SOUTH DUBLIN COUNTY PUBLIC TRANSPORT REPORT – DRAFT REPORT V2.10

Introduction

Transport Insights, on behalf of South Dublin County Council, has undertaken a study of public transport provision within the County. The study has emerged as an action of County’s Local Economic and Community Plan 2016-2021 to undertake a “local transport feasibility study……” to address “difficulties in securing and accessing employment…. compounded by a lack of public transport”. The study has incorporated a full review of the public transport network and infrastructure, accessibility analysis, a survey of local residents and consultation with local businesses. The findings of this review have been used to identify key public transport accessibility challenges and to recommend potential future improvements. This report outlines the analysis underpinning the study, the challenges identified and the emerging recommendations. Study Approach

The flow chart below outlines the basic approach and methodology to the study. The study consisted of an initial desktop data gathering exercise before further analysis was undertaken in order to identify deficits in public transport provision within the County. Consultation with both the general public and businesses community throughout the study was key to identifying the challenges unique to South County Dublin, and how these might be addressed.

SDCC Engagement

Desktop Study

Public Consultation

Network Mapping &

&

Accessibility Analysis Business

Public Transport Gaps &

Constraints Identification

Option Development & Appraisal

Recommendations & Phasing

South Dublin County Transport Report

South Dublin County Background South Dublin County, along with the Dun Laoghaire-Rathdown and Fingal administrative areas, was formed on the 1st of January 1994 when the Local Government Act of 1993 came into effect. The County has an approximate area of 223 square kilometres and is bounded by the River Liffey to the north and the Dublin Mountains to the south. There are a number of large residential/ employment areas within the County such as Tallaght (the County Town), Lucan, Clondalkin, Jobstown, Firhouse, Ballyboden, Templeogue, Rathfarnham, Rathcoole, Citywest, Palmerstown, Adamstown and Saggart. In transport terms, the County is served by a both a heavy and light rail line as well as a network of bus services. There are a number of strategic national roads running through the County namely the N4, N7 and N81 which are linked by the M50 and two outer orbital regional routes.

Population The total population of South Dublin County, as per the 2011 Census, was 265,205. Preliminary results from the 2016 Census indicate that the County’s population has increased to 278,749, representing growth of 5.1% in just 5 years.

The map to the right illustrates the approximate population distribution throughout the County. As illustrated, the vast majority of the County’s population is centred on a number of urban centres, namely Lucan, Clondalkin, Tallaght, Firhouse and Templeogue. Approximately 96% of the population resides in only 29% of the total County land area. South Dublin County 2011 Population Distribution Note: Each Dot shown represents 10 people Employment

The total number of people employed in South Dublin County is approximately 78,110, according to 2011 Census figures. The distribution of jobs throughout the County is shown in the map to the left. Nearly half (48%), of these workers also resided within South Dublin County. It should be noted that unemployment in South Dublin (11.6%) is significantly higher than that of the other local authorities surrounding Dublin City, i.e. Fingal at 9.8%, and Dun Laoghaire-Rathdown at 6.0%. By comparing the map on the left with the above population map, the distinct separation of residential areas and South Dublin County 2011 employment areas is apparent suggesting Employment Distribution there a lack of mixed development within Note: Each Dot shown represents 5 people the County.

Population Demographics In order to fully understand the public transport needs of the residents of South Dublin County, it important to understand the social demographics of the population. Age, employment status, and level of car ownership all play a part in determining the public transport needs of the County. The population demographics for South Dublin have been extracted from the 2011 Census data and compared against that of Fingal and Dun Laoghaire-Rathdown County, where relevant, in order to assess how the needs of South Dublin differ to the other counties surrounding Dublin City.

Population Age South Dublin Fingal Dún Laoghaire-Rathdown The Census data shows that 25% South Dublin County has a comparatively lower proportion 20% of older residents than Dun 15% Laoghaire which is in part due to the levels of new development 10% in the County attracting younger

families. However, South Dublin 5% % of Total Population % Total of does have an older population 0% than that of Fingal.

Age Band The location of older residents within the County is particularly important when considering public transport needs due to lower levels of private car ownership amongst older people and their resulting higher dependency on public transport and other means of non-private car travel.

The map to the left shows the population density of over 65s living within South County Dublin. As illustrated, the older population of South Dublin is largely concentrated in the Templeogue, Knocklyon and Ballyboden areas with additional older communities in well-established residential areas of Lucan, Tallaght, South Dublin County 2011 Clondalkin and Palmerstown. Population Density Over 65s

Car Ownership 50% Information on car ownership 40% was also extracted from the 2011 Census data for South Dublin, 30% Fingal and Dun Laoghaire-

Rathdown. The data shows that 20% South Dublin has a higher proportion of households with no ofHouseholds% 10% car than either Fingal or Dun Laoghaire-Rathdown, as shown in 0% No motor One motor Two motor Three Four or the graph to the right. This would car car cars motor cars more motor suggest that public transport has cars a more significant role to play in South Dublin Fingal Dún Laoghaire-Rathdown accommodating the transport needs of South Dublin residents. Mode Share As part of the national Census, information is gathered on commuting to work and education, including

choice of mode. The mode shares by each mode for South Dublin is presented in the pie chart below

which shows a mode share of 61.9% for road based modes (i.e. car driver or passenger). This road mode share is higher than both Fingal (59.5%) and Dun Laoghaire-Rathdown (55.2%).

Walking 1.5% 17.3% Cycling 3.1% Bus

Rail 14.3% 61.9% Road 2.0%

Other The County’s combined public transport mode share, including both bus and rail, is 16.3%. This is significantly lower than those of Fingal (20.5%) and Dun Laoghaire- Rathdown (22.5%), both of which have more extensive high quality heavy rail coverage than South Dublin. As a result, South Dublin is more dependent on bus, with its bus mode share higher than both of the other two local authority areas. The map to the left shows the public transport South Dublin County 2011 mode share across South Dublin (darker Public Transport Mode Share areas indicating greater levels of use).

