducive to a shift in commuting behaviours, and the reduction of harmful emissions, and presents quick wins for policy and investment.

Other major employment areas such as Cork City centre and Blackpool provide ideal opportunities for quick wins and building local confidence in the implementation of CMATS. Here, we set out some recommendations for Cork’s key employment hubs.

Ringaskiddy is major centre of employment of national significance which is accessed by over 5000 people daily yet underserved by the plan as proposed. Furthermore, the Port of Cork is in the process of relocating to Ringaskiddy. This move is expected to result in a 40% increase in average daily traffic and a leap in freight numbers from 700 to 3,900 trucks by 2035, primarily due to road freight transport coming in and out of the upgraded Ringaskiddy cargo-handling docks.

Cork Chamber highlight the following: • The M28 has been proposed for nearly 20 years. This is causing significant disruption for businesses as well as the local community in Ringaskiddy. Business decisions and investment needs certainty. The current situation and worsening congestion are constraining this location for public transport, sustainable transport and private vehicle access and cannot continue. • The new timeline for the M28 in CMATS is wholly unacceptable and contrary to Government’s National Development Plan. We note that CMATS also references two different completion dates for the M28 and suggest this is revised. • Efforts are already being made by Ringaskiddy employers with mobility management plans. Ultimately the area needs more opportunities for access of different modes. Ringaskiddy is entirely road/ car dependent currently. • Ringaskiddy would benefit from the inclusion of a water-based transport to link Cobh and Ringaskiddy, noting that the Cobh train will be increasing in frequency. This will capture the opportunity of the increased train frequency and capacity to Cobh creating a viable alternative to road-based transport. • Carr’s Hill Park and Ride (P&R) should be prioritised for those accessing the City, and those accessing Ringaskiddy. This P&R should be designed as a mobility interchange hub to allow people to cycle to Ringaskiddy via the proposed primary and secondary cycle routes. • Given the volume of people working in Ringaskiddy, which is set to grow significantly, Bus Connects to Ringaskiddy via Passage and Carrigaline should be prioritised. • Bus priority should be incorporated along the M28 down to Ringaskiddy, and Passage West. • We ask the NTA to clarify the sequencing and timeline of the proposed improvements affecting Ringaskiddy, namely the M28, Bus connects, Carr’s Hill P&R and the proposed cycle routes.

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Cork City Centre is already undergoing significant transformation. Reflecting a significant boost in business confidence – at 96% in a Q1 2019 survey of our members – cranes have reappeared over Cork’s skyline.

Since 2015, South Mall has seen massive regeneration through the opening of new offices, flexible work spaces and the first city centre hotel in 14 years. One Albert Quay is fully let. So too is The Capitol. New, purpose-built student accommodation houses over 200 students on Western Road. At the Eastern end, a revamped Páirc Uí Chaoimh rises tall over the Marina.

Twelve cranes are currently working on projects such as Navigation Square 1&2, Penrose Dock, HQ and the Beamish and Crawford site. Looking at the city alone, more than 1,000,000 square feet of office space is in planning and development for 5,000 extra jobs within the next three years.

In addition, the recent planning approval of the Prism 15 storey office development sets a new tone and ambition for what can be achieved in our city while 1,500 new city hotel rooms are in various stages of progression as are new student accommodation projects.

Cork Chamber highlight the following: • The focus of Cork City Centre as an integrated public and sustainable transport hub within CMATS is welcomed and should be maintained. • Cork city centre should be designated a quick win zone under CMATS. It is essential that quick wins are focused on the city centre. Cork needs an immediate improvement in its sustainable and public transport network and the priority must be the city centre. With the growth in city centre office developments, it is important that improvements to our public transport, walking and cycling infrastructure is developed in tandem. • Cork’s docklands will expand the city centre’s footprint by another 25%. Works are already underway on new high-density office developments that will be home to another 10,000 jobs.

Blackpool is an area that has a strong growth agenda and ambition driven by some of the most progressive and rapidly growing companies in Ireland. The surrounding area furthermore has significant landbanks that are designated for future housing.

Cork Chamber highlight the following: • Kilbarry train station is critical to securing further investment in this city location and to helping address the infrastructural deficit of the north side of Cork city. Given that the existing railway already runs immediately past the main employment areas in Blackpool, there is an opportunity for a quick win by prioritising the development of Kilbarry train station. • Located less than a ten-minute cycle from the city centre, we wish to highlight the massive potential for growing cycling as a modal share for commuting purposes. However, there is a lack of safe cycling infrastructure to connect Blackpool with the city centre. We suggest that the NTA identifies the potential of using quiet ways to enhance the cycling experience to Blackpool in the short term. • Blackpool should be considered as an ideal location for new public bike share stations as announced earlier this year by the NTA.

