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Dott in Dublin DOTT IN DUBLIN Introducing shared e-scooters in Dublin: Opportunities and constraints 31/03/2021 TABLE OF CONTENTS Introduction 1 This Study 1 Dott 1 Momentum Transport Consultancy 2 Structure 2 Context 4 Existing Accessibility 4 Demographics 5 Dublin’s Sustainability and Transport Aspirations 9 Micromobility in Dublin 11 Summary 11 E-Scooters in Dublin 12 E-Scooter Impact on Accessibility 12 Opportunities 12 Constraints and Mitigation 14 Characteristics of E-Scooter Trips in Dublin 15 E-Scooter Parking 17 Overview 17 Types of Parking 17 Establishing a Parking Network 19 Trip Types 24 Parking Network Density 26 Alignment with Policy 30 Introduction 30 Stakeholder Engagement 30 Integration with Public Realm and Existing Infrastructure 31 Transport Aspirations 33 Climate Change Policies 34 Conclusion 36 Recommendations 36 Figures Figure 1: Study Area 3 Figure 2: Public transport accessibility and population density in Dublin 6 Figure 3: Workplace density in Dublin 7 Figure 4: Proposed dockless parking areas (conceptual designs) 19 Figure 5: Site Suitability Analysis – Inner Dublin Area 21 Figure 6: Site Suitability Analysis – Outer Dublin Area 23 Figure 7: Potential E-Scooter Trips in Dublin 25 Figure 8: Inner Dublin Area E-Scooter Catchments 28 Figure 9: Outer Dublin Area E-Scooter Catchments 29 INTRODUCTION This Study Momentum Transport Consultancy have undertaken this study commissioned by Dott to understand the opportunities and constraints of shared e-scooters in Dublin city. Whilst the planned introduction of e-scooters has prompted discussions on safety issues, it is also widely recognised that e-scooter sharing schemes have the potential to integrate with existing public transport networks, enhance accessibility and encourage a shift away from private car use, thus reducing carbon emissions. The introduction of these modes therefore aligns with the Dublin City Climate Action Plan1 which has set ambitious targets to reduce carbon emissions in the capital. In addition, e-scooters have the potential to support Ireland’s aim to achieve a climate neutral economy by 2050, as set out in the recently published Climate Action and Low Carbon Development (Amendment) Bill2. At present, e-scooters are illegal in Ireland due to their road category status, however, the Programme for Government published in October 2020 included a commitment to legislating micro-mobility vehicles. Furthermore, the Road Safety Authority (RSA) has recommended their legalisation under certain circumstances, with a controlled and considered roll out. The draft legislation was approved in February 2021 which will allow for the regulation of the devices in the forthcoming Road Traffic (Miscellaneous Provisions) Bill. Ireland’s cautious approach to the legalisation of e-scooters means that local and national authorities can learn from other European cities that have already permitted the operation of shared e-scooter schemes, and e-scooter providers have had the opportunity to learn from their experience operating sharing schemes elsewhere. It is important however to recognise contextual differences between cities, particularly in the case of Dublin as a historic and growing city. The successful implementation of e-scooter schemes in Dublin will require a strategy that takes account of the unique context in Dublin, with its varying population density, transport accessibility, demographics and car ownership rates. The purpose and destination of potential user trips will also need to be understood to optimise the quantum and density of parking locations and the way in which the parking is facilitated should be carefully considered. Dott Dott is a micromobility (e-scooter and e-bike) operator offering services across many European cities including Paris, Brussels, Milan and Cologne. Most recently, Dott has been awarded with one of the licences for the London e-scooter trial. It now wishes to expand its operations to Ireland and recognises there is a great opportunity for successful operations in the Dublin region. With a strong track record in stakeholder liaison, Dott aims to explore all opportunities for e-scooters and work in collaboration with local authorities, community groups and members of the public. Dott have therefore commissioned Momentum Transport Consultancy to highlight the opportunities and constraints for shared e-scooter systems 1 Climate Change Action Plan, 2019, DCC 2 Climate Action and Low Carbon Development (Amendment) Bill, Government of Ireland, 2021 1 within the local context as a starting point to the public debate on how to make e-scooters sharing in Dublin safe and convenient for all. Momentum Transport Consultancy Momentum is a highly regarded transport planning consultancy, with extensive experience in the