Transport Network Review

As mentioned previously South Dublin is located between a number of strategic national roads namely the M50, N4 and N7. These roads are among the busiest national roads in the country with the section of the M50 between the N4 and N7 the most trafficked section of road nationally. The congestion along these routes is exacerbated by the significant increase in traffic volumes as they pass through South Dublin. The image below extracted from Google Maps shows the congestion during the AM peak along the M50, N4, N7 and N81, in addition to non-national roads such as Fonthill Road and Nangor Road.

Existing AM Congestion Levels (© 2016 Google Maps) According to Transport Infrastructure Ireland traffic counter data, traffic on the N4 increases by 79% as it passes through South Dublin County, which would suggest that strategic routes intersecting South Dublin are being heavily used by residents to undertake more localised trips around Dublin. This is likely to be in part due to the lack of viable public transport options available to residents making these trips. The public transport network is discussed in detail later in this report. Considering the current levels of congestion and demand management proposals for the M50, N4 and N7, public transport will likely need to play an increasingly important role in accommodating South Dublin County’s transport needs.

Policy Context South Dublin County Council Development Plan 2016-2022 The SDCC Development Plan was adopted earlier this year and has highlighted two long term public transport corridors, one extending radially through the north of the County and one orbital route from Tallaght up to west of Liffey Valley, with the two interchanging at what is currently St. Loman’s Roundabout. The Plan also contains a proposal to develop an additional link road between the N4, N7 and N81. In terms of land use planning, there are large residential areas planned for Adamstown and Clonburris and employment development zoned around the existing employment centres of Citywest, Greenogue Business Park, Grange Castle and Nangor/ Longmile Road as shown below.

South Dublin County Local Economic & Community Plan 2016-2021 South Dublin County Local Community Development Committee was established in 2013, and a 6-year Local Economic and Community Plan (2016-2021) was produced in 2015. The Plan contains a series of goals and objectives under seven thematic headings. In promoting enterprise and employment, the Plan recognises that “large scale inward investment projects have key physical requirements including…. accessibility to a large pool of potential employees.”

To address poverty and inclusion challenges, the Plan recognises the “difficulties in securing and accessing employment can be compounded by a lack of public transport...” and contains an objective to “increase accessibility to existing services”, and an action to undertake a “local transport feasibility study……” Greater Dublin Area Transport Strategy 2016-2035

The Greater Dublin Area Transport Strategy sets out proposed transport infrastructure schemes to be built by 2035. Early this year the Strategy was approved by the Minister for Transport, making the document statutory. Key public transport schemes included in the Strategy include metro, light rail and high quality bus corridors as outlined in the map below. The schemes include a light rail scheme to Lucan and an orbital bus corridor running through South Dublin County which would provide a high quality public transport link between the north and south of the County. A cross-city bus rapid transit (BRT) scheme linking Clongriffin to Tallaght is also included.

Greater Dublin Area Transport Strategy 2016-2035 – Public Transport Infrastructure

Public & Business Consultation As part of study, consultation with both residents and businesses within South Dublin County was undertaken in order to better understand the public transport needs of each group. Public Consultation Public consultation was undertaken by means of an online survey prepared and issued by the South Dublin County Public Participation Network (PPN), within inputs from the study team. The survey took place during October 2016 and was available online for approximately 2 weeks. The survey received over 400 responses from residents across the County. The survey consisted of eight questions which aimed to identify the key challenges/ limitations of public transport within South Dublin from the perspective of its residents. The first question identified the where respondents lived, as detailed below.

Q1. Where do you live?

Lucan 32% Rathfarnham 16% Tallaght 13% Clondalkin 11% Other 8% Knocklyon 6% Ballycullen 4% Rathcoole 3% Walkinstown 2% Palmerstown 2% Templeogue 2% City West 1% Kingswood 1%

As shown on the above graph, the highest number of responses come from residents of Lucan, 126 in total. There were also high responses from Rathfarnham, Tallaght and Clondalkin. In order to understand how views varied throughout the County, the above settlements were grouped into similar areas geographically and/ or areas served by the same public transport corridor. The results for these areas were analysed individually, in addition to the County as a whole to allow key problems unique to specific areas within South Dublin to be identified. The relevant differences are presented after the County-wide survey results.

Q2. Outside your local area and WITHIN South County Dublin, what type of services

do you have the greatest difficulty in accessing by public transport?

20%

15%

10%

% ofResponses % 5%

0%

The above graph indicates that public transport access to health and hospital facilities along with public transport stations are the most difficult for residents to access within the County itself. In addition, access for commuting purposes to employment and education is considered difficult, along with access to retail and cultural centres. Q3. Outside your local area and WITHIN South County Dublin, what destinations do you have the greatest difficulty in accessing by public transport? 20%

15%

10%

% ofResponses % 5%

0%

In terms of specific destinations within South Dublin County (and noting high response rate from Lucan), Liffey Valley Town Centre and Lucan Village are considered the most difficult to access by public transport. This is likely reflective of both difficulty accessing and higher potential demand for travel to these locations but it does indicate that access to the north of the County is a particular issue. In addition, Tallaght Town Centre, Clondalkin, Citywest and Ballymount are also perceived as difficult to access by public transport by residents of South Dublin.

Q4. Outside your local area and OUTSIDE South County Dublin, what destinations and services do you have the greatest difficulty in accessing by public transport?

40%

30%

20% % of Responses of % 10%

0% City Centre Destinations Education Employment Health / Train / bus Other around M50 hospitals stations Destinations around the M50 are considered the most difficult to access outside the County itself by residents of South Dublin reflecting the lack of orbital public transport options in Dublin. Also ranked highly in terms of difficulty to access using public transport are health and hospital facilities closely followed by train/ bus stations.

Q5. What is the greatest obstacle(s) for you in using public transport?

25%

20%

15%

10% % of Responses of % 5%

0%

Lack of choice of destinations is considered by residents of South Dublin to be the greatest obstacle in using public transport followed by unpredictable journey times, unreliable services and fare costs. This is reflective of the lack of orbital services with most services routed to/ from the City Centre via the most direct route, and with few other destinations being served by frequent services.

Q6. What is your age bracket?

