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 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 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 – Census Statistics 22 3.2.5 Rail - Non Work Commuters Uses 22 3.2.6 Freight 22 3.2.7 Tourism 23 3.3 Bus Services within County Roscommon 23 3.3.1 Bus Service Overview 23 3.3.2 Express Bus Routes 23 3.3.3 Regional Bus Routes 24

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3.3.4 Private Licenced Scheduled Bus Services 24 3.3.5 Rural Transport Network (RTN) 24 3.3.6 Community and Voluntary Sector Transport Providers 24 3.4 National Cycle Network 25

CHAPTER 4 TRAVEL MODES – THE EVIDENCE BASE 26

4.1 Introduction 26 4.2 Transport mode use – Countywide 26 4.3 Sustainable Transport Modal Use 27 4.3.1 Cycling 27 4.3.2 Walking 27 4.4 Urban Travel modes 27 4.4.1 Case study 1 - Town 27 4.4.2 Case study 2 - Roscommon Town 28 4.5 Transport - Education Related 29 4.5.1 Sustainable School transport challenges 33 4.5.2 Rural schools (outside settlements) 33 4.5.3 Schools within Settlements 33 4.6 Summary 33

CHAPTER 5 CONCLUSIONS AND RECOMMENDATIONS 34

5.1 Conclusions 34 5.1.1 Recommended Policies and Objectives in relation to Transport 35

TABLES

Table 1 Car ownership levels within the County of Roscommon 19 Table 2 National rail lines traversing County Roscommon 21 Table 3 Sample Train Schedules within County Roscommon 21 Table 4 Transport modes in Castlerea Town 27 Table 5 Transport modes in Roscommon Town 28 Table 6 Education related transport modes within County Roscommon 29

MAPS

Map 1 Settlement Hierarchy 7 Map 2 NSS & RPGs: National Road Corridors 13 Map 3 National Roads, Regional Roads & Rail Network 17 Map 4 Secondary School distribution 31

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Strategic Transport Assessment

INTRODUCTION

The aim of this document is to examine all aspects of transportation within the County Roscommon administrative area and how relevant strategic transport policies in this regard are formed and how they are implemented at local level in a sustainable way.

The formulation of transportation policy at local level through the medium of the County Development Plan, Local Area Plans and Area Plans is informed by National and Regional objectives and policies contained within the National Spatial Strategy, the National Development Plan and Regional Planning Guidelines. Local Plans must look to national and regional policies as well at looking at local aspects. In this regard the assessment examines local objectives and policies that have been formulated that reflect both the regional and local perspective.

This assessment looks at local transport infrastructure and the objectives and policies that shape it. Census data (2011) is used to give an evidence base as to how people travel within the county. The various public transport modes within the county are examined including rail and bus travel.

The central theme that emerges is that travel modes within the county cannot be categorized as being “sustainable” given the continuing over reliance on the motor car. The “Modal Shift”(away from the motor car) required to alternative travel means, such as public transport, cycling and walking, presents challenges at local level in rural counties such as Roscommon. This is the case, at least in part, because of the dispersed population trends of the county.

This assessment puts forward practical policies that can be implemented locally that will help encourage a more sustainable approach to the countys transportation facilitation and can be implemented in an incremental and practical way.

Legislative and Policy context

Planning at this local level must be informed by prevailing planning policies and standards as established in international, national, regional and local guidelines, reports and other documents. This is guided by the following policy documents, amongst others:

REFERENCE DOCUMENTS

National Level

National Development Plan, 2007-2013 (NDP) National Spatial Strategy, 2002-2020 (NSS*) Sustainable Development - A Strategy for Ireland, 1997 Smarter Travel: A Sustainable Transport Future: A New Transport Policy for Ireland 2009-2020 (including the national Cycling Policy Framework) Various Planning Guidelines including: The Sustainable Rural Housing Guidelines (2005), Spatial Planning and National Roads Guidelines (2012) – (NRA). National Cycle Manual - prepared by the National Transport Authority

Regional Level

Regional Planning Guidelines for the West, 2010-2022 (RPGs)

County Level

Roscommon County Development Plan (CDP), 2008–2014 Various Local Area Plans (LAP) throughout Co Roscommon.

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Other Sources

Rail Network Strategy Review (2011) - Prepared by Goodbody Economic Consultants National Census Data (2011) - C.S.O

*a successor to the current National Spatial Strategy 2002-2020 is being prepared from January 2013. However, the current document will remain in place until such a successor is prepared.

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CHAPTER 1 PLANNING AND TRANSPORTATION OVERVIEW (National, Regional and Local)

1.1 POLICY HIERARCHY

In terms of planning and transportation policy, the hierarchy of policy documents indicated below dictates the strategy that feeds from National policy down to local policy.

Transportation issues have a National, regional and local function not only in relation to automated road and rail modes of transport but also to the modes of cycling and walking.

The National Spatial Strategy

Regional Planning Guidelines

County Development Plan and Area Plans

1.2 THE NATIONAL SPATIAL STRATEGY (NSS)

The National Spatial Strategy (NSS) is a strategic document that addresses the period 2002- 2020 and seeks to reinforce and help achieve the objectives of the National Development Plan (NDP) published in 1999.

In the Regional context, Roscommon has a close geographical link to other counties in the West Region (comprising , Mayo and Roscommon). Roscommon shares boundaries with Border region counties and Leitrim and also with Midland region counties and Westmeath.

Roscommon’s network of roads, therefore, is part of a National and inter-Regional transport system and of course fulfils a local countywide function also. The Regional Planning Guidelines (RPGs) for the West Region (2010-2020) indicate that the fostering of inter regional opportunities is pivotal to the development of and success of the Regions as a whole. The road network therefore is a key factor in helping deliver balanced regional development , a key goal of the National Development Plan. Roscommon town is seen as having strong functional links with parts of the Midland region, particularly . County Roscommon is also envisaged as benefitting economically from both the Midlands and Galway Gateways by virtue of its location on a national transport route.

