DOTT IN

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 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: 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, , 2021

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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 (DCC) boundary, as shown at Figure 1. It does not include the three other Dublin local authority areas (, , 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, 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

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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 (DART) and commuter rail services, system and Dublin 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, provides the largest number of passenger journeys, with 138 million recorded in 2019. In 2015, 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 to cycle and walk, but also to use

3 Bus and Rail Statistics for Ireland, 2020, NTA 4 Dublin City Centre Transport Study, 2016, DCC 5 Climate Change Action Plan, 2019, DCC 6 Greater Dublin Area Cycle Network Plan, 2013

7 Dublin City Centre Cycle Parking Strategy, 2015, DCC

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their private car since the public transport’s capacity will be reduced to accommodate social distancing, even as the country recovers from the pandemic8.

Demographics

Population density and public transport provision and accessibility vary greatly across Dublin and the differences are acute between the city centre itself and the surrounding suburbs. Figure 2 depicts the variations in population density and public transport access within the study area. Public transport accessibility has been estimated based on the location of public transport nodes (Luas and DART stations and bus stops) with the frequency of services also considered. The highest accessibility scores, intuitively, are in Dublin City Centre. Some transport corridors with medium accessibility levels between the Dublin City Centre and the suburbs are also depicted, such as the north/south Luas line. Figure 2 demonstrates that there are considerable areas across the outer areas of the Dublin City Council area that have poor access to public transport. As well as accessibility for residents, accessibility to commercial areas is required to facilitate successful workplaces. Figure 3 depicts the workplace densities throughout the defined study area. Workplaces are not entirely concentrated to Dublin City Centre, as Figure 3 demonstrates that there are significant clusters of employment in other areas of Dublin. Additional clusters are located in areas such as and Merrion to the south, Eastpoint Business Park to the north-east, Business Parks to the north and Bluebell Industrial Estate to the west.

8 Enabling the City to Return to Work, Interim Mobility Intervention Programme for Dublin City, May 2020, DCC, National Transport Authority

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FIGURE 2 PUBLIC TRANSPORT ACCESSIBILITY AND POPULATION DENSITY Marino

Finglas

The Liberties

Bluebell Dublin City Centre

Rathmines

Ballsbridge

Public Transport Population Density Access Level Donnybrook Most Accessible Higher Density

Ranelagh

Lower Least Accessible Density FIGURE 3 WORKPLACE DENSITY

BeaumontBeaumont // DonaghmedeDonaghmede CabraCabra // FinglasFinglas BallymunBallymun

DublinDublin ClontarfClontarf BallyfermotBallyfermot // DrimnaghDrimnagh CityCity CentreCentre

CrumlinCrumlin // KimmageKimmage

PembrokePembroke // SouthSouth DockDock

RathgarRathgar // RathminesRathmines

Workplace Workplace Population Population Density < 120 Higher Density

Lower < 2,900 Density

Dublin’s Sustainability and Transport Aspirations

DCC is striving to improve sustainability and climate change resilience across the capital, and part of this includes improving accessibility via sustainable modes of transport as alternatives to car journeys. The policies and aspirations relevant to the area of study are set out below. GREATER DUBLIN AREA TRANSPORT STRATEGY 2016-2035 The central transport strategy that DCC is implementing, and which will guide the future of transport in the city, is the Greater Dublin Area Transport Strategy 2016-2035. The overall aim of this strategy is as follows: “To contribute to the economic, social and cultural progress of the Greater Dublin Area by providing for the efficient, effective and sustainable movement of people and goods.” This strategy is seen as central to managing Dublin’s growth and ensuring it remains an attractive and liveable city. The guiding target of the strategy is to achieve a more sustainable modal mix by doubling trips made by walking, cycling and public transport, while significantly reducing private car journeys. These currently account for 33% of the modal split in Dublin City Centre, meanwhile 50% of people travel by public transport and 15% by walking or cycling (Dublin City Centre Transport Study, 2016). Within the Inner Metropolitan area which incorporates much of the Dublin City Council area, an average of 65% travel by car, 11% by public transport, and 17% walk or cycle (Transport Strategy for the Greater Dublin Area, 2016)8. The Greater Dublin Area Transport Strategy sets out measures and ambitions to support this modal shift, which include the following:

Speed Limits DCC is notably considering extending the 30 km/h speed-limit already implemented in some areas to all remaining suburbs within the DCC’s boundary, to further increase the number of ‘Slowzone’ areas9. This will improve safety for active travel modes including e-scooters and alleviate concerns raised in the report of the RSA on the regulation of e-scooters. Investments in Public Transport Development of the BusConnects programme, the proposed MetroLink and the expansion of the Luas and rail networks are outlined. The transport strategy will also work to enhance pedestrian movement along the strategic pedestrian routes by widening footpaths where appropriate. This will ensure the safety of pedestrians and reduce potential conflicts between them and e-scooter users.

Cycle Infrastructure The provision of destination cycle parking will be increased and work will be conducted on extending the cycling network.

8 “Dublin City Development Plan, 2016 - 2022”, 2016, DCC 9 Climate Change Action Plan, 2019, DCC

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CITY CENTRE DEVELOPMENT PLAN 2016 - 2022 The City Centre Development Plan promotes a more compact urban form “With much- enhanced public transport system, with the expansion of the built-up areas providing for well- designed urban environments linked to high quality public transport networks, enhancing the quality of life for residents and workers alike”10. It will notably introduce traffic-free areas on some street sections and work to progressively eliminate all ‘free’ on-street parking, both within the canals and in adjacent areas where there is evidence of ‘all day’ commuter parking. These traffic free areas will aid movement by walking, cycling and e-scooters, further encouraging the move away from private car trips. DUBLIN CLIMATE ACTION PLAN 2019 - 2024 The Dublin Climate Action Plan 2019 – 2024 presents Dublin’s four local authorities’ unified approach to climate adaptation and mitigation. It notably sets the ambitious targets of achieving a 40% reduction in greenhouse gas emissions by 2030. Within the areas of action established in the plan, transport plays a key role. The Dublin Climate Action Plan outlines how DCC will focus on the development of greenways, primary and secondary routes, significantly improving the walking environment. DUBLIN CITY PUBLIC REALM STRATEGY The strategy entitled “Your City, Your Space” was adopted in 201211 and sets out seven important design principles. These principles aim to ensure that the public realm allows for the movement of people visiting the city every day. A key focus of the strategy is to rebalance the street space allocated to different users. It will notably “be necessary to reallocate road space or infill spaces to meet the public’s changing requirements”. INTERIM MOBILITY INTERVENTION PROGRAMME Following the onset of the COVID-19 pandemic, the new National Transport Authority (NTA) and DCC published their “Interim Mobility Intervention programme for Dublin City” which aims to support new travel patterns and social distancing through an ambitious redrawing of the city and the reallocation of road space. The document states that the implementation of protected cycle lanes will be fast-tracked and may involve reusing existing road space by removing on-street parking and protecting that road space for cycling, and potentially e-scooter use, via protection bollards and other protection measures. Further still, other locations may “involve reducing the number of traffic lanes to accommodate protected cycling facilities on both sides of the road, while maintaining a balance for other required services in that area”. SMART DUBLIN Founded by the four Dublin Local Authorities, including Dublin City Council, Smart Dublin aims to future-proof the Dublin region by trialling and scaling innovative solutions to a wide range of local challenges, including climate change and the management of congestion. Smart Dublin strives to collaborate and innovate with technology providers, research institutions, local authorities and its citizens.

