DOCSLIB.ORG

Chapter 6 Amendments

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Chapter 6 Amendments Chapter 6 Infrastructure and Services 6.1 Introduction One of the strategic aims of the Development Plan is to facilitate the development of County Monaghan through the provision of essential infrastructure and services, while minimising the adverse impacts of development on the environment. This aim provides the framework for the formulation of the policies and objectives set out in this section. Improved national, regional, county and local infrastructure and services are essential to improve the economic competitiveness and quality of life within the county. Basic infrastructural development and investment in areas such as roads, water, energy, waste and telecommunications are required to promote balanced and sustainable economic development and to improve the quality of the built and natural environment, throughout the county. Investment in infrastructure is heavily reliant upon investment at national government level. Investment in infrastructure is channelled through the National Development Plan 2007-2013, with an overall investment of €184 billion in five infrastructural sectors, national roads, public transport, environmental infrastructure, sustainable energy, housing and health facilities. However this level of investment is now uncertain given the fiscal constraints upon the state over the coming years. Monaghan in common with other border counties has a deficient infrastructure. The road network, which is the only mode of transport in the county, requires additional upgrading at all levels. However, the Waste Management Strategy has resulted in major reductions in waste levels, while the county’s drinking water requirements for the medium term have been secured. It is the aim of this draft plan to improve infrastructure for the county so that it will be an attractive location for new commercial and residential development. Key to the effective provision of infrastructure and services in the county is the consolidation of new and existing development. This will minimise the need to travel, encourage a modal shift to public transport, and cycling and walking, will protect existing and proposed investment in public infrastructure and will ensure that infrastructure and services are delivered in an effective manner. 125 Transportation 6.2 Transportation 6.2.1 Smarter Travel One of the five high level goals of the Department of Transport, as outlined in the Statement of Strategy 2008-2010, is to advance the development of an integrated and sustainable transport system for Ireland. This high level goal has since been further strengthened through the development of a sustainable travel and transport policy for Ireland. This policy, Smarter Travel A Sustainable Transport Future, was published in February 2009, and represents a new transport policy for Ireland for the period 2009-2020. The policy recognises the vital importance of continued investment in transport to ensure an efficient economy and continued social development, but it also sets out the necessary steps to ensure that people choose more sustainable transport modes such as walking, cycling and public transport. The policy is a response to the fact that continued growth in demand for road transport is not sustainable as it will lead to further congestion, further local air pollution, contribute to global warming, and result in negative impacts to health through promoting increasingly sedentary lifestyles. The aims of Smarter Travel are as follows: To improve quality of life and accessibility to transport for all and, in particular, for people with reduced mobility and those who may experience isolation due to lack of transport To improve economic competitiveness through maximising the efficiency of the transport system and alleviating congestion and infrastructural bottlenecks. To minimise the negative impacts of transport on the local and global environment through reducing localised air pollutants and greenhouse gas emissions. To reduce overall travel demand and commuting distances travelled by the private car To improve security of energy supply by reducing dependency on imported fossil fuels. These aims will be achieved through 49 specific actions, which can be broadly grouped into four key areas: Actions to reduce distance travelled by private car and encourage smarter travel, including focusing population growth in areas of employment and to encourage people to live in close proximity to places of employment and the use of pricing mechanisms or fiscal measures to encourage behavioural change, Actions aimed at ensuring that alternatives to the car are more widely available, mainly through a radically improved public transport service and through investment in cycling and walking, Actions aimed at improving the fuel efficiency of motorised transport through improved fleet structure, energy efficient driving and alternative technologies, and Actions aimed at strengthening institutional arrangements Further information on the development and implementation of this policy is available at www.smartertravel.ie 6.2.2 Transport 21 and Sustainability Transport 21 provides for total capital funding of over €34 billion in transport over the next ten years, with about €16 billion dedicated to investment in public transport, although the fiscal constraints upon the state over the coming years may severely 126 restrict this investment. The proposed level of investment in public transport will provide choice and an alternative to the private car, particularly in the major urban areas, thereby encouraging a modal shift from the private car to less polluting and less energy intensive forms of transport such as public transport. It is proposed to significantly upgrade the national road network under Transport 21, removing bottlenecks, reducing congestion and improving journey times. If this level of investment remains committed to by the government, it will play an important role in improving the efficiency of the transport sector, and will be positive from an energy-use and an emissions perspective. 