1.2.1 Aims of the National Spatial Strategy (NSS)

The NSS sought to bring:

• A better spread of opportunities; • A better quality of life for all; and • Better places to live in.

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The NSS sought to be:

• National; • Spatial; and • Strategic.

1.2.2 Transport and the National Spatial Strategy.

The transport aspects of County Roscommon cannot be taken in isolation but must be viewed within a National and Regional context and in the context of the planning and development system as a whole.

In order to help achieve its aims the NSS set out a framework of gateways, hubs and other urban and rural areas that would endeavour to act together. The Roscommon County administrative area does not have a designated hub or gateway centre (save for Athlone Environs). However the geographical centre of the county lies roughly in the centre of the gateways of Galway, Sligo and the Linked Gateway triad of Athlone, and .

The characteristics of gateway centres in the context of transport are:

• a large urban population; • a focal point for transportation (both road and rail); and • an integrated public transport system with facilities for pedestrians and cyclists.

Hubs are assigned within the NSS with similar characteristics as gateways, but to a lesser scale. They are defined as being an important local node in relation to transportation with locations of such centres being on national road, rail and bus networks. Effective local transport systems with facilities for pedestrians and cyclists is also a requirement.

In terms of transport the NSS sought to:

• Build on Irelands radial transport system; • Limit energy demand and CO2 production arising from the building and operation of transport networks; • Allow internal transport networks to enhance international access to airports and sea ports; and • Address congestion in major urban areas by increasing the use of public transport.

1.2.3 The Regional Planning Guidelines (RPGs) for the West Region 2010-2022

The RPGs aim is to provide a framework for long term strategic development for the West Region (which includes County Roscommon) which is consistent with the aims of the NSS. The RPGs seek a successful implementation of the N.S.S. at regional, county and local level. Finally, local planning policy (County Development Plans, Local Area Plans and Area Plans) must be compliant with the overall objectives of the RPGs.

1.2.4 Transport and the RPGs

Chapter 5 of the West Region RPGs addresses transport infrastructure and contains various policies and objectives in relation to roads, rail, bus services, cycling and walking, ports and airports.

Table 27 of the document sets out targets and indicators for transport and infrastructure that are related to objectives earlier outlined in chapter 5 of the document.

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Targets include:

• The increase in non car modes of transport ; • Improvement of National Primary and Secondary roads; and • The increase of rail usage.

Measurable progress indicators are:

• Numbers using public transport; • Extent of Road upgrades; and • Levels of commuters using motor cars.

1.2.5 Smarter Travel – A Sustainable Transport Future A New Transport Policy for Ireland 2009- 2020

Smarter Travel is the new transport policy for Ireland that sets out how the vision of a sustainable travel and transport system can be achieved. The policy recognises the vital importance of continued investment in transport to ensure an efficient economy and continued social development. The Government reaffirms its vision for sustainability in transport and sets out five key goals: a) To reduce overall travel demand. b) To maximise the efficiency of the transport network. c) To reduce reliance on fossil fuels. d) To reduce transport emissions. e) To improve accessibility to transport.

1.2.6 National Cycle Policy Framework 2009-2020

The National Cycle Policy Framework 2009-2020, which is derived from Smarter Travel, sets out a national policy for cycling, in order to create a stronger cycling culture, a safer environment for cycling and improved quality of life. The vision is that all cities, towns and rural areas will be bicycle friendly. The policy document sets a target of 10% of all trips by bicycle by 2020 and places emphasis on promoting and integrating cycle networks.

1.3 TRANSPORT, COUNTY AND LOCAL DEVELOPMENT PLANS

Whilst the National Development Plan (NDP), National Spatial Strategy (NSS) and Regional Planning Guidelines (RPG) address national and regional perspectives, County Development Plans and Local Area Plans give a local framework and context for development. The Roscommon County Development Plan (2014-2020) addresses transport in Chapter 4.

County and Local Plans endeavour to micro manage planning within the county administrative area. This includes specific zonings for development such as those of Residential and Industrial classification within relevant towns. The County Development Plan is also guided and informed by The Sustainable Rural Housing Guidelines (2005), a document that informs development strategy in rural settlements in both smaller rural villages and the open countryside.

1.3.1 Local Planning Policy: Settlements and Transportation.

The strategic planning approach as advocated at national and regional level is manifested at local level by the County Development Plan, Local Area Plans and Area Plans. An overarching consideration in development planning is the facilitation of closer co-ordination between transport and land use planning. Essentially this means that both elements should co-develop in a strategic fashion. This presents challenges for a rural county with dispersed settlements such as Roscommon and indeed other areas within the West Region, in terms of transport sustainable modes. In planning terms it would be counter productive to

Roscommon County Development Plan 2014–2020 Page 5 Strategic Transport Assessment advocate settlement and development policies at local level that would conflict with transportation policies of a strategic nature at national and regional level. However, the nature of rural settlement patterns often necessitates an undue dependence on motor car transport which can be unavoidable if rural communities are to be maintained.

Roscommon , apart from producing Local Area Plans and Area Plans for the larger settlement centres, has also addressed settlement policies for single rural dwellings as well as rural villages and clusters. The latter category of settlements are stratified into Tiered settlement classifications, ranging from to dispersed rural area in magnitude. Map 1 indicates the county settlement hierarchy.

In terms of transportation, it is worthy of note that settlements are located on National Primary, Secondary and Regional routes as well as on the rail network. The signal of intent is to develop towns and villages with ready access to transport routes, both road and rail. The development of rural areas is also emphasised.

It is clear, therefore, that local planning policy emphasises development that will be clustered and sustainable within existing settlement centres whilst also providing sustenance in terms of employment and services for the structurally weaker rural areas.