10 Transport Strategy for the Greater Dublin Area, 2016 -2035, 2016, National Transport Authority 11 The Dublin City Public Realm Strategy, “Your City, Your Space” 2021, DCC

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Micromobility in Dublin

Dublin already has experience with bike sharing schemes. The implementation of the scheme in 2009 by DCC was successful and met by a continuous demand to expand the programme. The scheme currently has 1,600 bikes available at 115 stations in Dublin city, a key factor in its success. Bleeper Bikes were more recently implemented in the city and whilst they operate in a ‘station-less’ manner, they are required to be parked next to and locked to a public bike rack. The scheme operates across a large area both inside the Dublin City Centre and in suburban areas. Similarly, MOBY Bikes started operating in Dublin City Centre in 2020. Parking is permitted in designated ‘virtual parking stations’ as well as at public bike racks, though the latter incurs a fee. Under current Irish legislation, e-scooters are considered to be ‘powered transporters’ and require registration, motor tax, a driving license and insurance when used on a public road. However, powered transporters fail to meet the criteria for vehicle registration (such as minimum required safety standards) and are therefore not permitted for use on public . The Programme for Government published in October 2020 included a commitment to legislating micro-mobility vehicles and the RSA has recommended their legalisation under certain circumstances, with a controlled and considered roll out to mitigate against potential negative safety implications. The drafting of legislation was recently approved which will allow for the regulation of the devices in the forthcoming Road Traffic (Miscellaneous Provisions) Bill. The proposed legislation will allow e-scooters to be used legally in public spaces. Tax, insurance and driving licenses will not be required. The minister is proposing to create a new vehicle category which will be known as ‘Powered Personal Transporters’ (PPT) and will include e-scooters and similar devices.

Summary

Policy documents and strategies identify opportunities to improve sustainable modes of . Newer policies that have arisen following the onset of the pandemic highlight the potential to enhance public realm by reallocating road space to enable convenient and socially-distanced travel. These measures promote more sustainable travel to allow Dublin to achieve carbon emission reduction targets. It is clear that policy supports the implementation of further measures such as e-scooters to further the shift away from private cars. It is clear that there are significant opportunities for e-scooters in Dublin. With legislation expected to change in Ireland, how shared e-scooter schemes can be operated appropriately and effectively should now be discussed. Importantly, operations in Dublin would need to be sensitive to the local context.

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E-SCOOTERS IN DUBLIN

E-Scooter Impact on Accessibility

OVERVIEW Mobility in Dublin is compromised by issues associated with traffic congestion and transport inequality. The local population in Dublin are heavily dependent on car use relative to comparable European cities, particularly in the suburbs, as access to frequent, reliable and efficient public transport services or dedicated cycling infrastructure is not evenly distributed throughout the area. The Luas and DART provide mass transit services to the centre of Dublin, however accessibility to the networks vary considerably. The city’s extensive bus network provides Dubliners with the primary alternative to car use, and BusConnect’s proposed overhaul of the network is expected to substantially increase the proportion of Dubliners living within 500m of a bus stop. Nevertheless, the mix of alternative transport options to cars is underdeveloped in Dublin. An effectively planned and managed introduction of shared e-scooters would provide an immediate and viable alternative to cars, with relatively minimal capital and operational costs to local authorities. The NTA is focused on shifting mode share away from cars to more sustainable modes of transport. The Transport Strategy for the Greater Dublin Area 2016 – 2035 outlines an ambition to restrict the mode share of a car-based work trips to a maximum target of 45%. While e-scooters were not specifically referenced in this target as an alternative mode since they were not part of the available mix of transport in Dublin at the time the Strategy was published, they have the potential to assist with this mode shift away from cars.

Opportunities

ALTERNATIVE TO CAR USE Car usage in densely populated urban environments is detrimental to human health, efficiency of movement and social vibrancy of a city, due to traffic congestion adversely affecting air quality and effectively forming “barriers” within communities. The spatial requirements to facilitate excessive car use is an unnecessary and costly burden on a city, as it consumes valuable public space that could otherwise be repurposed. While the impacts of car usage are well documented, car trips remain high in Dublin. The introduction of shared e-scooters would help to mitigate the issues associated with car usage in Dublin. Shared e-scooters can provide users with a convenient and socially distanced mode of transport that is more spatially efficient than cars. E-scooters do not emit fumes or contribute to excessive noise pollution, and their uptake as an alternative to cars would improve the health and social connection of the urban environment. IMMEDIATE OPPORTUNITY Shared e-scooters provide an opportunity to immediately improve the transport mix in Dublin as the introduction could be rapid or as required. Minimal infrastructure, or in many cases no infrastructure, is required to facilitate the use of these modes. E-scooters are able to work effectively, very quickly and at little monetary cost to the local authority.

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COMPLEMENTING THE PUBLIC TRANSPORT NETWORK

Addressing unequal access Access to public transport is unequal throughout Dublin, with the limited extent of the Luas and DART networks requiring most Dubliners to depend on the bus. Proposed improvements to the public transport networks, including the changes to the BusConnect network and speculative future investments in rail infrastructure, will improve access. However, the realisation of these proposed initiatives may be long-term and issues with unequal access may persist.

Alternative to congested public transport services Shared e-scooters may provide an attractive alternative mode of transport for short-distance journeys in areas of Dublin where public transport services are nearing capacity, such as near Dublin City Centre. This would alleviate pressure on congested public transport services by removing some short-distance journeys, which would enhance access for users on long-distance journeys or who depend on public transport services for health or socio- economic circumstances.

Filling the gaps in the public transport network Public transport coverage is lacking in certain areas throughout the city. Gaps in the public transport network effectively encourage the use of cars for journeys originating in or destined for these areas. The travel speed, minimal physical requirements and convenience of e- scooters means that they could provide a practical alternative to cars for short or medium distances trips in Dublin (such as to Dublin City Centre, suburban villages or employment clusters).