40%

30%

20%

% of Responses of % 10%

0% 17 or under 18 - 24 25 - 34 35 - 44 45 - 54 55 - 64 65 or over

As shown above, the response rate from younger (<34) residents of the County was relatively low, with a peak in responses from residents aged between 35 and 54. There were less responses from older people which may be reflective of the method of survey (online survey) though approximately 30% of responses were from over 55s. As older people, 65 or over, may be more reliant on public transport due to declining car use and reduced mobility, the responses from this age bracket have been analysed separately to identify issues unique to older public transport users. The results of this analysis is presented after the County-wide survey results.

Q7. What is your background? 60%

50%

40%

30%

20% % of Responses of % 10%

0% Working Retired Studying Job seeking Disability Stay at home Other parent Overall, the majority of responses came from working residents of South Dublin with high responses also received from retired residents and stay at home parents. Unemployed or job seeking residents represent 5% of responses which is under representative based on the employment figures previously presented for South Dublin. This may be partly due to a bias in the demographics of the members of the PPN or a greater interest from those who are required to commute to work every day. Some unemployed residents who are part of community employment schemes may also identify as working, however they would be considered unemployed in Census data.

Q8. Is there anything else you want to say about using public transport in South Dublin County? While it is not possible to detail all responses to this survey question, the broad points made by residents are as follows:  Orbital services linking destinations within the County;  Feeder bus services to key destinations, particularly hospitals, and public transport hubs;  Dedicated bus lanes are currently underutilised and improvements to stop infrastructure needed;  Unreliable journey times which are significantly higher than competing car journey times;  New public transport options including opening of Kishogue train station, new Luas line to Clondalkin-Lucan, park and ride facilities and cycle parking at stations;  Information on available services in the area is not readily available;  Security issues and anti-social behaviour;  Improvement to school bus network;  Inadequate space for wheelchair users when more than one user or buggies on board;  The majority of services are routed through the City Centre resulting in increased/ uncompetitive journey times; and  Comments on individual bus services in particular the 15, 25, 76 and 16.

Below is a sample of comments made in the survey by individual residents.

“Like most of South Dublin, Knocklyon is well served by public transport to the City Centre. However, there are very few links between the main urban centres in South Dublin. This means that even the short journey from Knocklyon to Tallaght requires 2 buses, making it an unreasonable journey compared with driving (10 minutes’ vs 1 hour). More of these routes would make the whole of South Dublin and beyond accessible for work, education, etc.”

“I use the Luas to and from “Despite a network of bus specific lanes, there are no direct bus services between work an hour each day. My Lucan & Clondalkin and Lucan & Tallaght. If such services were introduced, they could biggest concern is safety. help reduce traffic levels and provide viable options for people in those areas to The red line is not safe.” commute by bus.”

“I live in Bawnogue and there is no “I live in hillcrest Lucan. I cannot get my “Most bus services connecting bus to Liffey Valley or the children to the hospital in Crumlin unless I within Dublin go via Square. My daughter is disabled and walk all the way over to the other side of the City Centre. So it when going into town if there is a Lucan ....to get the 25a over to the 151 stop takes hours to make buggy or another wheelchair I can't get then get that bus to the hospital it's a journeys that would on the bus.” disgrace...” take half an hour by car.”

“I would like to have a “Work in Sandyford and public transport options are not feeder bus to Luas and good. Luas to town and Luas out - 1.5 hours. 75 bus - local bus to Liffey Valley between 40 minutes and 60 minutes. Driving usually 15- and the Square.” 20 minutes.”

Survey Results – By Area As discussed earlier, the results were broken down by area in order to examine whether responses differed significantly from the County as a whole. A total of five areas were identified, the table below show the grouping of settlements into these areas.

SDC North SDC Central SDC South SDC East SDC West Lucan Clondalkin Tallaght Rathfarnham Rathcoole Palmerstown Walkinstown Ballycullen Citywest Knocklyon Kingswood Templeogue Newcastle Saggart

It was found that responses only varied significantly for questions 2 and 3 of the survey which related to access to services and destinations within South Dublin. These questions are presented below broken down by area.

Q2. Outside your local area and WITHIN South County Dublin, what type of services do you have the greatest difficulty in accessing by public transport?

SDC North SDC South SDC Central SDC East SDC West 25%

20%

15% % of Responses of % 10%

5%

0%

Residents of SDC North, which compromises Lucan and Palmerstown, have much greater difficulty, relative to other parts of the County, in accessing health facilities/ hospitals and some difficulty accessing other services such as banking/ post office, community centres as well education and employment. However, they have comparatively less difficulty accessing shopping facilities and train/ bus stations.

Residents of SDC South, i.e. Tallaght, have the greatest perceived difficulty in accessing services such as banking/ post offices, community centres and parks as well as education and employment. Services such as shopping, hospitals and public transport stations are considered easier to access by the residents of Tallaght, relative to the rest of the County.

SDC Central residents, those living in Clondalkin or Walkinstown, have the greatest perceived difficulty in accessing health facilities by public transport and considerable difficulty accessing cultural centres, education, employment and public transport stations.

Those living in SDC East also have significant difficulty in accessing health facilities by public transport and the greatest difficulty accessing public transport stations. Other services such as shopping, cultural centres and employment are also considered as difficult to access. SDC East & SDC North are the only areas with any responses indicating difficulty in accessing a place of worships by public transport which may be reflective of the older population of these areas.

Residents of SDC West, those residing in Rathcoole, Newcastle, Saggart, Kingswood & Citywest, have the greatest difficulty in accessing many local services such as banking, cultural centres, community centres, parks and shopping which may be indicative of the more rural nature of some settlements within the area. However, their stated difficulty in accessing education, employment and health facilities by public transport is less than many other parts of the County. Q3. Outside your local area and WITHIN South County Dublin, what type of services do you have the greatest difficulty in accessing by public transport?

SDC North SDC South SDC Central SDC East SDC West 30%

20%

10% % of Responses of %

0%

Residents of SDC North have the greatest difficulty in accessing areas to the south of the County such as Tallaght and Citywest, in addition to closer areas such as Clondalkin. Interestingly residents also view Lucan Village, one of the main urban centres in the area, to be difficult to access by public transport which suggests a clear lack of local bus services serving the village and its surrounding residential neighbourhoods.

Residents of SDC South have significant difficulty in accessing areas to the north and centre of the County such as Clondalkin, Liffey Valley and Lucan. This would suggest that there is strong disconnect in the public transport network between areas along the N4, N7 and N81.