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1.3.2 The County Development Plan - Key sustainable development and transport policies and objectives and specific objectives.

The County Development Plan sets out the development strategy for the County over its lifetime. Policies and objectives contained within the plan give an overall indication of how the County intends to develop strategically. Curtailments on developments that may be contrary to the strategic infrastructural development of the County are indicated. Examples of this are, curtailment of new access onto strategic National roads and also the consolidation of established settlement centres. In relation to strategic transport and associated issues the following policies and objectives contained within the County Development Plan are relevant.

1.3.3 Local Planning Policies

Policies contained within the County Development Plan in relation to transport refer to the following topics in the form of Policies and Objectives.

Policies • Advocate adequate provision of zoned lands within designated development envelopes in a planned fashion. Growth of settlements should be accompanied by adequate provision of associated infrastructure and services.

• Strong road connections should be established between settlements.

• Link land use and transport to encourage the provision of viable catchments to sustain public transport and provide an alternative to reliance on the car.

• Align transport and infrastructural policies with the settlement strategy.

• Facilitate the expansion of public transport.

• Support accessibility by bus between rural towns and villages and remote rural hinterland.

• Restrict access points onto National roads.

• Promote land use patterns that lessen reliance on the motor car.

Objectives

• Investigate the provision of park and ride facilities where relevant for specific areas.

• Encourage the increased use of rail transport including reopening of closed stations.

• Carry out road improvement works on indicated National Primary routes. Refer to Chapter 4.2 of the Roscommon County Development Plan 2014-2020 in relation to specific details in this regard.

1.3.4 Local Area Plans and Area Plans - Key sustainable development and transport objectives and specific objectives.

Local Area Plans and Area Plans share objectives with the CDP and are relevant to the local area which they refer to. They are more specific than the CDP in terms of the development of individual settlements and address issues such as land use zonings peculiar to a particular area.

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Local Area Plans and Area Plans also contain objectives and policies that address sustainable transport modes such as cycling and walking, in the form of policies and objectives specific to their defined plan area.

In terms of cycling and walking within the urban envelope, existing infrastructural provision is in place to a large degree. Examples of such infrastructural provision associated with these modes include:

• Public footpaths • Street lighting • Speed limitation • Controlled road crossings • Availability of local services in proximity to residential development.

An incentive to use cycling and walking modes as an alternative to the car are in place to a large extent in urban areas. Dedicated cycling paths are not yet common though controlled traffic speed limits within the urban areas bode in favour of this mode. Whilst walking tends to be more popular as a means of daily commute in the larger towns, cycling is still not utilised to any significant degree. The use of the motor car is also prevalent in urban areas within the County.

1.4 SUMMARY

The issues of transport strategy and the sustainable element of such a strategy are contained in National, Regional, County and Local Development Plans. In Roscommon’s case County and Local Plans endeavor to implement the broader policies of these documents and make them relevant in the local context. The development planning process in turn attempts to put a frameworks in place to facilitate and direct development in line with the broader aforementioned objectives. Shifts in public attitude to alternative and sustainable travel modes are often slow and incremental to achieve and can be driven by financial incentives as well as lifestyle choice.

Roscommon County Development Plan 2014–2020 Page 10 CHAPTER 2 OVERVIEW OF ROAD AND RAIL TRANSPORTATION NETWORKS

2.1 INTRODUCTION

Road and rail networks are an important element of the general ne a whole and are considered, within the context impact and influence on the location, ti carriageways which can be categorized

• Motorways • National Primary Roads • National Secondary Roads • Regional Roads • Local Roads.

As outlined in the Government Guideline, of the National road network is to provide strategic transport link and employment. The guideline refers to traffic being carried on the non National roads are regarded as providing essential links between the various Gateways and Hubs identified in the NSS and their r ural hinterland.

Map 2 indicates an overview of the spatial transport and infrastructure of the Wes indicates the I nter Regional connectivity between Hub and gateway centres in terms of the road network.

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2.2 ROADS OVERVIEW – COUNTY ROSCOMMON

Roscommon has a comprehensive network of roads which reflect the dispersed settlement pattern of the county and the region in general. The following is a summary of the countys road classifications:

Type Length (km)

Motorway 20 80 National Secondary Road 145 Regional roads 352 Local roads 3358

Map 3 gives an overview of the higher classified road network in County Roscommon.

The use of the road network as a whole relates to a broad range of activities that reflect the diverse commercial activity of the county. Broad breakdown of uses can be classified as follows:

2.2.1 National Roads

Typically carry: Typically facilitate :

Cars Work and business commuters HGVs Tourists Commercial vehicles and Students Buses Shoppers Trade goods and raw materials

2.2.2 Regional Roads

Typically carry: Typically facilitate

Cars Work and business commuters HGVs Tourists Commercial vehicles Students Buses and Shoppers Agricultural traffic. Trade goods and raw materials Farm related traffic Limited cycling use

2.2.3 Local Roads

Typically carry : Typically facilitates :

Cars Work and commuters Agricultural vehicles Tourists Commercial vehicles Students School buses and Shoppers (local and regionally destined) Bicycles. Farm related traffic Cycling use Pedestrian

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2.4 STRATEGIC ROADS INVESTMENT

There has been considerable investment in the road network both Nationally and Regionally in recent years. However, the recent economic downturn has s lowed investment in this sector . The government envisaged an investment of €18 billion on roads as part of Transport 21 with the vision of removin g bottlenecks, easing congestion and pressure in towns and villages and to support the National Spatial Strategy.

Some noteworthy roads projects have been completed in recent years that impact both in the r egional and local (Roscommon) context:

• The N4 upgrade was completed in recent years and is part of a national strategic route connecting the Sligo gateway to the midland region and in the Nation al context, to Dublin. This route traverses north Roscommon and provides upgraded connectivity between Boyle and Carrick on Shannon along with Termonbarry and Roosky in the local context.