Intermodality The introduction of shared e-scooters in Dublin could allow Dubliners to travel by e-scooter to and from residential areas to key transport hubs, such as Luas or DART stations, and continue their journeys using public transport. This would effectively “expand” the public transport network, with the catchment area from transport hubs increased. Shared e-scooters would also provide an alternative to ‘park and ride’ journeys, where Dubliners drive to a public transport hub, park their vehicle, and catch a service into Dublin City Centre. SOCIAL-DISTANCING The concerns associated with mobility in Dublin have been further amplified with the COVID- 19 pandemic. While the importance and desirability of access to outdoor public space and walking and cycling facilities has increased, the attractiveness of private car journeys has also increased as social distancing has become subconsciously entrenched in the approach to movement. Meanwhile, social distancing requirements and reduced services have impacted the attractiveness of public transport in the short-term. This situation risks encouraging people to drive and reverse the long-term and gradual trends toward increased use of sustainable modes of transport. Local authorities in Dublin have responded to the crisis by reallocating road space from cars to bikes and pedestrians, partly to restrict the capacity and convenience of driving, and partly to improve the safety and attractiveness of cycling and walking. However, cycling is not a practical mode of transport for all Dubliners due to the requisite physical abilities and necessity to own a bike or live near a DublinBikes docking station, while walking is not an

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appropriate option for all trip distances. Shared e-scooters would improve inclusivity by providing an additional outdoors and socially distanced mode of transport that may be more suitable for users unable to ride to bike. Consequently, shared e-scooters could provide an additional opportunity for Dubliners to travel outdoors using a sustainable and socially distanced mode of transport, improving inclusion and accessibility.

Constraints and Mitigation

CLUTTERING Scepticism about the appropriateness of shared e-scooters as a viable transport mode and whether they are beneficial to society is often rooted in perceptions that shared e-scooters clutter the public realm when unused, and this has been observed in cities without strategically planned roll-outs. By working effectively with local authorities to plan strategic introductions of the services, shared e-scooters are successfully operating in numerous European cities with the issues associated with street clutter mitigated – predominately through establishing networks of dedicated parking areas. Shared e-scooters could deliver numerous benefits to accessibility in Dublin, however a poorly planned and executed introduction would jeopardise these benefits. Fundamental to the introduction would be the development of a network of parking areas in Dublin that identifies target areas for use and improves access to key destinations and public transport hubs. SAFETY AND ANTI-SOCIAL BEHAVIOUR It is known that amongst both the public and within Local Authorities, there have been concerns regarding the safety of e-scooters and where they are supposed to be used. Pilot schemes for the use of shared e-scooters are currently occurring throughout the , with trials in London set to commence in the Spring of 2021. The purpose of the trials will be to partly assess the veracity of safety concerns and the ability of shared e- scooters to positively contribute to mode shift from car usage. To mitigate concerns about safety for pedestrians, it would be recommended that e-scooters are banned from footpaths in Dublin and are only to be used on roads and dedicated cycling infrastructure where their operating speeds are more appropriate. The NTA’s planned expansion of cycle infrastructure in Dublin would be beneficial for the use of e-scooters, providing desirable separation from vehicular traffic on key routes. Bicycles and e-scooters are suitable to share bicycle lanes as they move at similar speeds and have similar spatial requirements per user. Shared e-scooters would allow more Dubliners to utilise the expanded cycle infrastructure and travel outdoors, as the physical ability to use e-scooters is less demanding than for cycling.

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Characteristics of E-Scooter Trips in Dublin

DIVERSITY ACROSS DUBLIN As outlined in Section 2, population density and access to public transport varies considerably throughout Dublin. The transport requirements of residents and the existing deficiencies in the transport networks are particularly contrasting between Dublin City Centre and the outer suburbs. There is a substantial opportunity for shared e-scooters to improve accessibility throughout Dublin City. However, understanding the disparities in population density, public transport accessibility and the relationships between them are critical in establishing an effective implementation for shared e-scooters, as the potential trip types, benefits and operational constraints associated with e-scooters would vary across Dublin. TARGET AREAS Target areas include those with high population densities, good access to public transport and proximity to the Dublin City Centre where minimising car trips is particularly important and achievable with the right mix of alternative transport options. For trips within these areas, shared e-scooters trips would be used as a single mode alternative to existing transport options. Consequently, shared e-scooters in these locations would serve as a space-efficient and socially distanced alternative to private cars and ride-sharing services and alleviate pressure on public transport services. In areas with high population density and proximity to the Dublin City Centre but poor public transport access, there are clearly opportunities for shared e-scooters to dramatically improve accessibility via sustainable modes of transport. Areas such as these should be particularly targeted for the implementation of shared e-scooter parking. In areas with low population density and poor access to public transport but proximity to transport hubs, shared e-scooters could help to “expand” the public transport catchment area by facilitating intermodal trips. PURPOSE OF USER TRIPS The reputation of shared e-scooters has traditionally been linked to tourism and leisure, but the potential purposes of shared e-scooter trips are varied. A strategic implementation of shared e-scooters in Dublin should be designed to encourage visitors to travel to retail destinations, recreation and community uses, including parks, as well as tourist attractions and entertainment venues by e-scooters rather than cars. However, this approach alone would not fully utilise the potential e-scooters could have on reducing car trips. Journeys to work or to services concentrated in town centres should also be targeted. Home-work and home-education trips have the potential to become critical elements of e- scooter utilisation in Dublin if planned effectively. As demonstrated in Figure 3, employment is particularly concentrated to the Dublin City Centre and several clusters outside the city centre area. Employment clusters located in the outer Dublin City area would particularly benefit from the implementation of shared e-scooters, as accessibility to these clusters would otherwise be limited to cars.

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USER EXPECTATIONS The potential inconvenience associated with finding a shared e-scooter rather than using a private car is partially acceptable for non-demanding pursuits, such as shopping, travelling to the park or attending entertainment venues, where the time taken to locate a shared e- scooter and walk before and after the trip is not critical. However, to ensure the viability and attractiveness of shared e-scooter trips for work journeys, and therefore realise the potential of shared e-scooters on improving accessibility in Dublin, the perception of “inconvenience” needs to be confronted by satisfying user expectations with reliable access to shared e-scooters. This can be achieved through developing a strategic and dense network of dedicated parking areas, particularly in target areas. In addition to this, the growth of the Mobility-as-a-Service sector which primarily aims to ensure convenient and accessible transport to all, can also be bolstered by the use of e- scooters which add additional flexibility for the user.

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E-SCOOTER PARKING

Overview

For shared e-scooters to be implemented successfully in Dublin as a viable alternative to car usage, providing convenient access to users is fundamental. This is best secured by developing a strategic and dense network of dedicated parking areas with an appropriate and convenient parking method. This section will discuss the different methods of parking e-scooters before discussing the importance of an appropriate and considered parking network.