Those living in SDC Central have great difficulty travelling to north and south of the County by public transport with Lucan, Citywest, Liffey Valley and Tallaght all considered more difficult to access. This is a similar trend to other areas of the County and highlights the lack of internal/ orbital service in the County. SDC East & West residents also have more difficulty accessing areas to the north by public transport which indicates a public transport disconnect between the Lucan/ Liffey Valley area and the remainder of the County.

Survey Results – Older Residents

As mentioned previously, the survey responses for older residents, 65 and over, have been analysed separately to the overall results in order to identify issues unique to this age bracket. The following points identify key differences in responses from older residents observed:  Greater difficulty accessing health facilities and hospitals reflecting the importance of these services to older people;  Noting high response rate from Lucan, access to Liffey Valley was still considered more difficult across the County as a whole with one response citing the walk from the stop to the centre as a possible reason for this;  Initial walking access to stops more of a problem for older users due to reduced mobility;  Greater concern for personal safety and disability access; and  Less concerned with journey times, reliability and frequencies than younger residents. Survey Results – Residents with a Disability In addition, survey responses from those with a disability were also analysed separately to help understand challenges in using public transport that are unique to this group of residents. The following points summarise the key issues identified:  Greater difficulty accessing health facilities and hospitals as well as local community services and recreational facilities;  Liffey Valley and Lucan Village considered particularly difficult to access by public transport;  33% citied disability access on public transport services as an obstacle;  Lack of spaces on buses for two wheelchairs or one wheelchair when a buggy is occupying the space; and  Less concerned with journey times, reliability and frequencies.

Business Consultation Complimenting public consultation activities described previously, the business community within South Dublin County was consulted in undertaking the study. Consultation focused on the South Dublin Chamber as the representative organisation for businesses within the County. The management of a limited number of key employment and retail destinations within the County were also consulted to ascertain their views on issues and priorities. The findings of consultation with South Dublin's business community can be can be summarised as follows:  An Economic Profile and Survey of South County Dublin undertaken in 2014 on behalf of South Dublin Chamber, South Dublin County Council and the Local Enterprise Office, found the following profile of businesses:- retail - 36%; transportation & distribution - 14%; professional & financial services - 12%; industrial & manufacturing - 12%; medical & healthcare - 9%; and others - 17%.  Major employers within the County, in particular those with a high proportion of professional staff living within a wide catchment area, are presently dependent on car as a means of access to work. One of the exceptions is The Square Tallaght, where the majority of staff and customers access by either public transport, walk or taxi from a relatively local catchment.  As the majority of staff/ customers presently travel by car, peak period traffic congestion (including M50 and key radial corridors) and journey time reliability negatively impacts on business operations.  With the exception of The Square Tallaght, public transport coverage is seen as inadequate. Services are generally considered to serve an important role along radial corridors to/ from the City Centre, but are otherwise considered either deficient or unavailable.  Current South Dublin County Council Development Plan maximum car parking standards are considered excessively onerous in the absence of a comprehensive network of orbital bus services within the County, and between South Dublin County and other parts of Dublin. The standards are deemed by some businesses to represent a particular impediment to new office based development in parts of the County.  A mismatch between bus priority provision and existing public services was noted as both a point of frustration, and an opportunity to address identified deficiencies in orbital bus service provision. Orbital bus service delivery within the County is seen as the highest priority for the County, with bus connections to Dublin Airport a further priority.  The challenges of delivering orbital bus services, with potentially relatively limited passenger demand (initially) was recognised, as was the need for public subvention to ensure their viability.  Continued development of transport hubs (including provision of real-time information) and replacement/ upgrade of the bus fleet is also seen as important. Local street design, including lighting and other measures to enhance perception of personal security are also coincided beneficial.

Public Transport Network & Services South Public Transport Network Information on the routes all public transport services, bus and rail, was collated from various data sources and a simplified network map created for all services passing through South Dublin County. The map below shows each route and principal stops along the route.

Regular Public Transport Routes Serving South Dublin County

As the map above shows, the vast majority of bus services from South Dublin County are radial services converging on the City Centre. There is just one orbital service, the 76, which links Tallaght, Clondalkin, Liffey Valley and Palmerstown. Only one route, the 239, provides connections to the north, linking Liffey Valley with Blanchardstown via Lucan. There are two orbital services towards the south/ east of Dublin, the 18 and 75, terminating in Sandymount and Dun Laoghaire respectively.

High Frequency Public Transport Network The previous map shows all regular services passing through South Dublin County with frequencies of up to just one bus per hour. The map below shows high frequency bus services only and the Luas and heavy rail networks. These routes have frequency of between 10-20 minutes during peak hours.

High Frequency Public Transport Routes Serving South Dublin County

As shown, all of high frequency bus services are radial and run from South Dublin through the City Centre with the exception of the 18, which links Palmerstown with Sandymount. There are limited opportunities to interchange between high frequency buses within the County itself.

Stop Locations & Type Existing Public Transport Stops The locations of all bus, rail and Luas stops was mapped using open source data available online, as shown in the map below. In total within South Dublin County there are 2 heavy rail stops, 11 Luas stops and approximately 870 bus stops. The stop infrastructure at each if the 870 Dublin bus stops was also mapped as shown in the map below.

The majority, 51%, of the bus stops only have a pole with no timetable or route information. A total of 23% of stop have a pole with timetable/ route information and the remaining 26% have a full bus shelter with timetables and route information. Just 5.3% of stops have real-time information, of which 4.6% are sheltered stops. The areas around Tallaght and Lucan have the most sheltered stops with notably poor quality stops along the length of the New Nangor Road. There also appears to be proportionally less shelters in the Walkinstown/ Templeogue area where there is an increased proportion of older residents who would benefit from access to Existing Bus sheltered stops with seating. Stop Types

Public Transport Accessibility Analysis Public Transport Stops Accessibility Using GIS software the approximate coverage of all public transport stops across the County was estimated based on assumed walking distances and mapped as shown below. Using these walk times and population data from the 2011 Census the proportion of the population within 5, 10 & 15 minutes’ walk any public transport stop was estimated and is outlined in the table beneath the map.