• The N6 has been completed within the last decade and is an entirely new road build . It provides connectivity between the West gateway s of Galway and Athlone (part of a gatewa y triad of centres) eventually providing a link to Dublin, including port and airport. This route traverses south Roscommon but does not provide a direct transport link between any of the countys towns.

• Whilst the county town, Roscommon, is not bypassed, investments in recent years on upgrading relief roads and providing roundabouts has taken a traffic burden away from the town centre and improved the effectiveness of the N61 and N63, both rou tes of strategic importance regionally and locally.

• The Ballaghadereen bypass on the N5 commenced in 2012.

2.4.1 Proposed Roads projects

There are several roads projects that are at design stage of preparation. These are referred to in Chapter 4.2 of the Roscommon County Development Plan 2014 -2020.

2.5 THE RAIL NETWORK – overview

The rail network has a national and regional function, but nonetheless provides transport links between a number of centres within Roscommon County (for example, Castlerea – Roscommon) . Unlike a substantial part of the county’s road network, the Local Authority is not responsible for the direct maintenance of the rail network. In terms of future development, there are no active plans to create new rail routes within the county at present and no reservations of lands are set aside for such purposes. The extent of Roscommon ’s rail netw ork is illustrated on Map 3.

Left : Roscommon railway station. The facility has been upgraded, along with other stations nationwide, in recent years.

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Chapter 3 TRANSPORT DEMAND TYPES

3.1 VEHICULAR TRAVEL

As indicated in Chapter 1, County Roscommon has an extensive network of roads of various designations which require regular maintenance and where necessary, upgrade. The road network facilitates dispersed settlements (of various sizes) along with single homes. 74% of the county’s population reside within such settlement patterns (Census 2011).

Given the dispersed nature of Roscommon settlement patterns and indeed the expansive road network throughout the country it is not surprising that motor vehicles, and particularly the motor car, accounts for the most favoured mode of transport. This is borne out by the most recent census data (2011) in relation to travel mode patterns of the car. 66% of drivers travelling to work in County Roscommon indicated that they use this means of transport. Table 1 gives an indication of car ownership levels within the county

Table 1 - Car ownership levels within the County of Roscommon

Year 2006 2011 1 or more cars 84.9% 78% 3 or more cars 12% 8.5%

The above reality, however, presents challenges to National policy which advocates a modal switch away from motorised vehicle dependence. In broad strategic terms the National Development Plan (NDP) highlights the need to reduce carbon emissions and indicates that a major modal switch in passenger transport from car to public transport is required. The message is clear that the dependence on fossil fuelled modes of transport must be reduced. The most obvious candidate in terms of transport mode change is the motor car.

The National Development Plan specifically emphasises that reliance on car transport needs to be addressed, especially in urban areas. Roscommon, being a rural county in terms of population distribution, does not readily lend itself to public transport provision for all sectors of the community at present. In this regard the following factors should be considered:

• Whilst 28% of workers countywide reside within 15 minutes of their workplace they predominantly use the motor car as a means of transport (66%). A modal switch to walking or cycling, whilst strategically and financially desirable presents a challenge to implement.

• 10% of the county’s workforce is primarily engaged in farming and forestry which involves local travel at unpredictable times thus generating a dependence on some form of vehicular transport.

• There is a substantial affinity to living in rural areas among the populace which is reflected in the provisions of the Sustainable Rural Housing Guidelines (2005). This applies to those employed outside the agricultural sector also. Rural living tends to demand higher car usage and mitigates against cycling and walking and the use of public transport.

• Those in rural areas (particularly the countryside) who work in larger industry may have to travel outside the county to do so e.g. to Sligo, Athlone and Longford. Such working arrangements are not always readily compatible with established bus and train routes and tend to be car reliant.

• The use of the motor car allows flexibility of domicile, facilitates irregular work patterns and shared purpose journeys (i.e. work, school drop off and shopping).

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• The motor car is still relatively affordable and newer technologies have made it more reliable and economical. Based on an average industrial wage, assuming 15K miles/year travelled and a return of 40 mpg, a family saloon requires 7.4% of a person’s wage to fuel annually. This compares to 4.6% of income in 2008 and 5% in 2002. This fuel allocation ratio obviously increases for long work commutes. (Source: ESRI/SIMI).

There has been therefore no major seismic disincentive to use the motor car in recent times in monetary terms. The foregoing reflects a cultural reality that is peculiar to County Roscommon and other rural type countries. As forewarned by international dictates like the Kyoto Protocol and locally by the National Spatial Strategy (and indeed more local planning documents), we cannot be complacent about the availability of ongoing fuel supplies, especially when they are being sourced from finite and volatile international markets.

3.2 RAIL TRAVEL - Overview of Service within County Roscommon.

The county is traversed by three National rail lines, Sligo-Dublin, Dublin-Westport and Galway-Dublin

Fig. 1 – Nationwide rail network (source – Irish Rail)

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Table 2 - National rail lines traversing County Roscommon .

Line Towns served directly (within county or in proximity to county border) Sligo -Dublin Boyle & Carrick -on -Shannon (including Cortober) Westport -Dublin , Castlerea, Roscommon Town, Athlone (Monksland) Galway -Dublin Athlone (Monksland), Ballinasl oe

3.2.1 Train Schedules

At first glance, the county would appear to have a relatively extensive rail network in terms of both the regional and local context. However, the current train schedule, which typically has two hour service intervals, is an inter city type schedule and is in many instances too rigid to function as a shuttle type service, which would typically have at least half hour frequencies around the key commuting time of 6.30 – 9.00 am and 4.30 – 6.00 pm. The lack of critical massing of population and the dispersed rural population base of Roscommon (and indeed the West Region) means that train travel is not currently a favourable option for commuters.