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Mahon is an example of what can be achieved with the improvement of public transport services and access, and sustainable transport cycle access. Once severely congested, the situation in Mahon has eased considerably, though there are improvements yet to be made.

Cork Chamber highlight the following: The addition of cycle access via the Old Railway Greenway to Mahon via the new slipway has given commuters options and has seen growing uptake. Cork Chamber also recognises the latent potential here for commuters and recommend: • The connection of cycle access from the East to facilitate commuters from Glanmire or Little Island to cycle via a direct route to Mahon. This distance is very short if undertaken via a direct route. Currently, a cyclist would either have to go through the Tunnel in hazardous conditions or choose the more likely option of travelling via the City Centre adding considerable journey time. It is well known that to entice a modal shift to cycling and to meet the potential of this modal share, the directness as well as removal of obstructions to a route, is pivotal in attracting a cycle culture. Cork Chamber recommends the investigation of a viable route that aligns with the N40 and enables transit through/ over the . • Priority should be given to enabling cycle access over the N40 from Grange/ Frankfield to /Douglas, enabling a direct unobstructed route over the into the City and to Mahon.

Little Island must be prioritised as a nationally significant thriving hub of commerce that has zero public or sustainable transport provision. The companies of Little Island are extremely exercised and vocal in their demand for improved multi modal service recognising the root cause of the growing congestion is the dominance of car dependency.

We welcome the following key proposals, which combined will significantly enhance the commuting experience to and from Little Island.

Cork Chamber highlight the following: • The on-time completion of the Dunkettle Interchange, and the development of the Dunkettle Park and Ride. This should be front loaded in the overall timeframe of the plan. • The proposed new railway stations at Tivoli Docks and Dunkettle, enhancing the flow of commuters to Little Island in the future. • Upgraded rail service/ track to Midleton to increase frequency. • A primary segregated cycle route to include the City Docks waterfront from Cork City Centre to Tivoli and Little Island. • A greenway linking City – Tivoli – Glanmire – Little Island – Carrigtwohill. • Bus Connects and the proposed Northern Orbital Inner Route to serve the north side of Cork City servicing Little Island, Tivoli, Mayfield, Blackpool and before crossing the to Mahon; Also the Inner Southern Orbital route will run from Little Island through the Jack Lynch Tunnel serving Mahon, Turners Cross, CUH and CIT; • The provision of a new rail station with Park and Rail facilities near Dunkettle should be expedited to support the Glanmire Urban Area Expansion at Ballinglanna with this Park and Ride supported by bus services to Cork City Centre, Mahon and Little Island. • Priority to be given to a Mobility Hub at Little Island supported by frequent public transport, quality walking and cycling networks to include the supplementary facilities i.e. public transport stops, high capacity cycle parking, bicycle sharing systems dedicated car club spaces, carpooling spaces, electric charging facilities for cars and taxi drop-off facilities.

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• Improvements in the road network for walking/ cycling access at Little Island particularly between the railway station / bus services and employment destinations / residential areas. • Cork benefits from being home to the second largest natural harbour in the world. Many of our key commuter areas (for example Carrigaline, Rochestown, Cobh and Tivoli once redeveloped) and workplaces (Mahon, Little Island, Ringaskiddy, City Centre and Docklands) are located along the harbour. The Chamber is asking that the feasibility of using water-based transport for commuting purposes is explored by the NTA. We note that water ways are an integral part of other cities’ transport systems, for example London, Stockholm and Sydney. • Delivery of the Little Island Transport Strategy and the funding of this Little Island specific strategy, which is critical for Little Island’s future development.

Key recommendations/ Areas for investigation: Little Island, Blackpool and Ringaskiddy are major national employment zones but have minimal to no public or sustainable transport investment and funding allocated. This is in no way

conducive to a shift in commuting behaviours, and the reduction of harmful emissions, and presents quick wins as locations to prioritise investment.

Water-based travel Cork benefits from being home to the second largest natural harbour in the world. Many of our key commuter areas, (for example Carrigaline, Rochestown, Cobh and Tivoli once redeveloped) and workplaces (Mahon, Little Island, Ringaskiddy, City Centre and Docklands) are located along the harbour.