Types of Parking

Several options exist for the model that could deliver a network of shared e-scooter parking areas, including:

• ‘Lock-to’ requirements • Implementing docking stations • Repurposing either carparking spaces or public realm for shared e-scooter parking areas

‘Lock-to’ The ‘lock-to’ option would require users to lock shared e-scooters to structures in the public realm, such as bicycle stands. The lock would therefore be required to be permanently attached to the e-scooter and is intended to reduce incorrectly parked e-scooters that might obstruct footpaths or block crossings, for example. ‘Lock-to’ requirements are in place for the existing dockless shared bike scheme, Bleeper, in Dublin, however, the requirement to lock e-scooters to an object is rarely implemented, both in Europe and America. A study in America suggested that there was no correlation between poor parking behaviour and the ability to lock or not lock the e-scooter to a street object 12. It is highly likely that the requirement to lock an e-scooter to a street object would detract from the objective of maximising the ‘convenience factor’ associated with using shared e- scooters. Users would need to find an appropriate and free structure to lock the e-scooter to, which would effectively increase journey time. While the intent of a ‘lock-to’ requirement may be for shared e-scooters to be locked to bicycle stands, a deficiency in the number of bicycle stands may exist in key areas for demand from both cyclists and e-scooter users. Consequently, mandating a requirement for shared e-scooters to be locked to a structure in the public realm may introduce issues associated with street clutter. Risks would include:

• Multiple e-scooters being locked to bicycle stands, affecting footpath width and aesthetic • E-scooters reducing the available cycle stands for bicycles to be locked to • E-scooters being locked to structures on private property • E-scooters being locked to and blocking access to facilities, such as parking meters or fire hydrants

12 Brown, A, Klein, AJ, Thigpin, C & Williams, N 2020 ‘Impeding access: The frequency and characteristics of improper scooter, bike, and car parking’ Transportation Research Interdisciplinary Perspectives, vol. 4

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It is noted that by design, e-scooters do not need an extra lock to prevent vandalism. Regardless, chain locks are not always capable of withstanding full forces applied.

Docking Docking would require shared e-scooters to be docked at dedicated docking stations to mitigate issues associated with clutter. DublinBikes, the existing shared bike system, operates in this manner. Whilst the need to dock an e-scooter eliminates the concern surrounding mis-parking, the need to locate an available docking station at the end of the users trip would increase journey time. Subsequently, this option significantly reduces the convenience factor and could be a deterrent to using the scheme. The docking option would require servicing vans to rebalance full and empty docking stations, comparatively more so than the dockless option, would have negative traffic and environmental consequences. In addition to the above, implementing docking stations would introduce a significant amount of infrastructure to the urban environment and affect the commercial viability and timing for planning and execution of shared e-scooter schemes for operators.

Dockless For the dockless option, users would park e-scooters in dedicated parking areas which would be located in convenient locations, ideally adjacent to cycle lanes where possible, and away from narrow footpaths. The user would not be required to lock or dock the scooters, however, the e-scooter application would take the user through a number of steps to ensure it had been parked in the correct manner. Operators would require the journeys to be completed in georeferenced dedicated parking areas, or otherwise enforce fines on users. Areas that can be used as e-scooter parking areas include repurposed on-street car parking spaces and areas adjacent to but not intruding upon pedestrian footpaths. Through the use of technology, the user will have the ability to find the nearest parking area to start/end their journey, with the system recognising when the e-scooter is or isn’t in the designated area. Users will be required to upload a photo at the end of their trip to confirm they have parked the scooter correctly in an appropriate location. Given the above, it is considered this would be the most convenient and desirable option for users, and therefore the option that could most enhance accessibility in Dublin. Similarly to docking requirements however, a lack of available dockless parking areas will increase journey time and significantly reduces the convenience factor. It is important to recognise that the provision of an appropriate density of parking areas is required. This is discussed further later. The large majority of e-scooter operations across other European cities operate in a dockless manner. Figure 4 shows how these dockless parking areas can be incorporated into the existing street scene. FORM OF PARKING AREAS Repurposing car parking spaces for shared e-scooter parking areas would reduce the supply of car parking spaces and therefore the desirability of car usage, which would be particularly advantageous in the Dublin City Centre where traffic congestion is most problematic. A single car parking space can accommodate 6-10 parked e-scooters, which would represent better space utilisation. This approach would also protect the public realm and footpaths from being consumed by parked shared e-scooters.

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It is noted however that this strategy should be approached carefully. The removal of on- street car parking spaces might result in cases of illegal car parking. The repurposing of these spaces for e-scooter parking should be balanced with the provision of dockless parking areas elsewhere such as appropriate places within the public realm which do not obstruct pedestrian footways. PARKING COMPLIANCE It is both the type of parking and parking area location that informs appropriate parking. Given e-scooters are typically chosen for their ‘convenience factor’, users would expect designated parking areas to be easy to access and not too far from the end destination of their trip. A study undertaken by 6t in Paris13 using shared e-scooters suggested that parking compliance among users (share of users who did not park on the footpath) increased over time, from 35% in the Spring of 2019, to 71% in the Autumn of 2019 and, according to Dott data, 97% in the Autumn of 2020. This increase was facilitated by the implementation of a very dense network of parking areas, through collaboration between Dott and the local authorities, and the emergence of technology to enforce parking compliance. At the conclusion of e-scooter journeys, users are expected to upload a photo to verify they have parked the e-scooter correctly in a designated area.

Figure 4: Proposed dockless parking areas (conceptual designs)

Establishing a Parking Network

A critical element to designing a network of shared e-scooter parking areas would be to establish appropriate and consistent densities that satisfy user perceptions of convenience. In key target areas such as the Dublin City Centre and surrounding suburbs, a dense network of parking areas is recommended to create a sense of “door-to-door” accessibility. Nevertheless, the densities established need to balance competing requirements. Higher densities increase user convenience and success in terms of usage, though also increase planning and implementation constraints and result in the challenge to find many parking

13 Institut Paris Région DRIEA 6t, (2020), Retours d’usagers sur les services de mobilité en free-floating, URL : https://www.institutparisregion.fr/fileadmin/NewEtudes/000pack2/Etude_2430/etudeFF_FG6t_29sept20.pdf (accessed on 06/10/2020)

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areas. Implementing appropriate densities responsive to localised context in specific areas is necessary, rather than a blanket density across Dublin. SITE SUITABILITY ANALYSIS It would be expensive, resource and space demanding to implement a network across the entirety of the Dublin City area and as such, appropriate areas for operations need to be identified. Understanding the context of Dublin and the variability across the Dublin City area is key to developing an effective parking strategy that is feasible, convenient for users, complements the public transport network and encourages mode shift from cars. An indicative site suitability analysis has been conducted across Dublin to identify the areas best suited for the location of shared e-scooter parking areas. The assessment has been conducted for two areas within the jurisdiction of DCC: “Inner Dublin” and “Outer Dublin”. For the purposes of this assessment, Inner Dublin is defined as the area of Dublin that can be accessed within 15 minutes by e-scooter of Dublin City Centre. The site suitability analysis for Inner Dublin City area is shown in Figure 5. The most suitable areas for shared e-scooter parking are shown in yellows and oranges. The variables used to assess parking site suitability in the Inner Dublin City area are as follows:

• Population density • Proximity to Dublin City Centre • Proximity to key employment areas • Proximity to infrastructure that would improve user sense of safety (i.e. cycling lanes) It is noted that this suitability analysis is not exhaustive and numerous other variables could be considered in a more detailed assessment.