Coverage of all Public Transport Stops by Walk Time

Proportion of Population & Jobs within Walking Distance to a Public Transport Stop % of Total % of Total Walk Times Population Jobs Population Jobs 0-5mins 147,226 56% 42,242 54% 0-10mins 242,950 92% 65,002 83% 0-15mins 255,293 96% 71,393 91%

As outlined in the previous table, approximately 96% of the population and 91% of all jobs in South Dublin are located are within 15-minutes’ walk of a public transport stop. However, numerous studies have shown that the maximum acceptable walk time for public transport is usually around 5-7 minutes’ (500m) for bus and up to 10-12 minutes’ (1,000m) for rail. The graph below shows the distance travelled by passengers to a bus stops across numerous locations in the US and indicates a very low percentage of passengers travelling greater than 500m to the stop.

Proportion of Passengers by Distance Walked to Stop

Based on the above information the population was estimated again based on 500m & 1,000m walking distance for bus and rail respectively. The table below shows the percentage of population with access to stops based on these revised maximum walk times. These distances are also mapped on the following page.

Proportion of Population & Jobs within Maximum Walking Distance % of Total % of Total Population Jobs Population Jobs Max Walk 191,149 72% 52,832 68% Dist.

Based on these maximum walk distances, 28% of the population and 32% of job locations have deficient access to a public transport stop. It should be noted that these are maximum distances and many residents will not be willing to walk this distance.

Coverage of All Public Transport Stops based on Maximum Walking Distance Based on the above analysis, it appears there are gaps in the public transport stop coverage in the following areas, as numbered in the maps above:

No. Location Description No. Location Description 1 Residential Area around Beech 11 Broomhill Industrial Estate Park/ Grove 2 Residential Area around Liffey Valley Park both sides of 12 Wainsfort Manor St.Loman’s Rd. 3 Residential Area South of Sean Balgaddy Road East 13 Walsh Memorial Park 4 Residential Area around Residential Areas around Cypress 14 Collinstown Park Drive 5 Residential Areas East of 15 North and South of Old Court Rd. Kennelsfort Rd Upper 6 Clondalkin Industrial Estate 16 Woodstown Park 7 JFK Industrial Estate 17 Orlagh Residential Area 8 Mount Alton, Knocklyon Court & Western Business Park/ Ind. Estate 18 Idrone Drive Residential Areas 9 Ballymount Industrial Park 19 Templeroan Ave. Residential Area 10 Magna Business Park 20 Whitecliff Residential Area

Rail & Luas Stop Accessibility Rail, heavy or light, is generally considered to be a better quality public transport option as it offers more reliable and predictable journey/ wait times. It is also generally faster than the bus alternative as congestion has no or little impact on its operation. South Dublin is served by two rail corridors, one light and one heavy. The map below shows the coverage from the rail stops within the County Railup to a& 1, 000mLuas maximum Stop Accessibility walking distance.

Rail, heavy or light, is generally considered to be a better quality public transport option as it offers more reliable and predictable journey/wait times. It is also generally faster than the bus alternative as congestion has no or little impact on its operation. South Dublin is served by two rail corridors, one light and one heavy. The maps below shows the coverage from the rail stops within the County up to a 1000m maximum walking distance.

Coverage of Rail Stops based on Maximum Walking Distance

As shown the current level of rail infrastructure results in an imbalance in service coverage between the north and southCoverage of the County. of Rail StopsHowever, based the on areas Maximum surrounding Walking the Distance heavy rail stops located in the north of the County are not yet fully developed and coverage will increase once the local street networks for Adamstown and Clonburris are expanded. Kilshoge Rail Station was constructed as part of the Kildare Route Project, and has yet to be opened pending construction of an access road. Opening of this station would enhance rail coverage to the north of the County. In population and employment terms, rail coverage shown in the figure above and the table below provides access for 10% of residents and 20% of jobs, which indicates that Luas is driven more towards providing access for those wishing to travel into the County for employment purposes based on current land uses.

Proportion of Population & Jobs Served by Rail % of Total % of Total Population Jobs Population Jobs Max Walk % of Total % of Total 27,010Population 10% 15,310 Jobs 20% Dist. Population Jobs Max Walk 27,010 10% 15,310 20% Dist. Proportion of Population & Jobs Served by Rail

Bus Stop Accessibility Despite recent improvements to rail services and the introduction of light rail services in Dublin 67% of public transport passengers nationally still travel on bus with the majority, 55%, using Dublin Bus according to 2015 figures from Transport for Ireland. As discussed early in the report, 14.3% of commuting journeys within South County Dublin are made by bus which represents 83% of all public Bustransport Stop commuting Accessibility journeys. The map below shows the coverage of Dublin bus stops within the County up to a maximum walking distance of 500m.

Despite recent improvements to rail services and the introduction of light rail services in Dublin 67% of public transport passengers nationally still travel on bus with the majority, 55%, using Dublin Bus according to 2015 figures from Transport for Ireland. As discussed early in the report 14.3% of commuting journeys within South County Dublin are made by Bus which represents 83% of all public transport commuting journeys. The map below shows the coverage of Dublin bus stops within the county up to a maximum walking distance of 500m.

Coverage of Bus Stops based on Maximum Walking Distance

The proportion of population and jobs within a 500m walking distance to a bus stop is outlined in the table below. A higherCoverage proportion of Bus Stops of older based residents, on Maximum 75%, walking have access distance to a stop however car ownership levels amongst this age group is also lower resulting in a higher dependency on public transport. Proportion of Population & Jobs Served by Bus

% of Total % of Total Population Jobs The proportion of population and jobs withinPopulation a 500m walking distance to a bus stopJobs is outlined in the table below. Max A higher Walk proportion of older residents,% of Total 75%, have access to a stops% of Total however car 184,Population047 69% 48,964Jobs 63% ownership levelsDist. amongst this age group is also Populationlower resulting in a higher dependencyJobs on public transport. Max Walk 184,047 69% 48,964 63% Dist. Proportion of Population & Jobs served by Bus

As outlined , 69% of the population has access to a bus stop however only 35% have access to a sheltered stop with a further 18% have access to a stop with timetable information. The remaining 16% have access to a pole only stop. A total of 15.9% of the population has access to a stop with real-time information. High -Frequency Bus and Rail Accessibility As outlined 69% of the populations has access to a bus stop however only 43% have access to a The analysis thus far has considered access to all public stops based on walk time only, i.e. not consideringsheltered stops the frequencyand a further or quality 16% have of services. access to Public a stop transport with timetable service information. frequency is Thehowever remaining a key factor10% have in the access desirability to a pole of only public stop. transport particularly when choosing to use public transport over the private car. In order to estimate accessibility to quality public transport services, access to stops Busserved Stop by a high Accessibility frequency bus and rail service has therefore been assessed. The map below shows the coverage of stops served by a high frequency bus or rail service, and table beneath associated proportion of the population and jobs served directly by a high frequency service.