Table 3 - Sample train schedules within County Roscommon

Line Towns Serviced Departs (AM) Arrives (PM)

Sligo -Dublin Boyle 6.17, 7.37, 9.34, 17:13, 15:16, 19:15 Carrick-on-Shannon 6.28, 7.45, 9.47 17:49, 18:43, 19:50

Westport -Dublin Ballyhaunis 5.58, 8.04 18:04, 20:51, Castlerea 6.11, 8.16 17:51, 20:37 Roscommon 6.29, 8.38 17:32, 20:17 Athlone 6.54, 9.02.

Galway -Dublin Ballinasloe 5.43, 8.12 18:00, 18:50, 19:28 Athlone 5.15, 6.02, 6.55, 18:20, 19:47 7.28, 8.32, 9.03

Sample Journey 1 : Castlerea-Roscommon – 18 minutes duration. Departs Castlerea 8.18 AM, arrives Roscommon 8.37 AM. In this instance travel time and departure time is practical for typical office working hours.

Sample Journey 2: Roscommon – Athlone - 24 minutes duration.

Departs Roscommon 8.38 AM, arrives Athlone 9.02 AM. In this instance, arrival time may be too late for typical office hours when consideration is given to the journey from train station to work destination.

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3.2.2 Rail Travel for Work Commuters

Advantages • If used to capacity, less carbon footprint than motor travel • May negate need for additional car per household, depending on location of commuter relative to train station • Less hazardous than car travel • Typically less stressful than car travel • Allows in transit tele-working

Disadvantages • Dispersed settlements mean in many cases at least half an hour travel time to train station. Therefore necessity to avail of motor car. • Impractical and inflexible critical departure times at present. • Transport from train station to work destination is problematic in smaller towns (save for taxi service).

3.2.3 Rail Travel – Recent Patronage Trends

The use of the train as a travel mode has diminished significantly in recent times across all sectors of users. Demand for rail transport peaked nationally at 45.5m passengers in 2007 but fell back to 38.2m in 2010 (Rail Network Strategy Review ). However, rail travel has nonetheless increased significantly, from the much lower passenger numbers base of 25.8m passengers in 1992. The most recent decline in rail travel is roughly in line with the fall in G.N.P. (Iarnroid Eireann website). The upgrade in the National Road Network is now also competing with the rail network for patronage and may be a factor in the decline of rail passengers. New and upgraded road networks now lie parallel in North Roscommon (N4) and South Roscommon (N6) with the existing rail network. Once again, it must be borne in mind that these infrastructural facilities also have a broader regional and national function as well as a local function and may facilitate the former functions more efficiently.

3.2.4 Rail Travel – Census Statistics

The 2011 census gives some indication of the popularity of rail as a mode of transport. Countrywide, people commuting to work, school or college indicated low usage of the train, with only 0.5% indicating that they avail of the service. This low level of rail commuting was also reflected in towns within the county (railway stations: Roscommon, Castlerea and Boyle).

Cautionary Note :

The census returns were made on Sunday 10 April 2011. Typically many students would likely have returned to college on that evening. Typically, the student population tend to use the train for weekend commutes most especially those travelling from the Dublin colleges. Students can avail of subsidised train travel. Also worth noting is that 11% of the population of the county is aged 65 and over. Many would not be regular commuters by rail but have the advantage of free travel subsidy.

3.2.5 Rail - Non Work Commuters Uses

The rail network also delivers important services other than those associated with daily work related and recreational commuters. These include freight and tourism.

3.2.6 Freight

According to Iarnroid Eireann, rail produces 76% less CO 2 than road per tonne of freight carried and uses less than half the fuel of road transport. Iarnroid Eireann provides rail freight services for customers who require full train load movements of bulk material e.g. chemicals or lumber. This is obviously advantageous

Roscommon County Development Plan 2014–2020 Page 22 Strategic Transport Assessment for Roscommon, particularly the northern and western parts of the county that display relatively high levels of afforestration. These areas are served by Castlerea, Boyle and Carrick on Shannon railway stations.

3.2.7 Tourism

The train can provide, via it’s inter city network, a service to the regions. This is especially important for tourist dispersion from cities with both air and sea ports such as Dublin or .

3.3 BUS SERVICES WITHIN COUNTY ROSCOMMON

Roscommon is served by a variety of service providers in this regard, some of which are privately operated.

3.3.1 Bus Service Overview

County Roscommon’s comprehensive road network lends itself to facilitation of bus travel, most especially to the higher category roads in relation to larger type vehicles.

At a strategic level, the role of bus travel is acknowledged as being the principle means of providing transport networks outside the greater Dublin Area, especially in providing connectivity between Gateways and Hubs ( NSS , 3.7.1, Transport). Likewise, the document “ Smarter Travel” – a sustainable transport future (2009-20) , indicates that there is a short term need to radically enhance bus services. The document acknowledges (Chapter 5) that “commuters will only begin to consider a shift from car and bus transport when the advantages of bus are greater than those of the car”. The document lists the following attributes that a bus service must display in order to compete with the car:

• Convenience • Reliability • Frequency • Comfort • Comparable journey times with car • High quality customer information and services

Bus services within the country are provided by Bus Eireann which receives an annual government subvention. The service facilitates both school goers and the populace at large.

Express routes run daily and service National/Regional routes primarily but facilitate transport within Roscommon county boundaries also

3.3.2 Express bus routes

Dublin – Knock Airport – Westport This route provides access from the county to the regional airport, (Athlone via Roscommon and Castlerea, using routes N60 and N61).

Another route provided is:

Dublin – Ballina ( Mon – Sat) This facilitates (Tarmonbarry) earliest time 10.30 am and also provides stops at Strokestown, Elphin, , Ballinagar, Frenchpark and Ballaghadreen. Uses route N5.