To build on Cork’s existing cross river ferry between Monkstown and Cobh, we ask that the feasibility of using water-based transport for commuting purposes is explored by the NTA. We note that waterways are an integral part of other cities’ transport systems, for example London, Stockholm, Seattle and Sydney and suggest that the NTAs remit is expanded to include water transport.

Although it may not be practically or economically viable to run several water transport routes, there may well be sufficient demand to support the operation of one or two key routes linking places of employment with residential areas.

We ask that the NTA further analyse which (if any) water-based travel routes could support the objective of reducing travel by single use vehicles. We believe that there may be potential for a ferry connecting Cobh with Haulbowline /Ringaskiddy. This option could also have considerable potential for connecting Little Island to the City, and we ask that this be investigated for feasibility.

Key recommendations/ Areas for further investigation: We ask that the feasibility of using water-based transport for commuting purposes is explored by the NTA in areas where sufficient demand is available.

Walking Investing in the walkability of the Cork Metropolitan area is an early win. Again, as with all investment this should be sequenced to prioritise the walkability of routes that would engender the highest modal shift from car over the short to medium term. The connection of employments zones, pre-schools,

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Currently there are significant inconsistencies in pathway widths, levels, surfaces as well as pedestrian signals and wait times at traffic lights. Cork Chamber welcomes the focus on walking, permeability and the walkability of the City and view this as intrinsic to the long-term attractiveness and development of the Cork Metropolitan area to investment.

As part of this we encourage a stronger emphasis on planting and greenery as part of the strategy. We believe there is a case to be made for slower vehicle speeds in the City Centre and along priority pedestrian routes. Associated with this we question whether the 20-minute catchment of the City Centre being prioritised for public realm improvements is sufficient and believe there is merit in increasing this walking catchment area to 30 minutes as it is more reflective of people’s willingness to walk, especially for the purpose of commuting.

We commend the inclusion and consideration of Age Friendly design considerations, along with consideration of users with visual, hearing or mobility impairments and buggies and the inclusion of appropriate seating along walking routes which is crucial to nurturing the liveability of the City. At design stage, consideration regarding appropriate lighting should be given. It is important that the type of lighting should be carefully considered in terms of shielding, setting appropriate lighting levels and consideration for lighting colour. Excessive, artificial lighting can cause light pollution which has negative effects on human health, the environment, biodiversity, and goals for climate action through energy waste.

Key recommendations/ Areas for further investigation: 1. We encourage a stronger emphasis on planting and greenery as part of the strategy. 2. We believe there is a case to be made for slower vehicle speeds in the City Centre and along priority pedestrian routes. Questioning the 20-minute catchment of the City Centre being prioritised for public realm improvements is sufficient and believe there is merit in increasing this walking catchment area to 30 minutes. 3. At design stage, consideration regarding appropriate lighting should be given. It is important that the type of lighting should be carefully considered in terms of shielding, setting appropriate lighting levels and consideration for lighting colour.

Cycling The cycle network should be prioritised and implemented in an incessant rolling basis in the very short term in parallel with service improvements on other modes and while larger projects are moving through planning and funding. Progress in Cork must always be real and visible and there is a real opportunity here to develop integrated cycle routes along designated corridors by planning and developing these in a holistic fashion and not piecemeal.

With over 10,000 jobs to be created in the City Centre in the next 5 years, the value of cycling and a consistent, safe, segregated, integrated cycle network cannot be underestimated. In parallel there is considerable value from a placemaking, environmental, health and living cities perspective.

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Cork Chamber views the wins from cycling as having a significant short-term impact on commuter numbers and of high value from a return on investment perspective. As part of this strategy, Cork Chamber encourages the alignment of high-quality cycle routes with the planned park and ride locations. With this we encourage the secure overnight bike parking at the designated P&R’s. Bikes and rides are as important as park and rides, noting that cycling catchment areas will expand with e- bikes which require secure parking and charging infrastructure.

There is an opportunity to investigate the potential for quietway cycling routes as have been developed in the UK, US and the Netherlands and which could be influential in promoting a change in mode to cycling. The quiet way is segregated from the busy traffic corridor instead traversing through residential streets, through cycle permeable cul-de-sacs and laneways. Safety is an unquestionable concern of those when considering cycling and such quietways could make cycling more accessible for a wider demographic.

Cork Chamber encourages the immediate identification of the 10 new additional public bike share stations that were announced by the NTA earlier in 2019. In Cork alone, more than 270,000 journeys were made on 330 rented bikes in 2018: more than twice the figure for Galway and Limerick combined.