The analysis thus far has considered all stop regardless of the frequency or quality of services to the time and the associated wait times. Frequency of a service has a considerable better to play in the desirability of public transport particularly when choosing to use public transport over the private car. In order to estimate accessibility to reliable services with reduced wait times access to stops served by a high frequency service has been assessed in addition to accessing to stops with low estimated wait times. The map below shows the coverage of bus stops served by a high frequency bus service and table beneath the populations and jobs served directly by a high frequency service.

The analysis thus far has considered all stop regardless of the frequency or quality of services to the time and the associated wait times. Frequency of a service has a considerable part to play in the desirability of public transport particularly when choosing to use public transport over the private car. In order to estimate accessibility to reliable services access to stops served by a high frequency bus and rail service has been assessed. The map below shows the coverage of stops served by a high frequency bus or rail service and table beneath associated proportion of the population and jobs served directly by a high frequency service.

The analysis thus far has considered all stop regardless of the frequency or quality of services to the time and the associated wait times. Frequency of a service has a considerable better to play in the desirability of public transport particularly when choosing to use public transport over the private car. In order to estimate Coverageaccessibility of toHigh reliable Frequency services Bus with and Railreduced wait times access to stops served by a high frequency service has been assessed in addition to accessing to stops with low estimated Proportionwait times. ofThe Population map below & Jobsshows Served the coverage by High Frequencyof bus stops Bus served or Rail by a high frequency bus service and table beneath the populations and jobs served directly by a high frequency service. Coverage of Bus Stops% of served Total by High Frequency Service% of Total Population Jobs Population Jobs Proportion of Population & Jobs served by High Frequency Bus Max Walk 148,001 56% 40,088 51% Dist. Coverage of Bus Stops Served by High Frequency Service

% of Total % of Total Population Jobs Coverage of Bus StopsPopulation served by High Frequency ServiceJobs Max Walk 148,001 56% 48,755 62% Dist.

Public Transport Origin-Destination Matrix

While basic accessibility to public transport stops is the first step in providing good connectivity by public transport, the choice of destination, ease of interchanging between services and service frequency also determines the quality of the public transport network. In order to assess the connectivity of the public transport network in South Dublin, the areas outlined previously in the PTpublic O consultation-D Matrix survey analysis were analysed to ascertain the quality of public transport options available to residents of these areas in travelling to other key destinations within the County and further afield. The settlements included in each is outlined again in the table below. SDC North SDC Central SDC South SDC East SDC West

Lucan Clondalkin Tallaght Rathfarnham Rathcoole While basic accessibility to public transport stops is the first step in providing good connectivity by Palmerstown Walkinstown Ballycullen Citywest Publicpublic transport Transport the choice Origin of destination,-Destination ease of interchangingMatrix between services and service Knocklyon Kingswood frequency also determines the quality of the public transport network. In order to assess the Templeogue Newcastle connectivity of the Public transport network in South Dublin the areas outlinedSaggart previously in the survey analysis were analysed to see the quality of public transport options available to residents of Thethe areaease of to movement a number between of key destinations each of these within areas the and county two key and locations further within afield. the The County settlements (Liffey PTinclValley udedO Town-D in Matrixeach Centre is outlined and Tallaght again Hospital in the table were below. chosen based in the outcomes of the survey results) by public transport was assessed and graded as per the table below. Interchanges are categorised

as direct or indirect based on the interchange is located along a logical route to the route to the desiredWhile basic destination. accessibility For toexamples public transport if a trip made stops from is the Lucan first stepto Tallaght in providing required good an connectivity interchange byin thepublic City transport Centre this the wo choiceuld be ofconsidered destination, an indirect ease of interchange. interchanging between services and service frequency also determines the quality of the public transport network. In order to assess the Accessibility connectivity of the Public transport network in SouthDescription Dublin the areas outlined previously in the Rating surveyThe ease analysis of movement were analysed between to eachsee the of thesequality areas of public and twotranspor key locationst options withinavailable the to county residents (Liffey of Valleythe area TownVery to aCentre Poor number and of Tallaght key destinations Hospital wereIndirect within chosen theor m County ultiplebased iniandnterchanges the further outcome afield. of the The survey settlements results) byincluded public intranspor Pooreach ist outlined was assessed again andDirectin the graded itablenterchange asbelow. per the between table below.low frequency services Average Direct between high frequency services

Good Direct low frequency service (30min+ frequency) TheWhile ease basicVery of movementaccessibility Good between to public each transportDirect of thesehigh stops f requencyareas is theand s firsttwoervice stkeyep (<30min locationsin providing frequency) within good the connectivity County (Liffey by publicValley Town transport Centre the and choice Tallaght of destination,Hospital were ease chosen of interchanging based in the outcomes between of services the survey and results) service byfrequencyThe publi accessibilityc transport also determinesbetween was assessed areas the and qualityand key graded destinations of the as publicper thebased transport table on below.the network.above Interchanges grading In order is sh are own to categorised assess below thefor asconnectivityjourneys direct withinor indirectof the County.Public based tra on Fornsport the some interchange network areas, different in is South located options Dublin along arethe a availablelogicalareas outlinedroute depending to previouslythe onroute the to inorigin the surveydesiredwithin theanalysis destination. area wereand the analysedFor results examples to below see if thea have trip quality beenmade ofaveraged from public Lucan transport based to Ta onllaght optionsall options. required available an tointerchange residents ofin the City area Centre to a number this would of be key considered destinations an withinindirect the interchange. countyDestination and further afield. The settlements included in each is outlined again in the table below. The accessibilityOrigin/Destination between Matrix areas andSDC key destinationsSDC SDC based oSDCn the aboveSDC gradingTallaght is shown Liffey below for North Central South East West Hospital Valley Thejourneys ease withinof movement the county. between each of these areas and two key locations within the county (Liffey SDC North Valley Town Centre and Tallaght Hospital were chosen based in the outcome of the survey results)

by public transportSDC was Central assessed and graded as per the table below. The accessibility between areas and key destinations based on the above grading is shown below for SDC South

journeys Origin within the County. For some areas different options are available depending on the origin within the area andSDC the East results below have been averaged based on all options.