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3.3.3 Regional Bus Routes

These are in many cases daily services that serve the county and its surrounding regions.

Examples:

Roscommon – Athlone, Route 76 (Mon – Sat) Depart Roscommon: - 8.00 am, arrives Athlone 8.42 am.

Galway – – Castlerea Depart Castlerea:- 9.40 am – arrive Galway 11.50 am.

Regional routes 451(Ballina – Longford) and 457 (Castlerea – Roscommon) operate on Fridays only, whilst Route 460 (Sligo-Roscommon) operates on Saturdays only.

In many instances the above services, whilst valuable rural transport providers, are not suitable for work commuters.

3.3.4 Private Licenced Scheduled Bus Services

There are currently five routes licenced to private operators. These services facilitate students in third level institutions in Athlone, Sligo and Galway. Two services operate from Ballinasloe to Athlone and Roscommon to Athlone (Mon – Fri inclusive). Other services operate at weekends from Ballymote to Galway and Ballaghadereen to Sligo.

3.3 .5 Rural Transport Network (RTN)

The RTN programme is funded by the Department of Transport under the NDP 2007 – 2013 with the aim of providing a quality nationwide community based public transport system in rural Ireland which responds to local needs.

Roscommon Rural Transport promotes some inclusion to enhance the quality of life of citizens:

• Flexible • Cost effective • Provide access to services • Social network and community events

There are two RTN services operating in Co Roscommon :

1. Ardcarne Kilmore Roscommon Rural Transport Company; and 2. Westmeath Rural Community Transport Association Ltd..

The service carries in excess of 50,000 persons annually of which approximately 60% are free travel pass holders or in receipt of state pension. 11% of the population of the county is in the over 65 age category. Whilst car ownership is high in Co. Roscommon there is still a level of transport deprivation even for access to basic services. One in eight households in the county do not have a car and therefore rely on other car owners, family or some form of public transport (2011 census). This situation is especially acute in remote areas where services are not readily accessible. Service routes provided by the RTN are both door to door or at designated pick up points.

3.3.6 Community and Voluntary Sector Transport Providers

Apart from RTN services there are at least six other service providers, some with a general purpose service characteristic and others, such as the Irish Wheelchair Association, with a specific target service provision.

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3.4 NATIONAL CYCLE NETWORK

Irelands National Cycle Policy Framework aims to support all forms of cycling, including recreational and tourist cycling. The RCDP ( 2014-2020 ) also seeks to encourage this form of transport and this is referr ed to in Chapter 4 of the document. There is further specific reference to cycling and walking policies in the var ious Local Area Plans and Area Plans.

Of relevance to County Roscommon is the proposed allocation of specific funding to provide 20 km of dedicated cycle lanes along the former N6 from Athlone to Roscommon with a future potential to link to the Tullamore and Moate route along a disused rail line.

Photograph below : A dedicated cycle lane is provided along with footpath facil ity in Roscommon town. Whilst footpath facilities are traditionally provided in the urban situation, dedicated cycle lanes are as yet not commonplace.

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Chapter 4 TRAVEL MODES - The Evidence Base

4.1 INTRODUCTION

The foregoing chapters give an indication of the v arious policies and objectives employed nationally and locally in relation to a strategic transport approach as well as an indication of the extent of the road and rail infrastructure in the county. Sustainable travel and modal switch are advocated as p art of such strategies. However , it is worthwhile examining the current prevailing travel mode preferen ces of people within the county. Information in this regard is obtained from the census (2011) data. There is anecdotal evidence of traffic congestion during school drop off and pick up times as well as traffic congestion in some urban areas that may coincide wi th mart days or work commute peaks. These manifestations are symptomatic of other underlying commuting trends.

4.2 TRANSPORT MODE USE - Countywide

The following data extracted from the Census (2011) relates mainly to the travel preferences of workers. As demonstrated earlier in Chapter 2, Table 1, there is a high rate of car ownership within the county. In relation to car and van travel within the county, the ce nsus data reveals the following :

• Countywide, 66 % of commuters use the car and 9.7 % use a van to travel to work.

• 3.6% of work commuters are car passengers . This indicates that car pooling is not a significant travel means.

• When car drivers, c ar passengers and van drivers are combined, a percentage of 80% is revealed which represents those travelling to work by motor vehicle.

• Bus and train travel combined represents less than 1% travel mode of travel for workers .

• Walking to work amounts to 5% of travel mode share countywide whilst cycling represents less than a 1% share.

Car Driver, Car Passenger & Van Other

Figure 2 Car/van travel versus other modes of transport for workers.

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4.3 SUSTAINABLE TRANSPORT MODAL USE

Both cycling and walking are considered to be sustainable transport modes that should be incorporated into both working and recreational activities. However, these modes are not utilised to an appreciable degree, especially cycling.

4.3.1 Cycling

At a county level, the bicycle fairs poorly as a preferred mode of transport. Less than 1% (0.77%) indicated that they used such a mode and this of course includes students in the 4-18 age cohort. This trend is locally reflected in the local electoral areas, e.g. Boyle 0.63%, Strokestown 0.67%.

4.3.2 Walking

Of those surveyed and reflected in census data 2011, a countywide preference for walking as a transport mode was 7.7%. The larger towns however display greater preference for foot transport, ranging from 25% in Ballaghadereen to 18% in Roscommon Town. It can reasonably be assumed that the availability of a range of local schools and services along with a “dedicated” footpath network positively influences walking in these areas

4.4 URBAN TRAVEL MODES

The following census data gives an indication of the preferred travel modes of both workers and local students at primary and secondary school level within two of County Roscommons urban centres, Castlerea and Roscommon town.

4.4.1 Case study 1 - Castlerea Town

Based on the 2011 census for all categories of commuter (school, work) the following use of transport mode emerged in Castlerea town.