In 2017, we asked our members about their usage of the Cork public bike scheme and appetite for growth. The survey found how 62% of business use a private car when accessing or travelling through the City, followed by 15% cycling. Of those using the public bike scheme, 27% of those surveyed use the scheme to access and travel between meetings, a percentage that Cork Chamber believes can grow substantially. Most significantly, 85% of those surveyed stated that they would use the scheme if it was expanded to further locations, with 55% indicating that an expansion was of high priority. The top 3 locations identified by Cork Chamber members for an expansion, listed by the response frequency, are 1) Blackrock and Douglas 2) CIT 3) Blackpool.

In Little Island, the opportunity for initiating a Little Island public bike scheme to reduce traffic volumes has also been raised, highlighting how cycling should not be reserved for the city centre only.

Ensuring cyclability of Cities presents one of the greatest opportunities towards carbon neutral environments. In Scandinavian cities, 98% of people using public transport begin their journey on foot or by bicycle. The opportunity exists to replicate this in Cork, connecting residential zones to commuter hubs and commercial activity while enabling a more active, healthier and happier workforce. There are small cost projects as part of the rollout of CMATS that could greatly enhance the permeability and cyclability of Cork City, for example through the addition of bike ramps for all steps in the City, thereby ensuring the permeability and accessibility of the City to cyclists.

We believe there is also an opportunity now to regulate for less traditional modes of transport such as electric scooters which can be seen more and more on commutes.

We welcome the proposal for a city cycling officer and further propose that a sustainability officer be considered in both Cork city and county councils to work with the NTA and provide local oversight of CMATS.

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Key recommendations/ Areas for further investigations: 1. Immediate identification of the 10 new public bike stations 2. Alignment of cycle routes with planned Park and Rides, with secure bike parking or public bikeshare scheme options in the future. 3. Investigation of quietway cycle routes.

4. Facilitation of public bike share schemes for strategic employment location, particularly

advantageous for Little Island. 5. Regulation of e-scooters. 6. Appointment of Sustainable Transport officer, and a Cork City Cycling officer.

Bus Connects Cork Chamber welcomed the announcement of €200m Bus Connects investment as part of the National Development Plan but cautioned that more investment would be required to overhaul public transport across the metropolitan area. Against this, we welcome the intention to increase investment in Cork’s bus services to €545m.

The bus network will do the heavy lifting of public transport in Cork. Already, Bus Éireann in Cork has seen significant uptake in usage. Last year Bus Éireann reported 17% growth across its Cork network. This trend has continued into 2019 with an average of 49,000 daily journeys across Cork in the year to date. These figures show how Corkonians will use public transport once it is affordable, reliable and easily accessible.

Bus Corridors Expanding bus usage will be one of the key strategic goals for Cork in the next five years. Most of the city’s latest offices are built with limited parking and instead designed around public transport use and cycling. Still, Cork only has 14km of priority bus corridors. If busses sit in the same traffic as cars it will be extremely difficult to encourage more people to switch away from personal vehicles. As such we welcome the proposal for 100km of new bus lanes.

Development of bus corridors, with prioritisation of Cork’s main thoroughfares, must therefore be the immediate priority and we ask that this is the major focus of short-term interventions. The development of these much-needed bus corridors will cause considerable disruption for businesses and local communities during the duration of the necessary works, and we request that flexible schedules to include weekend work and the concentration of work during off peak hours. Areas such as Douglas will be particularly effected. It is critical that such works developing bus corridors are brought online immediately with enhanced service frequency, real time infrastructure, bus stop infrastructure and securing vast improvements in journey times along these route corridors.

We note that this is the only major stream of CMATS which already has funding allocated under the National Development Plan. In particular, the development of bus priority lanes from all park and rides should be prioritised. For example, Black Ash Park & Ride should be facilitated by a dedicated bus corridor without delay. A bus from Dunkettle into Cork city should follow immediately after to entice people to switch their mode of transport during the construction of Dunkettle Interchange.

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Key recommendations/ Areas for further investigation:

1. To give confidence to investors and the people of Cork we recommend that Bus Connects is clearly mapped out with transparent timelines and phasing. 2. Priority to be given to enabling strategic employment areas e.g. Little Island and Ringaskiddy. 3. Park and Rides must be created at the same time as dedicated corridors are put in place. 4. Clear and consistent communication with businesses and local communities through the development of bus corridor routes.

Bus Infrastructure In addition to investment in bus corridors, Cork needs an improvement in real time information, leap card top op facilities, and bus stop infrastructure. Sheltered stops with seating and accurate real time information must be developed in tandem with new bus corridors.