SDC West The accessibility between areas and key destinations based on the above grading is shown below for journeys within the county.

The above table shows that SDC North is the most inaccessible area of the County by public transport, with poor-very poor accessibility from SDC South, East and West. This highlights once again the lack of local orbital services and disconnect between the north and south of the County. The only orbital bus route, the 76, travels along the east of the County and does not serve Lucan. Liffey Valley, which was highlighted in the survey results as difficult to access for many residents, also has poor accessibility to areas which are not directly served by the 76, i.e. SDC East and West. SDC South and Tallaght Hospital are the easiest to access by public transport with direct links to most of the County with the exception of SDC North – see below for impacts of future public transport schemes. The above analysis is shown below for journeys external to the County using the same grading system.

Services running through the City Centre have not been considered for destination around the M50 The above table shows that SDC North is the most inaccessible area of the County by public transport, North and South as journey times are significantly greater than by car despite the interchange with poor-very poor accessibility from SDC South, East and West. This highlights once again the lack between high frequency bus services and would not be a realistic option for most residents. of local orbital services and disconnect between the north and south of the County. The only orbital bus route, the 76, travels along the east of the County Destinationand does not serve Lucan. Liffey Valley, which Origin/Destination was highlighted in the surveyM50 results as M50difficult to accessCity for many residents,James' has poorCrumlin accessibility The same analysisMatrix is shown below for journeys external to the CAirportounty using the same grading system. Servicesto areas runningwhich are through not directly theNorth City served Centre Southby have the 76,not Centrei.e.been SDC considered East and forWest. destinationHospital SDC South aroundHospital and theTallaght M50 Hospital are the easiest to access by public transport with direct links to most of the County with the North and SDC South North as journey times are significantly greater than by car despite the interchange betweenexception high of SDC frequency North. bus services and would not be a realistic options for most residents. SDC Central SDC South Origin SDC East SDC West

The table above clearly demonstrates the lack of direct service to destinations around the M50 North and South with only the 239 and 75 providing infrequent access to parts of the north and south respectively. By comparison, the City Centre is very accessible with high frequency direct routes serving most of the County. The Greater Dublin Area Transport Strategy 2016-2035 is noted to contain orbital bus corridor proposals – see below for impacts of future public transport schemes. The two hospitals are accessible to SDC Central and South as they are located on the radial corridors running into the City Centre from these areas however access from the rest of the County by public transport is difficult with interchanges required which may not always be possible for those needing access to hospitals. The airport is reasonably accessible to SDC South which is directly served by the Airport Hopper 777 Service which also partially serves SDC Central. However, the rest of the County relies on interchanging between services. Impact of Planned Future Public Transport Schemes TheAs outlined table above earlier clear in lythe demonstrates report, an orbital the lack bus of corridor direct service is included to destinations in Greater aroundDublin Areathe M50 Transport North andStrategy South 2016 with-2035. only Althoughthe 239 and this 75scheme providing has not infrequent yet advanced access to to the parts route of selectionthe north process, and south the respectively.indicative route By shown comparison in the, Strategythe City willCentre directly is very link accessibleSDC North with and SDChigh South,freque andncy Southdirect Countyroutes servingDublin tomost destinations of the County. around The theGreater M50 Dublin (Blanchardstown Area Transport in northStrategy and is noted Dundrum/ to contain UCD orbital in the Impactbussoutheast), corridor ofwhile proposals, Future also providing which Improvements would interchange enhance points public between transport a numberconnectivity of high between frequency the Countybus and and rail Blanchardstownroutes. This scheme in the is north,understood and Dundrum/ to be currently UCD to scheduled the southeast. for medium -term delivery (post 2020).

The two hospitals are accessible to SDC Central and South as they are located on the radial corridors Identify running into OD the movements city from whichthese areas may improvehowever withaccess the from introduction the rest of ofthe the County GDA by strategy public transport or other plannedis difficult measures. with interchange s required which may not always be possible for those needing access to Impacthospitals. Theof airportFuture is reasonably Improvements accessible to SDC South which is directly served by the Airport

Key Challenges Strategic/ County Local Wide Challenges Challenges

Strategic/Key Challenges County Wide Challenges The findings of public and business consultation activities, supplemented with a review of public transport accessibility has informed the identification of following priority challenges for the County:  Public transport network coverage, with only 72% of the County’s population, and 68% of its jobs located within the walking catchment of bus and rail services. Specific gaps include:

County oWide Local bus service provision, with limited areas such as Lucan Village poorly connected to its surrounding residential areas, and numerous employment centres outside the walking The findings of public and business consultation activities, supplemented with a review of public catchment of public transport; and transport Key accessibilityChallenges has informed the identification of following priority challenges for the county: o Access to rail and Luas, which offer high quality links to Dublin City. Currently only 10% of residents and 20% of jobs are located within walking distance of a rail stop and  Public transportinterchange network facilities coverage and feeder, with bus only services 72% of arethe eithcounty’ser inadequate population, or notand provided.68% of its jobs located within the walking catchment of bus and rail services. Strategic/ Orbital public County transport Wide connectivity Challenges, with poor links both:  Local bus service provision, with limited areas such as Lucan Village poorly connected to its o Within the County, with only the no 76 bus service providing an infrequent service from surroundingTallaght residential to Palmerstown areas. via Clondalkin and Liffey Valley; and  Access to rail and Luas, which offer high quality links to Dublin City, however only 10% of o Between the County and areas to the north and south/ east of the County, with the 239, Keyresidents Challenges18 andand 7520% routes of jobs providing are located infrequent, within indirect, walking slow distance, and unreliable and appropriate connections. interchange facilities and feeder bus services are not provided.  Meeting the needs of older residents and those with reduced mobility, with deficient access by County Limitedpubli Widec transport orbital public to healthcare transport (Tallaght, links: Crumlin, St. James's hospitals), retail etc. o within the county, with only the no 76 bus service providing an infrequent service from  Supporting sustainable future development in key development areas, namely Adamstown and Clonburris,Tallaght which to althoughPalmersown located via Clondalkin adjacent to and rail Liffey services Valley; to Dublin and City, and poorly connected to theo remainderbetween the of thecounty County. and areas to the north and south/ east, with the 239, 18 and 75 routes providing infrequent, indirect, slow and unreliable connections. The above challenges, and the local challenges which follow are complimentary to the Transport and  Access to healthcare, in particular Tallaght, Crumlin, St. James's and Connolly hospitals. Mobility Supporting policies and sustainable objectives future of County development Development in key Plan development 2016 – 2022 areas, (Chapter namely 6). Adamstown and Clonburris, which although located adjacent to rail services to Dublin City, and poorly connected