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Coolock FIGURE 5 Beaumont

INNER DUBLIN AREA SITE SUITABILITY ANALYSIS Whitehall ArtaneDrumcondra

Donnycarney Phibsborough

Killester

Marino

Clontarf

Chapelizod Dublin Islandbridge City Centre

Kilmainham

Rialto Dolphin's Bluebell Barn

Ballsbridge D ub Harold's lin Cross B a Site Suitability y Analysis Most Suitable Crumlin

Merrion

Rathgar Milltown Least Suitable Terenure Scale Bar 0 1 2 KM

BooterstownData is available under the Open Database Licence, © OpenStreetMap contributors

The Outer Dublin City area constitutes the remaining areas of Dublin City in this assessment. The site suitability analysis for Outer Dublin is shown in Figure 6. The variables used to assess suitability in Outer Dublin are as follows:

• Population density • Public transport accessibility • Proximity to Dublin City Centre • Proximity to key employment areas • Proximity to infrastructure that would improve user sense of safety (i.e. cycling lanes) Note that the critical difference in the site suitability analysis of Outer Dublin compared with Inner Dublin is the consideration of access to public transport. Areas with high public transport access in Outer Dublin could serve as hubs for intermodal trips, with users travelling by shared e-scooter from surrounding neighbourhoods to access public transport services to other areas of Dublin. Contrastingly, trips within Inner Dublin would be expected to be predominately single mode journeys of short distances, and therefore other factors are considered to be more significant in planning an effective network of parking areas.

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Kinsaley FIGURE 6 OUTER DUBLIN AREA SITE SUITABILITY ANALYSIS Kilmore

Santry

Baldoyle

Blanchardstown

Sutton Cabra

Carpenterstown

Whitehall

Beaumont Palmerston Ballyfermot Dublin City Centre Ronanstown

Inchicore D ub lin B a Fox & Geese y

Clondalkin Crumlin

Site Suitability Analysis Greenhills Merrion Most Suitable

Booterstown

Kilnamanagh Terenure Tymon North Blackrock Least Suitable Willbrook Scale Bar Churchtown 0 1.75 3.5 KM Monkstown Dundrum Data is available under the Open Database Licence, © OpenStreetMap contributors

Trip Types

E-scooters can facilitate different types of trips by providing a convenient alternative. Such trip examples are shown in Figure 7, which compares target trip types with existing journeys in Dublin. The example journeys highlight how shared e-scooter schemes can offer a convenient mode alternative to facilitate journeys. SINGLE MODE TRIPS IN INNER DUBLIN Users that live in Inner Dublin near their place of employment or intended leisure destinations, (though not within walking distance) could be targeted to travel by shared e- scooter on single mode trips. These trip types are particularly unsuitable for cars, due to issues associated with traffic congestion in the city centre where space is especially valuable and constrained. Furthermore, private car ownership is costly and inconvenient in the city centre. In areas where public transport services are lacking or constrained, shared e- scooters could provide an additional alternative to car usage for these trips. The parking strategy would need to support this and require a dense network of roughly equally distanced parking areas to promote convenience. SINGLE MODE TRIPS IN OUTER DUBLIN Short-distance single mode trips to employment clusters or village centres in Outer Dublin are another trip type to target. E-scooters could provide a viable alternative for these trip types to car usage, which is particularly high in Outer Dublin. A parking strategy to capture this potential could be implemented, with dedicated parking areas located in suitable catchment distances from employment clusters and town centres in residential areas. In some locations, this parking strategy may complement intermodal trips from Outer Dublin to Inner Dublin as public transport hubs are often located in these areas. INTERMODAL TRIPS IN DUBLIN Intermodal trips facilitated by shared e-scooters would be another key trip type to target. While single mode trips from the outskirts of Dublin to Inner Dublin using only shared e- scooter might not be feasible from a user perspective, using a shared e-scooter to access a public transport hub may provide suitable alternative to car trips for long-distance journeys. A strategically planned parking strategy should be responsive to this opportunity and seek to locate parking areas adjacent to public transport hubs and within catchment ranges. Providing e-scooter parking areas a reliable distance from user origins has the potential to effectively “expand” the public transport catchment area and substantially reduce travel time. Appropriate transport hubs to provide with e-scooter parking include Sydney Parade, Milltown stop, Blackhorse Luas stop and Broombridge tram stop for example.

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Figure 7: Potential E-Scooter Trips in Dublin

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Parking Network Density

It is recommended that different densities of e-scooter parking areas are adopted for different zones of the city (i.e. Inner Dublin and Outer Dublin) to cater to relative transport demand. E-scooter parking areas, where possible, should also be equidistance within zones to develop user confidence in convenience and reliability. The following is the result of a high-level analysis so it is recommended that further detailed studies should be undertaken in these areas to determine the exact locations of parking areas. These refined studies should recognise the individual elements of each area. INNER DUBLIN AREA Figure 8 demonstrates the opportunities a dense network of shared e-scooter parking areas could deliver to Inner Dublin. The map has been developed assuming a conceptual network of parking areas spaced approximately 400 metres apart from each other. The implementation of a network with this density would ensure that people are generally always within a 2–3-minute walk of a shared e-scooter parking area. The locations of the parking areas have targeted the general areas identified as the most suitable for shared e-scooter use, as shown in Figure 5. Figure 8 shows the catchment areas from the parking areas of the conceptual network, with 97.7% of Inner Dublin accessible within a 6-minute e-scooter trip from a parking area and 100% of Inner Dublin accessible within 10 minutes. This density would ensure that users can have confidence of finding a parking area to conclude their trip relatively quickly and in proximity to their intended destinations. Adopting a lower density with increased distances and walking times between parking areas would jeopardise the perceived convenience factor required for shared e-scooter schemes to be viable. Furthermore, it would increase the difficulty and travel time of finding a parking area to leave the e-scooters at the conclusion of journeys. As demonstrated in Figure 8, the implementation of a dense and roughly equidistance network of shared e-scooter parking areas would give people throughout Inner Dublin a reliable alternative to car journeys, regardless of whether they lived in an area with good accessibility to public transport. This could represent a comparatively cost-effective option to improving accessibility throughout Inner Dublin for the DCC, with relatively low infrastructure requirements. OUTER DUBLIN AREA Figure 9 demonstrates the opportunities a dense network of shared e-scooter parking areas could deliver to Outer Dublin around targeted areas. The locations of the parking areas are concentrated in areas identified as the most suitable for shared e-scooter use, as assessed by several factors discussed in Section 4.3 and shown in Figure 6. The map has been developed assuming a conceptual network of parking areas in these target areas spaced approximately 600 metres apart from each other. The implementation of this density would allow people in target areas of Outer Dublin to be within 3 to 4 minute walks of shared e- scooter parking areas, which would still preserve the perception of convenience while accounting for the operational constraints of a very dense network in lower demand areas. Figure 9 shows the catchment areas from the parking areas of the conceptual network in Outer Dublin, with 84.41% of Outer Dublin accessible within a 6-minute e-scooter trip from a parking area and 92.71% of Outer Dublin accessible within 10 minutes. This demonstrates that even with an operationally more feasible density for the Outer Dublin context compared with Inner Dublin, most of the area would still be accessible within a reasonable timeframe from parking areas. Parking areas should be located at transport hubs, key employment