At key bus stops which are expected to attract heavy footfall we also ask that bike stations / secure bike parking are installed to encourage a mix of modes. The number bike racks currently installed at are, for example, far from enough to meet the need for bicycle parking resulting in bicycles being tied to poles, trees etc in the surrounding area.

The current practice of single door buses (even high capacity double-deckers) must be reconsidered. Dwelling times at busy bus stops for boarding and alighting are far too long and would kill the gains in travel times resulting from bus priority. Shorter dwelling times can save cost as well as improve accuracies and efficiencies.

Key recommendations/ Areas for further investigation: 1. Investment in real time information accuracy & improvements to bus stop infrastructure 2. Key bus stops also designated as local neighbourhood mobility hubs.

Proposed routes Cork Chamber welcomes the overhaul of bus routes in Cork proposed under Bus Connects. Improved frequencies will be essential to build upon recent passenger growth. We are particularly pleased to see the inclusion of routes to areas currently un/underserved by bus, including orbital routes, Little Island, Ringaskiddy.

We note a difference in the proposed frequencies. Some services are run every 10 minutes, with others running every 15, 20 and 30 minutes. We suggest that frequencies are increased where and to meet demand as this increase.

Noting the success of Cork’s recently added 24h bus service from Carrigaline to Ballincollig, we ask what the proposed core operating hours under Bus Connects are? Currently, most city services begin operations at either 6.30am or 7am, with most finishing before midnight. However, with a growth in flexible work hours and many industries having shifts that begin in the early hours, we ask that Cork’s bus services core hours are expanded.

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We caution that development of proposed bus routes should be cross checked against landbanks with significant potential for future residential housing. For example, a large housing estate is currently under development in Kerry Pike only ten minutes from the city, yet there are no bus services connecting this area to the city and surrounds.

Cork Chamber advocate for the inclusion of the North-South public transport corridor as proposed in the CASP Update 2018. This is a missed opportunity, particularly to secure the rebalancing of the northside of the city.

Key recommendations/ Areas for further investigation: 1. We query the proposed core operating hours for bus services.

2. Proposed bus routes should be cross checked against landbanks with significant potential for future residential housing. 3. Prioritising of routes should be to meet an existing deficit and also plan led to facilitate

approved developments. 4. Inclusion of North – South public transport corridor.

Technologies and integration It is essential that technologies adopted as part of the strategy are adaptable and flexible to integration with a variety of payment methods, transport modes and transport schemes.

Integration of ticketing must form part of Bus Connects. We should aim for a result where leap cards can be used across rail, bus and public bikes. In addition, contactless and mobile payments should become available on busses and suburban rail to ease boarding/disembarking and to make it as easy for passengers as possible to use public transport. The capping of charges across rail and bus for multimodal users should apply to both leap card users and other payment forms.

Furthermore, the Transport For Ireland (TFI) app should include real time info as well as and public bike availability.

To support multimodal use, we suggest that the NTA in its future procurement of buses explore options for bicycles to be carried on buses.

Cork needs to be the most progressive City in Ireland in the adoption of green technology. We must electrify our rail. We must have biomethane/electric/ or hydrogen for our buses (or a combination of these). All stakeholders agree on this and it is unacceptable to drift over the coming years using traditional or mild hybrid technologies. The future is a blend of generative sources. We must have urgency in the adoption of progressive green technologies, and this must be reflected in NTA tendering.

Key recommendations/ Areas for further investigation: 1. SMART technologies to be adopted and provide for integration across all public transport modes for real time information, service access and payment integration. 2. Cork has a hilly terrain; we request that facilities to carry bikes be investigation for adoption across the Cork public transport fleet. 3. Cork Chamber request that progressive green technologies be adopted and that yield the best savings from a GHG emissions and air quality perspective. 14 | P a g e

Suburban Rail Cork Chamber fully supports the idea of maximising the value of our existing commuter railway through further investment in tracks and in new stations. We believe the through running of trains by Kent Station will massively enhance the appeal of rail as a commuter option. It is our view that Cork’s commuter rail has the potential to operate in the same way as the DART in Dublin, in terms of usage, real time information, popularity, leap card integration and frequency.

The Cobh/Midleton train should be prioritised for increased frequency. The 24-hour bus has seen a 60% increase in usage due to a blend of frequency and service extension. It is reasonable to expect that a similar result should be attainable on this route which already serves 1.3million journeys per annum.