6.2.3 National Cycle Policy Framework 2009-2020 Reducing dependency on the car is one of the main objectives necessary for achieving more sustainable travel and transport patterns in Ireland. Public transport will play a major part in ensuring such modal shift occurs, but the full potential of walking and cycling will have to be realised to address the negative social, economic and environmental impacts of ever increasing volumes of road transport. Ireland’s First National Cycle Policy Framework was launched in April 2009 sets out nineteen specific objectives that will meet the vision of creating a strong culture of cycling in Ireland:- 1: Support the planning, development and design of towns and cities in a cycling and pedestrian friendly way. 2: Ensure that the urban road infrastructure (with the exception of motorways) is designed / retrofitted so as to be cyclist-friendly and that traffic management measures are also cyclist friendly. 3: Provide designated rural cycle networks especially for visitors and recreational cycling. 4: Provide cycling-friendly routes to all schools, adequate cycling parking facilities within schools, and cycling training to all school pupils. 5: Ensure that all of the surfaces used by cyclists are maintained to a high standard and are well lit. 6: Ensure that all cycling networks - both urban and rural - are signposted to an agreed standard. 7: Provide secure parking for bikes. 8: Ensure proper integration between cycling and public transport. 9: Provide public bikes in cities. 10: Improve the image of cycling and promote cycling using “soft interventions” such as promotional campaigns, events etc. 11: Improve cyclists’ cycling standards and behaviour on the roads. 12: Improve driver education and driving standards so that there is a greater appreciation for the safety needs of cyclists. 13: Support the provision of fiscal incentives to cycle. 14: Provide appropriate levels of, and timely, financial resources towards implementing the NCPF. 15: Introduce changes to legislation to improve cyclist safety. 16: Improve enforcement of traffic laws to enhance cyclist safety and respect for cyclists. 17: Develop a structure that can coordinate the implementation of activities across the many Government Departments, Agencies and NGO’s. 18: Provide design professionals with suitable training / guidance to develop and implement the policies of the NCPF. Support the deepening of knowledge of the subject of planning for cyclists in Ireland. 19: Evaluate the cycling policy and monitor the success as the measures are implemented. 127 6.2.4 Green Schools Travel Module The Green Schools Travel Module is funded by the Department of Transport, and is run by An Taisce through the Dublin Transportation Office (DTO).The Module aims to reduce dependency on car transport for journeys to and from school (and create a life- long culture of using alternatives to the car) and is an important element of implementing the Smarter Travel policy and the National Cycle Policy. In 2010 the Green-Schools Travel Module involved 140,000 pupils around the country in some 450 schools. 6.2.5 Biofuels and Alternative Fuels Biofuels offer the potential to reduce the Greenhouse Gas Emissions associated with the transport sector, reduce Ireland’s reliance on imported fossil fuels, and stimulate the agricultural sector which can potentially grow and provide the raw materials for biofuels production. The Department of Communications, Energy and Natural Resources (DCENR) is responsible
Load more

Recommended publications
  • Transport Trends 2015
    Transport Trends An Overview of Ireland’s Transport Sector Economic and Financial Evaluation Unit Issue 1/2015 : [email protected] Overview and Contents Transport Trends seeks to provide a concise overview of the key developments that are evident from the latest Irish transport data. The publication is produced annually by the Department of Transport, Tourism and Sport’s Economic and Financial Evaluation Unit (EFEU); a constituent unit of the Irish Government Economic and Evaluation Service (IGEES). The contents of this publication are based on data sourced from various official sources and internal data. While the responsibility for data accuracy remains with the original source as cited, any errors in transposition or analysis in this document are the responsibility of EFEU. Information provided here should be used for reference purposes. Any use of data for analysis or publication should rely on the original sources as cited. It is important to note that this publication is not intended to cover the full range of transport statistics and as such wider databases (such as the CSO) should be relied upon for analysis. The Data Sources and Notes section should be consulted when interpreting this document. This publication was produced by the Department of Transport, Tourism and Sport’s Economic and Financial Evaluation Unit and does not necessarily represent any views of the Minister or the Government. This document is arranged as follows: Section A: Infrastructure A broad overview of the infrastructure that makes up the Irish transport system by area: roads, public transport, maritime, aviation and sustainable transport. Section B: Investment An analysis of expenditure and revenue associated with transport and recent trends in this context to detail where funding has been targeted.