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clusters and suburban villages, with additional parking areas located within a reasonable travel time of them to facilitate intermodal trips and short-distance trips in Outer Dublin, to maximise the potential to replace car journeys. FURTHER STUDY It is recommended that further detailed studies of catchment areas across Dublin could be conducted to determine the optimal densities and the effects on accessibility.

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Santry FIGURE 8 Ballymun

INNER DUBLIN AREA E-SCOOTER CATCHMENTSFinglas

Coolock Beaumont

Whitehall Artane Glasnevin Raheny

Donnycarney

Killester Cabra Drumcondra Cabra East Marino

6 MINUTE 97.71% CATCHMENT* COVERAGE Phibsborough Clontarf 10 MINUTE 100.0% CATCHMENT* COVERAGE *catchment*catchment fromfrom highhigh suitabilitysuitability e-scooter locations Islandbridge Chapelizod Dublin North Wall

Ballyfermot Inchicore Ringsend The Liberties

Irishtown

Bluebell Portobello

Rathmines Ballsbridge

Walkinstown D ub Crumlin lin B Kimmage Donnybrook a y E-Scooter Catchment from high suitability parking locations Merrion 6 Minutes Milltown 10 Minutes Perrystown Terenure Dartry

Clonskeagh Scale Bar 0 1.25 2.5 KM Windy Arbour Templeogue Data is available under the Open Database Licence, © OpenStreetMap contributors FIGURE 9 OUTER DUBLIN AREA E-SCOOTER CATCHMENTS

Belmayne Clongriffin Santry Ballymun Donaghmede Coolock Beaumont Bayside

Whitehall Artane Glasnevin Donnycarney Raheny

Cabra Killester Drumcondra Cabra East Phibsborough Fairview Clontarf

East Wall Stoneybatter OUTER DUBLIN AREA Dublin North Wall City Ballyfermot Centre Inchicore The Liberties Ringsend

Irishtown Bluebell Portobello Ballsbridge Rathmines Walkinstown Ranelagh Crumlin Kimmage Donnybrook D ub lin B a Rathgar Milltown y Merrion 6 MINUTE 84.41% E-Scooter Catchment Perrystown CATCHMENT* COVERAGE from high suitability parking locations Dartry 6 Minutes Terenure 10 MINUTE 92.71% CATCHMENT* COVERAGE 10 Minutes Windy Arbour *catchment*catchment fromfrom highhigh suitabilitysuitability e-scootere-scooter locationslocations Templeogue Blackrock Churchtown Willbrook Scale Bar Tallaght Ballyroan Mount Merrion 0 1.75 3.5 KM

Dundrum Data is available under the Open Database Licence, © OpenStreetMap contributors

ALIGNMENT WITH POLICY

Introduction

It is imperative that all modes of transport are aligned with policy goals to ensure targets, whether they be economic, social or environmental, are met. As discussed in Section 2, DCC has ambitious goals within which transport plays a key role in. The introduction of e- scooters must align with these and where possible enhance the actions taken to reach the city’s goals.

Stakeholder Engagement

Above all, stakeholder engagement is the key to ensuring the success of e-scooter operations in Dublin. DCC’s desire to underpin the sustainable development of the area using appropriate, yet extensive stakeholder engagement strategies are detailed within the Dublin City Development Plan (2016 – 2022). The document also highlights the importance of collaboration with sectoral interests, city partners and adjoining authorities. Operators within the micromobility industry must prioritise such engagement and collaborate with the DCC to deliver new mobility operations that contribute towards DCC’s future vision. Dublin is a large, well-established city with a rich history that has pre-existing partnerships spanning many years. That is not to say that new partnerships cannot be formed; they should be encouraged, particularly if they can enhance existing operations. While new mobility modes may ‘disrupt’ the transport industry, disruption can target problematic trends including increasing carbon emissions and traffic, both of which occur in Dublin. In order to ensure positive changes, both old and new partnerships need to work together and systems need to be integrated to achieve positive sustainability goals. E-scooters are a new mode in the Irish transport system and have great potential to contribute to both urban and rural areas. However, miseducation and a lack of information disseminated to key stakeholders including local councils and transport authorities may cause mistrust and a lack of confidence. Importantly, stakeholders are able to learn from each other and further, wider stakeholder engagement allows broader perspectives to be gained which is crucial to buy-in and subsequent scheme success (Macharis and Kin, 2017)14. Ireland has taken a reserved approach to the legalisation of e-scooters which has allowed for the assessment of schemes in cities across Europe. The learnings from these schemes need to be widely shared, not only through the operators but also to other transport professionals. It is important to ensure all perspectives are considered and objective views established so that appropriate decisions regarding the future of e-scooters and indeed other micromobility modes in Dublin can be made. In Dublin, detailed discussions between shared e-scooter operators and other existing transport operators in the city including Bleeper (bike-sharing operator) and DublinBus would be greatly beneficial. The opportunities for intermodal trips by e-scooter as discussed in Section 4 can only be truly realised if proactive discussions are had between all parties. This

14 Macharis, C. and Kin, B. (2017) “The 4 A’s of sustainable city distribution: Innovative solutions and challenges ahead,” International Journal of Sustainable Transportation.

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will enable mutual benefits to be found, enabling a fully integrated and successful transport system.