The proposed Dunkettle train station and P&R have potential to take huge volumes of traffic from North and East off the road. In the context of Dunkettle Interchange Upgrade, we feel that these deliverables should be frontloaded for early impact and to entice people to switch their mode.

Blackpool is an area that has a strong growth agenda and ambition driven by some of the most progressive and rapidly growing companies in Ireland. Kilbarry train station is critical to securing further investment in this city location and to helping address the infrastructural deficit of the north side of Cork city.

Mallow Station should immediately be included in the commuter zone for the purpose of fares. This is a quick win requiring no capital investment, but which would hugely increase the appeal of commuting from North Cork to Cork City by rail.

The development of the Tivoli train station should be undertaken proactively, and plan-led to meet private investment planning approvals and development. Tivoli Docks has a population target of 8,000 people once redeveloped, with plans for 4,000 jobs to be located in the area. A train station will meet the needs of incoming residents and businesses, creating a vibrant, car-free location.

In addition to enhancing Metropolitan Cork’s public transport network, the development of new train stations will also assist increase the attractiveness of business sites. For example, with the proposal for a new rail station at Blarney as well as the associated park and ride, we envision that the adjacent Blarney Business Park will be identified as a strategic employment location which is very welcome. As such, the further development of business locations will strengthen the case for investment in rail and park and rides, as well as enhance the interest in areas for residential developments which again will build on public transport demand/usage in the local area.

CMATS has no mention of carrying bikes on suburban trains. It is our view that bikes should be facilitated on all commuter trains (as is in most European countries). We also suggest that all existing and future commuter rail stations are designed as mobility interchange hubs, with sufficient parking, safe cycling storage and bicycle parking. In addition, all train stations should be served by bus to encourage a mix of modes.

Cork needs to be the most progressive City in Ireland in the adoption of green technology and so we welcome proposals to electrify our rail. We must have urgency in the adoption of progressive green technologies that will also improve the performance of our trains, and this must be reflected in the NTAs tendering. It remains Cork Chamber’s vision that Cork and Dublin should be connected by

15 | P a g e electrified rail in the future, which would enable us to reach an intercity rail journey time of only 90 minutes.

Finally, it is important the strategy secures funding to support Irish Rail expand, upgrade and develop its fleet, infrastructure and services.

Key recommendations/ Areas for further investigation: 1. The Cobh/Midleton train should be prioritised for increased frequency.

2. Extension of commuter rail fare to Mallow. 3. Delivery of Kilbarry train station 4. All train stations as Local Mobility Hubs.

5. Electrification of rail fleet. 6. Dunkettle train station and park & ride should be prioritised. 7. Funding for rail network improvements should be secured without delay.

Light Rail Investment in light rail in Cork has long been advocated by Cork Chamber, and so we welcome the proposals for the light rail in this consultation paper. We note that Cork historically was home to a 16- kilometre tram line with three routes connecting Tivoli to Blackrock; Blackpool to Douglas and Summerhill to Sunday’s Well – with all three routes servicing the city centre.

While we accept that an improved bus service must be the primary focus of improving public transport within cork city, early protection of the corridors that in the future will form the basis of light rail is critical.

Furthermore, we believe there may be an opportunity to invest in light rail sooner than what is proposed. Should densification and planning approvals happen sooner than expected with more homes and places of work located along the proposed route, funding should be released early. We note page 22 in the draft strategy, which explains how the light rail in Cork by 2040 is expected to carry more passengers at am peak time than the green line luas in Dublin did in 2012, and more than 1,000 extra passengers when compared to that carried by the red line luas in 2012. We see no reason for why a luas in Cork would be required to meet a higher volume of peak hour passengers for the investment to be deemed justifiable than was the case in Dublin.

Given the difficulty and time taken to get construction approval, 15% of the €1 billion (some €150MM) for light rail should be used now to progress the planning phase. Once approved the balance of the money can be more predictably included in the forward plans.

Key recommendations/ Areas for further investigation: 1. Early designation of a Bus Rapid Transport corridor along the future LRT route. 2. Plan led approach needs to be adopted where there is approved planning and investment going ahead. This will alleviate potential for repeated disruption of traffic flows and communities where all infrastructure can be planned and developed in tandem.

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Light Rail Route We agree broadly with the proposed light rail route and the objective of connecting as many places of education and employment as possible.

However, we note that the proposal for running light rail over the Eastern Gateway Bridge does come with a trade off in that another Eastern bridge would prevent any large ships form coming into the city in the future, which would be a significant loss to Cork City’s heritage. Consequently, we suggest that any future bridges to the East of the city centre are movable bridges that can support rail, vehicles, busses, cyclists and pedestrians yet maintain passage for ships.