generation of transport strategies and transport research across the UK, Ireland, Canada and other international destinations. Momentum offers a holistic approach to transport consultancy, based on understanding and integrating the needs of people, transport and movement in urban areas to help realise and deliver solutions. As a people-focused consultancy, Momentum considers the impact for both existing and future users of streets, how proposals connect with their urban environment and operate within it, together with how this is likely to evolve in the future. We work diligently to develop mitigating solutions and we are driven to ensure that our recommendations lead to transport and environmental gains, benefiting our clients and the wider community. Structure This report will be set out as shown below. It should be noted that the study area covers the Dublin City Council (DCC) boundary, as shown at Figure 1. It does not include the three other Dublin local authority areas (Fingal, South Dublin, and Dún Laoghaire-Rathdown), although the assessment could be updated to include the other areas if the local authorities would support a collaborative approach to introducing a consistent shared e-scooter scheme. The wider Greater Dublin Area (GDA) counties of Meath, Kildare and Wicklow are also outside the scope of this study. • Existing accessibility Context • Dublin’s transport aspirations • Micromobility in Dublin • E-scooter impact on accessibility E-scooters in • Opportunities Dublin • Constraints and mitigation • Characteristics of e-scooter trips in Dublin E-scooter parking • Site suitability analysis • Trip types in Dublin • Stakeholder engagement Alignment with • Integration with public realm and existing policy infrastructure • Transport aspirations • Climate Change policies Conclusion • Recommendations 2 CONTEXT Existing Accessibility Dublin is composed of a core city centre (herein referred to a Dublin City Centre) and lower density suburbs. Key employment clusters are also located in outer areas of the city. Consequently, the city’s transport infrastructure is required to accommodate varying levels of demand over a large area with access to Dublin City Centre as well as the outer city employment centres. This has led to an over-reliance on private cars and congestion on key transport corridors. Dublin is served by the following modes of public transport: Irish Rail’s Dublin Area Rapid Transit (DART) and commuter rail services, Luas light rail system and Dublin Bus services. The DART and Luas provide quick and reliable access to some of the suburban locations while serving several stops within Dublin City Centre. 48 million passenger journeys were undertaken by Luas in 2019, whilst DART and Dublin commuter rail services accounted for 35.6 million passenger journeys in the same year3. However, Dublin Bus provides the largest number of passenger journeys, with 138 million recorded in 2019. In 2015, buses were transporting five times more people than the Luas, and over twice as many as the heavy rail network4. Nevertheless, issues relating to the frequency and reliability of the bus network persist. While bus lanes are in operation in parts of the city, they sometimes overlap and vary in standards and levels of continuity between areas of the city. The National Transport Authority’s (NTA) emerging BusConnects Dublin programme aims to deliver full bus priority on all the main corridors and a significantly improved network to address these issues in Dublin. Simultaneously, active transport users and infrastructure are on the rise in Dublin. Between 2006 and 2017, the number of cyclists increased by 157%.5 According to the Greater Dublin Area (GDA) Cycle Network Plan6, 471 kilometres could be added to the 159 kilometres of existing cycle network within Dublin. At present, there are 60 kilometres of segregated cycling tracks and pedestrian routes under planning and development for delivery over the next five years. In the Dublin City Council area, the increase in cycling demands a significant increase in cycle parking infrastructure. The Dublin City Centre Cycle Parking Strategy7 notes that the key to achieving cycling modal splits targets is the provision of safe, secure cycle parking facilities at convenient locations throughout the city, as the absence of appropriate cycle parking facilities has been shown to deter people from cycling in the first place. It suggests 13,000-18,000 spaces could be provided. This is key to increasing the number of people who commute into the City centre by bike. It is recognised that in light of the COVID-19 pandemic, existing mobility trends have shifted. DCC’s and the NTA’s COVID-19 mobility plan predicts changes in transport patterns that need to be accommodated. More people are expected
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