Integration with Public Realm and Existing Infrastructure

In order to minimise possible disruption to the existing transport network in Dublin, as well as to retain the existing use of the pedestrian area, e-scooter parking systems should be integrated as much as possible with the existing public realm and highway network. Dublin’s urban realm plays an important role in the city, both to those who want to move throughout the city for leisure or work and for those who use the public realm to socialise and relax. E-scooters and specifically their parking should contribute to this, through their location and design. Their location should be mindful of the existing users of the surrounding public realm, most importantly pedestrians, whilst also retaining the ‘convenience-factor’. Their design should be high-quality and compatible with the surrounding look and feel of the area. Given this, the recommended solution of dockless parking areas as discussed in Section 4 provides the simplest and most effective solution. Dublin’s public realm design strategy, ‘Your City, Your Space’, published in September 201215 sets out a view for the future - the city centre will be predominantly accessed by sustainable means which will result in a cleaner, less noisy, and more pleasant environment. On foot, by bicycle or by public transport will be the main modes of access and through- traffic will be proactively discouraged. This vision can be enhanced through the delivery of shared e-scooter systems which can operate well alongside public transport systems to deliver a more sustainable mobility mix. The strategy sets out a number of ‘guiding principles’ that have been developed to address the challenge DCC has identified, and to inform the future approach to public realm. The principles address ethos, working practices and behaviour as well as the overall approach to design in the public realm. These principles are set out below alongside how e-scooters and the associated parking can integrate and contribute. DESIGN PRINCIPLE 1: PUT PEOPLE FIRST Shared e-scooter systems could widen the range of transport options, either through enabling further travel in a shorter amount of time or allowing users to connect between public transport nodes. A network of shared e-scooter parking areas should be strategically planned in order to provide these benefits to as many people as possible. E-scooters should be used on cycle lanes and quiet roads and be discouraged from being used on the footpath, and the location of parking areas should reflect this. Parking should be provided on-street and away from pedestrianised routes and desire lines. DCC should continue to prioritise pedestrians, especially the visually impaired and people with disabilities, and e-scooter operations should not inhibit this. Public consultation and participation should also be sought prior to the opening of larger parking areas. Views should be sought after implementation to ensure the parking solutions are functioning as effectively as possible.

15 https://www.dublincity.ie/sites/default/files/2020-08/public-realm-masterplan.pdf

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DESIGN PRINCIPLE 2: RECOGNISE THE VARIED ROLES OF STREETS E-scooters should be encouraged to use existing cycling infrastructure and discouraged from navigating through pedestrianised streets. The location of parking areas can contribute to this as well as clear signage and specific rules issued to the user as they hire the scooter. Shared e-scooter parking areas should be accessible and positioned adjacent to routes on which they are best suited, such as next to cycle lanes. DESIGN PRINCIPLE 3: PROTECT AND ENHANCE DUBLIN’S CHARACTER AND HISTORY Dublin has a historic centre and vibrant culture with many areas of distinctive character. These areas are represented and enhanced by the public realm, be that through cobbled streets or narrow walkways. The sense of place should not be jeopardised by the movement of e-scooters and parking areas should be located appropriately so as not to clutter or distract from the character of the historic centre. Importantly, parking should be level to prevent e-scooters from falling over. If necessary, certain ‘no-parking’ zones should be protected to ensure parking does not take place within them. DESIGN PRINCIPLE 4: MAKE THE STREETS WELCOMING AND SAFE Accessibility and safety should remain the number one priority in Dublin City Centre, for pedestrians, cyclists and e-scooter users. It is likely that users of all three modes will co-exist in some spaces, but the priorities for movement should be well highlighted. Ultimately, pedestrian accessibility should remain top of the hierarchy and operators should consult with relevant stakeholder groups to ensure the provisions are in place to prevent conflict between these modes. DESIGN PRINCIPLE 5: IMPROVE QUALITY THROUGH HIGH QUALITY CONTEMPORARY DESIGN Whilst any lock-to parking solutions are not recommended, if ultimately required, they should be in-keeping with the existing design rhythms on the streets of Dublin. Specifically, contemporary design is required to ensure the spaces within which the e-scooters operate remain attractive. DESIGN PRINCIPLE 6: IMPROVE QUALITY THROUGH MANAGEMENT AND MAINTENANCE It is vital that operators work closely with the local authorities, urban realm designers and public realm management in order to ensure proposed parking solutions are compatible with the design aspirations for the city. In addition to this, operators should be responsive to reports of vandalism and mis-use. DESIGN PRINCIPLE 7: ACHIEVE MORE THROUGH COLLABORATION AND PILOTS Stakeholder engagement is key to ensure a successful implementation of shared e-scooters, which remains important throughout the lifecycle of the schemes. Prior to implementation, operators should look to engage with stakeholders and seek out potential collaboration opportunities which might enhance the resulting e-scooter schemes, be that through the operations or through network design. Any pilots should be well advertised, and feedback gained from the public should be reflected in the designed implementation or modification of shared e-scooter schemes.

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DESIGN PRINCIPLE 8: IMPROVE SUSTAINABILITY It is recognised that public realm works represent a significant body of construction, and operators should aim to deliver any required infrastructure that impacts the urban environment as little as possible. Parking areas without the ‘lock-to’ requirements can significantly help with this. One of the most important benefits of shared e-scooter schemes is their potential to reduce private car trips for short journeys. As discussed in Section 4, the parking network should be developed to provide a convenient alternative to car use through replacing single mode car trips or facilitating intermodal trips with public transport. DESIGN PRINCIPLE 9: CONTINUE TO DEVELOP RESEARCH ON USERS’ NEEDS, HISTORIC CONTEXT AND BEST PRACTICE Shared e-scooter operators should willingly gather and share useful information from their schemes. Data analytics should guide continual improvements of the schemes, such as identifying locations where parking areas should be removed, relocated or added to optimise usage and reduce car trips. Partnerships between DCC and operators should be fruitful and always maintained. DESIGN PRINCIPLE 10: STAY ON TRACK Shared e-scooter operators should stay up to date on the city’s goals and work with the DCC in order to help shape the intended future, particularly regarding the ambitious climate change policies in place. Regular meetings and collaborative workshops should be scheduled and adhered to.

Transport Aspirations

It is encouraging that investments are being made in the existing public transport infrastructure that provides a means of accessing not only Dublin City Centre, but also city fringe commercial areas and educational institutions. It is important that the implementation of e-scooters will not jeopardise the public transport network’s ability to thrive, however, it is known that the existing system has constraints. As discussed in earlier sections, e-scooters have the ability to both replace public transport trips and complement them, and both outcomes can produce positive results. The NTA is making numerous improvements to public transport. The bus element of this effort – BusConnects – aims to deliver a new network of bus corridors as well as cycle lanes, with works starting in 2021. It is clear that the development of a comprehensive bus network and associated infrastructure provides great benefits to both bus users and non-users. Further to this, the aspired improvement in capacity will help relieve the (pre-pandemic) bus crowding which detracted users. E-scooter trips that replace short bus trips will further allow an increase in capacity which will allow the bus operations to offer a reliable service to those that favour the bus over other modes. The replacement of short private-car trips by e- scooters can deliver some tangible benefits such as a reduction in congestion, further favouring the bus network. E-scooters will also aid intermodality, enabling bus stops to become more accessible to those on the urban fringes, further enabling the bus services to be available for those who truly need it. E-scooters have the ability to significantly complement rail travel. Plans to extend the Luas and DART system and the proposed MetroLink will significantly enhance area accessibility. The roll-out of e-scooters sharing schemes can complement this. Short car journeys to stations, either as ‘park and ride’ trips or with onward passengers dropped off or picked up, contributes to congestion. E-scooters will provide an alternative way to access a station for

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journeys that may exceed acceptable walking distances for users. Additionally, e-scooters could function as an in-between mode, allowing users to travel between stations. It is clear, that the convenience of e-scooters can complement the future aspirations for public transport in Dublin. However, consideration must be given to the network of e- scooters. In particular, the walking distance between e-scooter parking areas should be thoughtfully considered in order to retain the ‘convenience factor’. Poor network management resulting in a lack of e-scooter availability at stations could severely impact the aspirations to remove private-car journeys from the road. The e-scooter operators, DCC and transport operators should open discussions early to ensure the necessary infrastructure (such as space for e-scooter parking) is in place prior to the opening of new stations.