As proposed, the light rail in Cork will also run along the hugely popular greenway along the old railway line in Blackrock. From a safety perspective and to maintain the area’s nature value, it is important to segregate any future light rail from pedestrians and cyclists. We also suggest the use of planting to shield light rail from other road users to ensure that any light rail infrastructure fits in with the surrounding area as naturally as possible. At design stage, consideration regarding appropriate lighting should be given. It is important that the type of lighting should be carefully considered in terms of shielding, setting appropriate lighting levels and consideration for lighting colour. Excessive, artificial lighting can cause light pollution which has negative effects on human health, the environment, biodiversity, and goals for climate action through energy waste.

Learning from the experience in Dublin and the number of crashes between the LUAS and private vehicles, we suggest the use of a small curb/armadillos to protect cars and cyclists from the light rail and vice versa – particularly along routes such as Washington Street and Patrick St which has a high level of footfall and multiple types of road users.

In order to deliver the proposed bus priority and LRT routes, there will need to be a location-specific approach to achieving the optimum route, including an acceptance that one size will not fit all scenarios. The proposed routes will need to accommodate all existing and anticipated users as far as possible, with the optimum route to be achieved by consultation and negotiation. The considered benefits of a proposed route need to be communicated clearly with existing public transport users, the business and local communities during the process.

Lastly, we suggest that CMATS includes consideration for where a light rail depot would be best located.

Key recommendations/ Areas for further investigation:

1. Newly commissioned bridges to the East of the city centre to include an opening mechanism to facilitate ship access to the City Quays. 2. Railway line greenway is a natural asset for the City. Inclusion of the LRT should be done in a sensitive manner to protect the green credentials and amenity value of this route. 3. Use of curb/ armadillos to segregate the light rail route to other road users, increasing safety.

4. Adoption of a location specific approach to achieve the optimum route for light rail.

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Roads + Park & Rides (P&R) We welcome the proposal for six new P&Rs across Cork and suggest that these park and ride sites are delivered in parallel with the delivery and completion of the connected bus corridors. Where the space is available and bus corridors are in place, the park and rides should be initiated immediately.

We are of the understanding that the BlackAsh P&R will be maintained though not included in the strategy. However, we do seek to confirm this. In our view, there is an immediate opportunity to grow usage of BlackAsh P&R through the investment in a dedicated bus corridor into the city (NB there is already sufficient road space to designate one lane as bus only.) This should happen without delay. We suggest all P&R’s to include fast charging and EV infrastructure. In addition, Park and Cycle (P&C) should be actively and continuously promoted through a marketing fund, alongside P&R. Investment in safe cycling lockers and safe cycling lanes from all P&R locations into the city centre should be integrated into all designs and plans. Where practicable also, the P&R sites should be connected and be locations for public bike stations.

We welcome the intention to reduce general on street parking, as the street scape can be put to better use. However, many homeowners in Cork will have purchased their homes based on the understanding that nearby roadside parking would be available. Where on street parking is removed, an alternative parking solution must be prepared for residents. We propose that opportunities for neighbourhood car parks / alternative options are considered as part of this strategy. Failure to do so may also lead to greater local resistance to what otherwise is a positive plan for Cork.

To facilitate the reduction in car parking, there needs to be certainty and clarity around the implementation of alternative modes. A transitional car parking strategy would be instrumental in alleviating business/ commuter/ residential concern where car-parking restrictions are imposed on new developments, however without the necessary supporting public and sustainable transport options being online.

Key recommendations/ Areas for further investigation: 1. All planned P&R’s as central mobility hubs. 2. We ask that the NTA investigate the potential for a P&R on the northside of the City at the planned Kilbarry railway station and/ or the meeting point of the M20 with the Northlink Road. 3. There is an immediate opportunity to grow usage of Black Ash Park & Ride through the investment in a dedicated bus corridor into the city (NB there is already sufficient road space to designate one lane as bus only.) This should happen without delay. 4. We request the NTA investigate the potential for neighbourhood/ local mobility hubs to include car parking. This could be beneficial for communities/ streets that will be asked to

relinquish on-street parking during the implementation of the Bus Connects project. 5. Park and Rides, should also take on the function of Park and Cycles. Where practical, Park and Ride locations should also be connected to public bike share station, here again encouraging a mix of mode.