    [Show full text]
  • 4. Archaeology and the National Roads Authority Dáire O’Rourke
    4. Archaeology and the National Roads Authority Dáire O’Rourke Bronze Age ditched enclosure (centre left) at Tullyallen 1, County Louth, on the M1 Drogheda Bypass (Valerie J Keeley Ltd) Functions of the National Roads Authority The National Roads Authority (NRA) was established in 1994, as an independent statutory body under the Roads Act 1993. The NRA’s primary function is to secure the provision of a safe and efficient network of national roads. Its current programme of new road schemes forms part of the government’s overall strategy for the improvement of national infrastructure. More specific functions are prescribed by the 1993 Act, including the following: • preparing or arranging for the preparation of national road designs • securing the carrying out of construction, improvement and maintenance works on national roads • allocating and paying grants for national roads. 19 Archaeology and the National Roads Authority A view of a Bronze Age ditched enclosure at Tullyallen 1, County Louth, on the M1 Drogheda Bypass (Valerie J Keeley Ltd) Historically, the NRA has discharged its functions through the relevant local authorities (though it is also empowered to carry out such functions directly). Under Section 20 of the Roads Act 1993 the NRA has general power to direct a road authority (i.e. a local authority) to ‘do any other thing which arises out of or is consequential on or is necessary or expedient for the purposes of or would facilitate the construction or maintenance of a national road.’ Funding Funding of the NRA is primarily in the form of grants from the Minister for Environment and Local Government.
    [Show full text]
  • Consultation Technical Report
    Making Meaningful Connections Consultation Technical Report East West Rail Consultation: 31 March – 9 June 2021 This document contains the full Consultation Technical Report, without the Appendices. To access the Appendices, please visit www.eastwestrail.co.uk 01. Introduction 18 - 26 07. Project Section B: Bletchley and the Marston Vale Line 100 - 229 1.1. Chapter Summary 18 7.1. Chapter Summary 101 1.2. East West Rail 19 7.2. Introduction 104 1.3. The Project 19 7.3. Service Concepts 109 1.4. Consultation 23 7.4. Bletchley Station 141 1.5. Technical Report 26 7.5. Fenny Stratford Additional Track 144 02. The Case for East West Rail 27 - 31 7.6. Level Crossings on the Marston Vale Line 146 2.1. Chapter Summary 27 7.7. Marston Vale Line Infrastructure Upgrade 228 2.2. The overall case for East West Rail 28 08. Project Section C: Bedford 230 - 299 2.3. Benefits of railways over road improvements 31 8.1. Chapter Summary 230 03. Project Objectives 32 - 42 8.2. Introduction 234 3.1. Chapter Summary 32 8.3. Bedford St Johns 238 3.2. Introduction 33 8.4. Bedford Station 250 3.3. Safety 34 8.5. North Bedford 268 3.4. Environment 34 8.6. Conclusion 297 3.5. EWR Services 34 09. Project Section D: Clapham Green to The Eversdens 300 - 371 3.6. Connectivity 36 9.1. Chapter Summary 301 3.7. Customer Experience and Stations 37 9.2. Introduction 303 3.8. Powering EWR Services 38 9.3. Option Development 306 3.9.