Climate Change Policies

It is recognised that transport is Ireland’s largest source of energy-related CO2 emissions – in 2018, it accounted for 40% of the total16. DCC have published their Climate Action Plan 2019 – 2024, developed in association with Codema (Dublin’s Energy Agency) and the Dublin Metropolitan Climate Action Regional Office (CARO). The Plan, adopted in May 2020, sets out four key targets:

• 33% better energy use by DCC by 2020. • 40% reduction in DCC’s greenhouse gas emissions by 2030. • To make Dublin a climate resilient region, by reducing the impacts of future (and current) climate change-related events. • To actively engage and inform citizens on climate change. It is clear that transport will play a large part in the transformation of Dublin to become more climate resilient, and public transport and active travel are highlighted as key tools to allow significant reductions in emissions to happen. The plan recognises the need for quality public realm to make the streets more inviting and encourage people to move through them by bike and walking. Biking in particular has been the predominant focus. Through the delivery of segregated cycle lanes, DCC intends to increase the perceived levels of safety to encourage more cyclists. Of course, these segregated lanes can also benefit e-scooter users, thereby offering an additional mode for travellers to use other than the car, or indeed in some areas, unnecessary public transport trips. DCC aspires to be a Future Cycling City and will collaborate with cities including Amsterdam, and Munich to learn and share experiences in the development and promotion of cycling infrastructure. In addition to this, DCC will also lead local innovation and research programmes and encourage citizens and business participation in the development and deployment of sustainable transport solutions. Whilst the plan does not reference e-scooters in particular, the mode certainly has the potential to thrive in a city that places much of its focus on cycling, given that the spaces used by each mode are similar. The Irish Government recently approved the drafting of legislation which will allow for the regulation of e-scooters in the forthcoming Road Traffic (Miscellaneous Provisions) Bill. The Bill will allow for e-scooters to be used in public spaces. As discussed previously, e-scooters provide a great opportunity to reduce short-distance private car trips. This is particularly important given the population is expected to continue to grow, potentially increasing carbon emission further.

16 Sustainable Energy Authority of Ireland, 2018

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Operators should look to ensure that the operational side of the shared e-scooter schemes remain as environmentally-friendly as possible. E-cargo bikes should be used to travel between parking areas to pick up and drop off uncharged/charged e-scooters and batteries at the end of their useable life should be disposed of correctly. It is imperative that the operation of e-scooter schemes supports the environmental benefits the scheme is delivering through the removal of private car trips.

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CONCLUSION

Recommendations

To conclude the report, a number of recommendations have been devised to encourage the successful implementation of shared e-scooter schemes in Dublin City. STAKEHOLDER ENGAGEMENT Above all, stakeholder engagement is the key to ensuring the success of e-scooter operations in Dublin. Operators within the micromobility industry must prioritise such engagement and collaborate with the DCC to deliver new mobility operations that contribute towards the council’s future vision. Detailed discussions between shared e-scooter operators and other existing transport operators in the city including Bleeper and Moby (bike-sharing operators) and Dublin Bus would be greatly beneficial. The opportunities for intermodal trips by e-scooter as discussed in Section 4 can only be truly realised if proactive discussions are had between all parties. This will enable mutual benefits to be found, enabling a fully integrated and successful transport system, reducing the greatest number of trips by private car. ENSURING THE ‘CONVENIENCE FACTOR’ – PARKING DENSITY It is widely understood that transport modes are chosen due to the perceived convenience, be that through their accessibility, speed, ease of use, cost and end location. Given their dockless nature, e-scooters have the ability to provide a mode which is more convenient than a private car trip. In turn, this will reduce congestion and increase air quality, benefiting a wide range of people. E-scooter operators can ensure the convenience of e-scooters remains high through an appropriate parking network which recognise the variable demographics and therefore user needs across Dublin City. Site suitability analysis based on these variables, such as that included within this report, can help infer appropriate areas for e-scooter parking networks. Further detailed studies should be undertaken in these areas to determine the exact locations of parking areas. These refined studies should recognise the individual elements of each area. ENSURING THE ‘CONVENIENCE FACTOR’ – PARKING TYPE To ensure e-scooters offer users with a convenient, alternative mode of transport, dockless parking solutions are recommended. GPS systems and photo enforcement provide the ability for the operating system to understand when an e-scooter is parked outside a designated area. This allows e-scooters to be operated docklessly, ensuring scooters are not crowded around street furniture or blocking pedestrian footpaths. It is recommended that designated parking areas are provided in appropriate areas. This can include repurposed on-street car parking spaces, both acting as a deterrent to car users and located away from pedestrians. Lock-to parking should be avoided as it significantly reduces the ability for e-scooters to be located in areas which allow the greatest useability. Users would need to find an appropriate and free structure to lock the e-scooter to, which would effectively increase journey time. INTERMODALITY The provision of e-scooter parking around areas with public transport access should be prioritised to enable intermodality. By allowing more people to access public transport

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stations, the need for private car journeys is reduced. This should be encouraged through the provision of a high number of available e-scooters, particularly at DART and Luas stations that provide access into the city centre and commercial areas. VEHICLE CHARGING AND FLEET MANAGEMENT Operators should recognise that their operations can contribute towards carbon emission reductions. E-cargo bikes should be used to travel between parking areas to pick up and drop off uncharged/charged e-scooters. URBAN DESIGN AND INFRASTRUCTURE E-scooters and specifically their parking should contribute to Dublin City’s urban realm aspirations and abide by the set principles. Their location should be mindful of the existing users of the surrounding public realm, most importantly pedestrians, whilst also retaining the ‘convenience-factor’. Their design should be high-quality and compatible with the surrounding look and feel of the area. To address community concerns surrounding safety and clutter, the operators should educate the users when possible to ensure riding on the footpath does not take place, and e- scooters are parked appropriately.

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