Table 4 - Transport modes in Castlerea Town.

Mode of transport National School (%) Secondary school (%) Workers (%) Walk 21 % 47 % 17 % Cycle n/a n/a 12 % Bus n/a 3% 1.5 % Car driver n/a n/a 51 % Car passenger 75 % 41 % 6% Van n/a n/a 6 %

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100%

90%

80%

70% Unknown 60% Van Car passenger 50% Car driver Bus 40% Cycle 30% Walk

20%

10%

0% National School Secondary school Workers

Figure 3 – Transport modes in Castlerea town – workers and school goers

The high car dependency in Castlerea is broadly in line with the county as a whole in relation to national school transportation whilst car dependency for work travel is less. In line with trends elsewhere, the numbers cycling to school are almost non existent. Walking to school for children in Castlerea town for all ages far exceeds the county average. This can be attributed to availability of both primary and secondary schools within the urban area and the availability of a dedicated footpath network.

4.4.2. Case study 2 - Roscommon Town.

Based on the 2011 census for all categories of commuter (school, work,) the following use of transport mode emerged in Roscommon town.

Table 5 - Transport modes in Roscommon town.

Mode of transport National School (%) Secondary school (%) Workers (%) Walk 18% 33% 14.4% Cycle n/a n/a 1.5% Bus 5% 1.3% n/a Car driver n/a 2.7% 64% Car passenger 71% 60% 7% Van n/a n/a 6 %

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100%

90%

80%

70% Unknown 60% Van Car passenger 50% Car driver

40% Bus Cycle 30% Walk

20%

10%

0% National School Secondary school Workers

Figure 4 – Transport modes in Roscommon town – workers and school goers

The high car dependency in Roscommon town is broadly in line with the county as a whole in relation to national school transportation and work journeys. In line with trends elsewhere, the numbers cycling to school are almost non-existent. Like Castlerea, walking to school for children of all ages far exceeds the county average whilst unlike the countywide situation, school bus travel is minimal. This can be attributed to availability of both primary and secondary schools within the urban area and the availability of a dedicated footpath network.

4.5 TRANSPORT - Education Related

A distinct characteristic of student transport is that daily commuters rely on others for their daily travel needs in terms of motorised transport. This is provided either by bus or by car.

The table below summerises travel modes for national school and secondary school students countywide.

Table 6 - Education related transport modes within County Roscommon

Mode National school Secondary school Car passenger 69% 44% Bus 17% 35% Bicycle 0.5% 0.5% Walk 9% 12% Train n/a n/a

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120%

100%

Unknown 80% Train

60% Walk Bicycle 40% Bus Car passenger 20%

0% National school Secondary school

Figure 5 – Education related transport modes within Co. Roscommon

The use of bus transport for students located in rural areas is more widely availed of than in urban areas. Daily commute by bus is not generally necessary in urban areas given that schools are reachable within a short controlled commute. Whilst this facilitates walking and cycling, the evidence base indicates that the car is still the predominant mode of transport for national school children both in urban and rural areas. National schools also tend to be located in areas outside nucleated centres in many cases and local travel arrangements are formulated to facilitate travel in these instances, typically necessitating extra car journeys.

Secondary schools are provided in urban areas only within the county. Bussing from rural areas (as well as car commute) provides facilitation for these students. Typical commuting belts for such schools are indicated on Map 4. (overleaf)

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4.5.1 Sustainable School transport challenges

Sustainable school transport essentially means a lessening of dependence on the motor car and placing more reliance on other travel modes including walking and cycling. However a modal switch presents challenges which tend to have different characteristics.

4.5.2 Rural schools (outside settlements)

Transportation challenges include:

• Lack of footpaths and cycle paths and physical challenge of competing with car for road space. • Distance of rural dwellings from local schools. • Cultural reliance on the motor car. • Rigidity of school bus service times. These services do not often coincide with parental work transport patterns. • Lack of a cycling or walking culture. • Inclement weather

4.5.3 Schools within Settlements

Sustainable transport challenges include:

• Lack of dedicated cycle paths which militates against younger children. • Often circuitous footpath networks from residential areas to school location. • Inclement weather. • Lack of a cycling or walking culture

Smarter travel as advocated by central government (Transport Policy for Ireland 2009- 2020) and indeed the NDP, also advocates module switch from the car to public and other more sustainable transport. Such departures, however, present bigger challenges in counties with predominantly rural based populations, such as Roscommon. Apart from the availability (or lack of) sustainable transport means such as walking and cycling, there are other factors that militate against using such modes for younger children in both the urban and rural context. These include: • Security of children. • Variable lighting conditions (seasonably variable and due to lack of public provision) • Older children, may be considered as being less vulnerable and may be more likely to engage in walking and cycling.

4.6 SUMMARY

The mobilisation of a significant proportion of Roscommon’s population for the purposes of primary and secondary education requires a co-ordinated effort on the part of parents/guardians and service providers. This type of mobilisation refers to a significant sector of the countys population. This is a daily demand, as in the case of the general daily mobilisation of the workforce of the country. The county has a substantial network of national schools, both urban and rural whilst the network of secondary schools is located in the larger tier one and tier two urban settlements. This dispersal of educational outlets helps curtail journey length.

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Chapter 5 CONCLUSIONS AND RECOMMENDATIONS

Based on findings a number of conclusions and recommendations are made in this chapter. The recommendations, either in whole or in part where appropriate, are incorporated into the Roscommon County Development Plan (2014-2020).

Effecting policies and objectives at local level in relation to sustainable travel modes can be difficult and may not yield immediate results. However, addressing the relevant issues gives them a public forum and relevance.