    [Show full text]
  • An Bord Pleanála
    An Bord Pleanála ROADS ACTS 1993 to 2007 PLANNING AND DEVELOPMENT ACTS 2000 to 2011 Cork County Council APPLICATION by the National Roads Authority of St Martin’s House, Ballsbridge, Dublin for approval under section 51 of the Roads Act, 1993, as amended, in accordance with documentation, including an environmental impact statement and a Natura impact statement, lodged with An Bord Pleanála on the 19 th day of July, 2012. PROPOSED ROAD DEVELOPMENT: An improved interchange at the location of the existing Dunkettle Interchange at the intersection of the N8 National Primary Road, the N25 National Primary Road and the N40 National Primary Road in the townlands of Lota, Dunkettle, Inchera, Kilcoolishal and Wallingstown, County Cork comprising: (i) a series of direct road links between the N8 National Primary Road, the N25 National Primary Road and the N40 National Primary Road and links to the R623 Regional Road in Wallingstown and to Burys Bridge in Dunkettle and Kilcoolishal, (ii) one number grade separated junction arrangement at the existing N25 National Primary Road approximately 650 metres to the east of the existing Dunkettle Interchange, (iii) four number roundabouts – two number at the grade separated junction, one number at the tie-in with the existing road network in Dunkettle and Kilcoolishal and one number at the tie-in with the existing road network in Wallingstown, ______________________________________________________________ 04.HA0039 An Bord Pleanála Page 1 of 5 (iv) 43 number major structures of various forms comprising: - one number overbridge, - seven number underbridges, - two number railway bridges, - one number footbridge, - modification of the northern approach structure to the Jack Lynch Tunnel, - seven number retaining walls, and - 24 number gantries, (v) several culverts where the scheme crosses watercourses or intertidal areas, and (vi) pedestrian and cyclist facilities, together with all ancillary and consequential works associated therewith.
    [Show full text]
  • The Tara/Skryne Valley and the M3 Motorway; Development Vs. Heritage
    L . o . 4 .0 «? ■ U i H NUI MAYNOOTH Qll*c«il n> h£jf**nn Ml Nuad The Tara/Skryne Valley and the M3 Motorway; Development vs. Heritage. Edel Reynolds 2005 Supervisor: Dr. Ronan Foley Head of Department: Professor James Walsh Thesis submitted in partial fulfillment of the requirements of the M.A. (Geographical Analysis), Department of Geography, National University of Ireland, Maynooth. Abstract This thesis is about the conflict concerning the building of the MB motorway in an archaeologically sensitive area close to the Hill of Tara in Co. Meath. The main aim of this thesis was to examine the conflict between development and heritage in relation to the Tara/Skryne Valley; therefore the focus has been to investigate the planning process. It has been found that both the planning process and the Environmental Impact Assessment system in Ireland is inadequate. Another aspect of the conflict that was explored was the issue of insiders and outsiders. Through the examination of both quantitative and qualitative data, the conclusion has been reached that the majority of insiders, people from the Tara area, do in fact want the M3 to be built. This is contrary to the idea that was portrayed by the media that most people were opposed to the construction of the motorway. Acknowledgements Firstly, I would like to thank my supervisor, Ronan Foley, for all of his help and guidance over the last few months. Thanks to my parents, Helen and Liam and sisters, Anne and Nora for all of their encouragement over the last few months and particularly the last few days! I would especially like to thank my mother for driving me to Cavan on her precious day off, and for calming me down when I got stressed! Thanks to Yvonne for giving me the grand tour of Cavan, and for helping me carry out surveys there.
    [Show full text]
  • Development Savills.Ie
    Development savills.ie Expressions of Interest Former N2 Road, Kilshane, Co. Dublin 13.47 hectares (33.28 acres) approximately FINGLAS M50 DUBLIN AIRPORT ROADSTONE LOGISTICS PARK The Subject Property N2/M2 For identification purposes only • Strategic location fronting on to former N2, adjacent M2 Motorway and within easy reach of M50 Motorway. • Level parcel of lands comprising 14.07 Hectares (34.77 Acres) approx. which has been partially developed with roads and services. • These lands have a positive planning history for a Recycling and Waste Management Facility. A Section 175 Development Consent was granted to Fingal County Council by An Bord Pleanala and the Environmental Protection Agency has issued a Waste Licence. Savills Ireland 32 Molesworth Street, Dublin 2 Jonathan Preston (01 618 1445) [email protected] Jill Horan (01 618 1350) [email protected] +353 (0) 1 618 1300 Robert Coakley (01 618 1411) [email protected] Dublin Airport Finglas Dublin Airport Logistics Park M50 Roadstone The Subject Property N2/M2 Approximate outline only Location Zoning This land bank is strategically located at the junction of the Under the Fingal Development Plan 2011-2017, the property former N2/M2 Motorway, the lands are within easy reach is zoned Objective “HI” Heavy Industry. The purpose of this of the M50 Motorway (Junction 5) providing easy access zoning is to facilitate opportunities for industrial uses, activity to Motorway network, Dublin Airport, Dublin City and and processes which may give rise to land use conflict other Tunnel. Nearby large commercial users include Roadstone’s zonings. “HI” zoned areas provide suitable and accessible Huntstown complex and the nearby Dublin Airport Logistics locations specifically for heavy industry and shall be reserved Park, where DHL and Easons have distribution centres.