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Road Network Future road network provision should seek where possible to prioritise and facilitate public and sustainable transport at the point of interface with the City. For example, the M20 should include a P&R and bus corridors at this point. We note that the Dublin Port tunnel carries 2,000 buses per day and see the road network as being inherently supportive of public transport. The tunnel also ensures that HGVs do not enter the city, with numerous environmental, economic and safety benefits.

The improvement of the road network in the city region is essential to deal with current, future and planned demand including for freight and logistics. In catering for this demand, it also paves the way for public and sustainable transport being prioritised in the City centre.

It is important to note the improvement in car technology and fuels in recent years, through innovation in biofuels, renewable fuels and the growth in reliability of electric car technology and range. The innovations across the automotive industry will continue to advance, with technology improvements positively affecting upon air quality and national efforts to achieve reductions in harmful GHG emissions. However, cars take up space, and lead to congestion. We believe the immediate opportunity for Cork lies within public and sustainable transport.

We do have one concern which relates to how studies often over-estimate the success of alternatives all the while the absolute number of car journeys increase; making everything else especially Bus Connects less effective. 74% of 830k is 614k journeys, whereas 50% of 1.3MM is 650k journeys, which is still a 5.9% increase. However, if the % of car dependence remained unchanged then 74% of 1.3MM is 962k journeys a 57% increase.

Cork Chamber believe that the Northern Ring Road, and Northern Distributor road are pivotal pieces of infrastructure to enhance the permeability and connectivity of the northside of the City. On the south side, there is the Southern Distributor road. This would redistribute the local traffic from the N40 Southern Ring Road.

Furthermore, we suggest that the R624 road to Marino Point is included in CMATS as a road of strategic significance. Cork Chamber supports the upgrading of R624 to national road status, noting that the Port of Cork is expecting an increase in commercial activity and truck movements in the area. Linked to this is the main road into Cobh which also needs investment. An Bord Pleanála recently refused planning permission for over 300 homes in Cobh which was in part due to the poor transport infrastructure in the area. This refusal happened even though Cobh is served by rail. Consequently, we fear that future population growth in Cobh, and in turn a growth in rail passenger numbers, will be restricted until its road links are upgraded.

Finally, we note that HGV restrictions in the city centre will require planning for and investment in depots.

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Key recommendations/ Areas for further investigation: 1. The priority projects for Cork are the Dunkettle interchange, M28, M20, Northern Ring Road and N22. 2. Park and rides as a priority to take private car traffic out of the City Centre. 3. We agree that restricting HGV movements through the City will be advantageous. However, we need the road network to facilitate this and make it a feasible.

4. Public/ sustainable transport should have priority on all roads.

Placemaking Placemaking must be a core gaol throughout all delivery aspects. The aesthetic, cultural and civic value of quality of place, biodiversity, tree planting, appropriate lighting and passive policing are at the core of what will make our City region safe, attractive and sustainable and every effort must be made to ensure best practice is sought and attained throughout implementation.

As CMATS is implemented, we suggest that a pole and signage audit is undertaken with a view to reduce the amount of needless/excessive signage throughout Cork City. Each pole can be used for more than one purpose and we strongly advise that this approach is adopted by the NTA.

Key recommendations/ Areas for further investigation: 1. Placemaking should be at the forefront of CMATS delivery across every aspect. 2. A pole audit should be undertaken to reduce excessive signage throughout Cork.

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Quick Wins 1. Pedestrianise the Marina / and for cycling 2. There is an opportunity to investigate the potential for quietway cycling routes as have been developed in the UK, US and Netherland and which could be influential in promoting a change in mode to cycling at a modest cost. 3. Extend the rail commuter zone to include Mallow, which will immediately make it much more economically attractive to commute by train to/from Cork. 4. There is an immediate opportunity to grow usage of BlackAsh P&R through investment in a dedicated bus corridor into the city. We note there is already enough road space to designate one lane as bus only. 5. Dunkettle P&R along with a priority bus corridor into Cork City should be prioritised early, to coincide with Dunkettle Interchange Upgrade. 6. Investing in the walkability of the Cork Metropolitan Area is an early win. As with all investment this should be sequenced to prioritise routes that would engender the highest modal shift from car over the short to medium term. 7. Planting and greening across Cork presents an immediate benefit to pedestrians and cyclists. 8. Protection of existing cycling infrastructure to enhance safety should be prioritised. 9. Kilbarry train station development is should be progressed without delay. 10. The development of dedicated bus corridors to improve the reliability of bus services must be the main large-scale infrastructure focus in the short term with prioritisation of Cork’s main thoroughfares. 11. Improved frequencies of Cork’s existing rail and bus services reaps immediate benefits.

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