In terms of immediate and fast delivery of travel mode change, the National Government can deliver more immediate responses by altering taxes or introducing targeted incentives. Likewise, allocating funding for specific infrastructural projects such as road and rail can also yield more immediate dividend. (Local planning is perhaps more passive in this regard but nonetheless by periodically and systematically reviewing local planning issues it can attempt to align them to national and regional strategies).

The recommended policies / objectives in this document seek to encourage alternative means of travel to the car and take account of the findings of this study as well as Government Policy documents such as Smarter Travel – a sustainable transport future (2009-2020) and the National Cycling Policy Framework (2009-2020).

5.1 CONCLUSIONS

1. Roscommon has a predominantly rural based population (74%) that is served, in terms of road transportation, by an extensive network, including National, Secondary, Regional and Local Roads. The road network, along with the rail network, is assigned a National and Regional function as well as a local one.

2. Development planning within the county is influenced by broader spatial polices at national level, such as the National Spatial Strategy and Regional Planning Guidelines. These documents seek to align transport and spatial planning. County and Local Plans reflect these influences in the form of policies and objectives

3. National Government advocates a modal shift from the car to more sustainable forms of travel such as public transport, cycling and walking on environmental grounds and in order to reduce Ireland’s dependence on imported fuels. Such a modal switch will prove challenging given Roscommon’s dispersed population distribution.

4. The car is the dominant mode of transport within the county in both urban and rural areas. 78% of Roscommon’s households have one or more cars whilst 66% indicate that they drive to work by car. When car passengers and van drivers are included, 80% travel daily to work by motor vehicle. National school and secondary school pupils account for approximately 20% of the county’s population. The transportation of this population cohort depends heavily on the motor car, with 69% of national school children being driven to school countywide. This latter trend is also reflected in urban areas.

5. Less than 1% of the countys population use cycling as a means of transport. Walking fares better in this regard, averaging 7.7% countywide and proving more popular in urban areas registering at 25% in some cases.

6. Bus transport is utilized at a rate of 9% (all categories) though this is higher for secondary school students (35 %) and national school students (17%). Bus use in urban areas is typically under 2% within the county.

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7. The opportunity for modal change from motor vehicle to walking and cycling appears greatest where circumstances provide for shorter commutes to school and work. There is a better chance within a controlled traffic environment, where speed limits, footpaths, cycle ways and public lighting are in situ, to allow sustainable travel means to coexist with the motor car. However, this modal shift will also require public “buy in” and attitude change.

8. Train travel is not utilized to a significant degree during week days within the county, registering below 1%, (including urban areas with train stations). Weekend use of the train for students and others who mobilize (such as those working away) is likely to be significantly higher for commuters within the county. The train service schedule tends to be misaligned with typical work starting times in many cases. However, the service fulfills important regional and national transport facilitation.

9. Roscommon has a network of scheduled bus routes including National and Regional services. These services are not aligned with typical work time schedules in most cases but are nonetheless vital modes of transport. School bus transport is also provided within the county with secondary school travel being dependent to a significant degree on this mode. The Rural Transport Network provides transportation for those who are located in more remote rural areas and who may not be car owners or have indeed retired from driving.

10. The National Development Plan advocates a modal switch away from the car to more sustainable means of transport. The evidence base, however, indicates that the desired modal shift is not materilising as yet with low engagement with public transport walking and cycling. The county’s largely rural based dispersed population and modestly sized settlement centres means that public transport is not benefitting from the critical massing required to make it a realistic alternative to the car. Improved road networks and relatively low cost motoring also provide a counter magnet to using public transport.

5.1.1 Recommended Policies and Objectives in relation to transport.

1. Support and deliver awareness of sustainable travel modes as viable alternatives to car travel to the public. This can be done by producing studies for specific areas. For example the study ”A strategy for Walking and Cycling for Roscommon Town”, prepared by CAAS (Environmental Services) Ltd for Roscommon County Council (2012) looks at the travel habits of the Roscommon urban area. The study found that car dependence has risen between 2006 and 2011 whilst walking and cycling have decreased as a mode of transport. The strategy referred to has an objective to encourage and promote cycling and walking both for recreational and commuting purposes in Roscommon Town and to offer an alternative to car based travel. It identifies specific actions that endeavour to achieve the stated goal.

2. Encourage and where possible facilitate, local investment in safe cycle ways, secure parking for bicycles and rented bicycles within existing developments and also by means of retrofitting where necessary.

3. By liaising with private bus operators the Council can investigate the possibility of providing urban bus routes for school goers as an alternative to car reliance. This could be conducted on a pilot basis.

4. Require a sustainable travel assessment in relation to new housing and commercial developments. Such an assessment would require applicants for planning permission to outline travel modes to be utilised by inhabitants/workers referred to in the above developments in the course of their daily commute.

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5. Require, in areas under development pressure and where other housing need issues arise, applicants for rural one off houses and employed outside their local area to submit a sustainable travel plan with their housing need claim as necessary. The purpose of this exercise is to encourage people to situate their residences closer to their workplace or demonstrate a necessity to do otherwise.

6. Encourage and assist in the designation of Park and Ride facilities for both workers and school goers. Suggested locations would be initially Strokestown and Tulsk due to their strategic locations and accessibility to National Routes. There is an evidence base that there is a commuter pull southwards towards Roscommon town and Athlone in terms of employment opportunities.

7. Investigate the viability, along with local transport suppliers in the private sector and existing service providers, of providing a more comprehensive bus service for the county at large. An inventory of present bus services would be a good base to launch from.

8. Encourage the provision of local bus shelters and help direct Local Authority funding to such works.

9. Ensure, via the development management process that proposed public offices and commercial developments provide bicycle parking / storage along with changing / showering facilities for cyclists employed.

10. Encourage growth that facilitates a greater self containment of settlements, ensuring that housing growth is matched by local employment opportunities where possible. This will help reduce the necessity to commute by car.

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