    [Show full text]
  • Public-Private Partnerships Financed by the European Investment Bank from 1990 to 2020
    EUROPEAN PPP EXPERTISE CENTRE Public-private partnerships financed by the European Investment Bank from 1990 to 2020 March 2021 Public-private partnerships financed by the European Investment Bank from 1990 to 2020 March 2021 Terms of Use of this Publication The European PPP Expertise Centre (EPEC) is part of the Advisory Services of the European Investment Bank (EIB). It is an initiative that also involves the European Commission, Member States of the EU, Candidate States and certain other States. For more information about EPEC and its membership, please visit www.eib.org/epec. The findings, analyses, interpretations and conclusions contained in this publication do not necessarily reflect the views or policies of the EIB or any other EPEC member. No EPEC member, including the EIB, accepts any responsibility for the accuracy of the information contained in this publication or any liability for any consequences arising from its use. Reliance on the information provided in this publication is therefore at the sole risk of the user. EPEC authorises the users of this publication to access, download, display, reproduce and print its content subject to the following conditions: (i) when using the content of this document, users should attribute the source of the material and (ii) under no circumstances should there be commercial exploitation of this document or its content. Purpose and Methodology This report is part of EPEC’s work on monitoring developments in the public-private partnership (PPP) market. It is intended to provide an overview of the role played by the EIB in financing PPP projects inside and outside of Europe since 1990.
    [Show full text]
  • South Caldecotte Development Framework AMENDED DD 120319 Low Res.Indd
    ANNEX B Urban Design & Landscape Architecture South Caldecotte Development Framework Supplementary Planning Document REVISED CONSULTATION DRAFT www.milton-keynes.gov.uk/udla February 2019 South Caldecotte Development Framework SPD This document has been prepared by Milton Keynes Council’s Urban Design and Landscape Architecture Team. For further information please contact: David Blandamer Urban Design and Landscape Architecture Placemaking Milton Keynes Council Civic Offices 1 Saxon Gate East Milton Keynes MK9 3EJ T +44 (0) 1908 254836 F +44 (0) 1908 252329 E [email protected] 2 Urban Design & Landscape Architecture Contents SECTION 1 SECTION 3 INTRODUCTION DEVELOPMENT FRAMEWORK 1.1 Introduction 7 3.1 Introduction 35 1.2 Role of the Development Framework 7 3.2 The Vision 35 1.3 Status of Development Framework 7 3.3 Land Uses 36 1.4 Planning Policy Background 73.4 Landscape and Open Space Strategy 36 1.5 Planning Summary 103.5 Movement Framework 38 3.6 Design 41 SECTION 2 3.7 Sustainability 44 3.8 Indicative Development Framework Plan 46 THE SITE AND ITS CONTEXT 2.1 Introduction 13 SECTION 4 2.2 South Caldecotte 13 DELIVERY 2.3 Surrounding Area and Edge Conditions 14 2.4 Topography, Views and Drainage 18 4.1 Infrastructure Delivery 49 2.5 Landscape Character 20 2.6 Habitat and Vegetation 22 4.2 Management and Maintenance 49 2.7 Access and Movement 244.3 Outline Application 49 2.8 Heritage 284.4 Design and Access Statements 49 2.9 Utilities 30 2.10 Opportunities and Constraints 32 www.milton-keynes.gov.uk/udla 3 South
    [Show full text]
  • 309/R309405.Pdf, .PDF Format 246KB
    Inspector’s Report ABP-309405-21 Development Construction of a 30 metre lattice tower enclosed within a 2.4 metre high palisade fence compound. Location Corgullion Townland, Carrick on Shannon, Co Roscommon. Planning Authority Roscommon County Council Planning Authority Reg. Ref. PD/20/473 Applicant(s) Cignal Infrastructure Limited Type of Application Permission Planning Authority Decision Refuse Type of Appeal First-Party Appellant(s) Cignal Infrastructure Limited Observer(s) None Date of Site Inspection 13th April 2021 Inspector Stephen Ward ABP-309405-21 Inspector’s Report Page 1 of 19 1.0 Site Location and Description The appeal site is located is the rural townland of Corgullion, Co. Roscommon, at a distance of c. 4km southeast of Carrick-On-Shannon and c. 4km southwest of Drumsna. The Sligo – Dublin Railway line runs east to west at c. 100m to the north of the site. Further north of this is the River Shannon, which forms part of the Leitrim – Roscommon county border. The Flagford – Arva – Louth 220kv power lines also sun in an east-west direction at a distance of c. 250 metres south of the site. The wider surrounding area is otherwise characterised by undulating agricultural land interspersed by one-off houses. The site comprises a relatively flat linear section which is to be annexed along the northern boundary of a larger agricultural holding. It has a stated area of 1,104m2, with an overall length of c. 310m and a width of 3m for the vast majority of that length. The northern and western site boundaries adjoin the existing field boundaries, which are comprised of trees and hedgerows.
    [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]
  • Archaeological Desk Based Assessment
    Archaeological Desk Based Assessment __________ Brockley Hill, Stanmore - New Banqueting Facility, Brockley Hill, London Borough of Harrow Brockley Hill DBA Update | 1 June 2020 | Project Ref 6129A Project Number: 06129A File Origin: P:\HC\Projects\Projects 6001-6500\6101 - 6200\06129 - Former Stanmore and Edgware Golf Club, Brockley Hill\AC\Reports\2020.08.25 - Brockley Hill DBAv3.docx Author with date Reviewer code, with date AJ, 25.02.2020 RD-0023, 25.02.2020 JM-0057,13.08.202019 JM, 25.08.2020 HGH Consulting, 15.08.2020 Brockley Hill DBA Update | 2 Contents Non-Technical Summary 1. Introduction ........................................................................................ 6 2. Methodology ...................................................................................... 13 3. Relevant Policy Framework ............................................................... 16 4. Archaeological Background ............................................................... 21 5. Proposed Development, Assessment of Significance and Potential Effects ............................................................................................... 37 6. Conclusions ....................................................................................... 41 7. Sources Consulted ............................................................................. 43 8. Figures .............................................................................................. 46 Appendices Appendix 1: Greater London Historic Environment Record Data Figures
    [Show full text]
  • 8-Strategic-Transport-Assessment.Pdf
    Strategic Transport Assessment Table of Contents TABLE OF CONTENTS Pages INTRODUCTION 1 CHAPTER 1 PLANNING AND TRANSPORTATION OVERVIEW – NATIONAL , REGIONAL AND LOCAL 3 1.1 Policy Hierarchy 3 1.2 The National Spatial Strategy (NSS) 3 1.2.1 Aims of National Spatial Strategy 3 1.2.2 Transport and the National Spatial Strategy 4 1.2.3 The Regional Planning Guidelines (RPGs) for the West Region 2010-2022 4 1.2.4 Transport and the RPGs 4 1.2.5 Smarter Travel – A Sustainable Transport Future A New Transport Policy for Ireland 2009 - 2020 5 1.2.6 National Cycle Policy Framework 5 1.3 Transport, County and Local Development Plans 5 1.3.1 Local Planning Policy: Settlements and Transportation 5 1.3.2 The County Development Plan - Key Sustainable Development and Transport Policies and Objectives and Specific Objectives 9 1.3.3 Local Planning Policies 9 1.3.4 Local Area Plans and Area Plans- Key Sustainable Development and Transport Objectives and Specific Objectives 9 1.4 Summary 10 Chapter 2 Overview of Road and Rail Transportation Networks National, Regional and Local 11 2.1 Introduction 11 2.2 Roads Overview – County Roscommon 15 2.2.1 National Roads 15 2.2.2 Regional Roads 15 2.2.3 Local Roads 15 2.4 Strategic Roads Investment 16 2.4.1 Proposed Roads Projects 16 2.5 The Rail Network – overview 16 Chapter 3 Transport Demand Types 19 3.1 Vehicular Travel 19 3.2 Rail Travel – Overview of Service within County Roscommon 20 3.2.1 Train Schedules 21 3.2.2 Rail Travel for Work Commuters 22 3.2.3 Rail Travel – Recent Patronage Trends 22 3.2.4 Rail Travel
    [Show full text]