Localto Challenges the remainder of – the SDC county. North The findings of public and business consultation activities, supplemented with a review of public SDC North, encompassing Lucan and Palmerstown, is characterized by a series of radial bus services, transport accessibility has informed the identification of following priority challenges for the county: with the Kildare Rail Line to the south. Specific identified public transport challenges are: The above challenges, and the local challenges which follow are complimentary to the Transport and Mobility  South/Public policies transportw estand objectives of network Lucan of Village coverage County around Development, with only Beech 72% Park/Plan of the 2016 Grove county’s – 2022 (identified population, (Chapter early 6) and. as 68% having of its jobs a proportionallylocated within highthe walking older population) catchment; of bus and rail services. The findings of public and business consultation activities, supplemented with a review of public SDC  North, NorthPoorLocal encompassingstop bus coverage service provision toLucan residential and, with Palmerstown, areas limited within areas isLiffey characterized such Valley as LucanPark by estate Villagea series between poorly of radial connectedBallyowen bus services a tond its, transport accessibility has informed the identification of following priority challenges for the County: with theFonthillsurrounding Kildare Roads Rail residential Line south to ofthe St areas. south. Lomans’ Specific Road, identifiedand residential public Areas transport around challenges Collinstown are: Park; and  PoorAccess connectivity to rail and between Luas, which Lucan offerVillage high and qualityresidential links areas to Dublin to the City,south. however only 10% of residents and 20% of jobs are located within walking distance, and appropriate interchange SDC Northfacilities has also and been feeder identified bus services to be are poorly not provided.connected to other parts of the County, with limited or no realistic means of travelling by public transport to SDC Central, South, East or West. Key development The findingsLimited of orbital public public and business transport consultation links: activities, supplemented with a review of public Localareas of ChallengesAdamstowno within andthe county,Clonburris– SDC with North are only located the no in SDC76 bus North, service and providing ensuring anthe infrequent public transport service needs from transport accessibility has informed the identification of following priority challenges for the county: of these South/West areas Tallaghtare addressed of to Lucan Palmersown is essential Village via around to Clondalkin their Beechsustainable and Park/Grove Liffey future Valley; development. (identified and early as having a proportionallyo between high the older county population) and areas; to the north and south/ east, with the 239, 18 and 75 routes  Public transport network coverage, with only 72% of the county’s population, and 68% of its jobs providing infrequent, indirect, slow and unreliable connections.  Poorlocated stop within coverage the walking to residential catchment areas of within bus and Liffey rail Valley services. Park estate between Ballyowen and  Access to healthcare, in particular Tallaght, Crumlin, St. James's and Connolly hospitals.  FonthillLocal bus Roads service south provision of St Lomans’, with Road, limited and areas residential such as Areas Lucan around Village Collinstown poorly connected Park; and to its  Supporting sustainable future development in key development areas, namely Adamstown and SDC North NorthPoorsurrounding has connectivity also beenresidential betweenidentified areas. Lucan to be Villagepoorly andconnected residential to other areas parts to the of south.the County, with limited or

Local Challenges – SDC Central SDC Central, encompasses the areas of Clondalkin and Walkinstown. The Kildare Rail Line runs to the north of the area with a series of radial bus services routing through it. Specific identified public transport challenges include accessibility to key employment centres to the east if the area, including Clondalkin

Industrial estate, JFK Industrial Estate, Western Business Park/ Industrial estate and Ballymount Industrial SDCEstate. Central Limited bus stop provision in the Walkinstown area, has also been identified as a challenge older residents. Those living in SDC Central have identified significant difficulty travelling to north and south of the County by public transport with Lucan, Citywest, Liffey Valley and Tallaght all considered difficult to access. They have also identified difficulties in accessing education, employment, health and other services within the LocalCounty, Challengeslikely due to the –limited SDC mixed Central residential/ employment development, and less extensive high frequency public transport options compared to other parts of the County.

Local Challenges – SDC South SDC SouthCentral, encompass, encompasseses the the County areas Townof Clondalkin of Tallaght and and Walkinstown. the surrounding The Kildare predominantly Rail Line residentialruns to the areas north (someof the arealong withestablished a series with of radial older bus populations). services routing In terms through of publ it. icSpecific transport identified provision, public the transport area is servedSDCchallenges Centralby includeLuas, a accessibility series of high to key frequency employment radial centres bus services to the eastand if somethe area, low including frequency Clondalkin orbital services Industrial. Iestate,dentified JFK challenges Industrial includeEstate, :Western Business Park/ Industrial estate and Ballymount Industrial Estate. Limited bus stop provision in the Walkinstown area, has also been identified as a challenge older SDCresidents WestEmployment. centres of Broomhill Industrial Estate and Magna Business Park;  Residential areas south of Sean Walsh Memorial Park; and Those livingPredominantly in SDC Central residential have identified north and significant south of Olddifficulty Court travel Roadling and to Woodstown north and south Park. of the County by public transport with Lucan, Citywest, Liffey Valley and Tallaght all considered difficult to access. They Compared have also identified to other partsdifficulties of the in county, accessing residents education, of SDC employment, South have healththe greatest and other perceived services difficulty within inthe accessingCounty, likely educa duetion to and the employment limited mixed opportunities, residential/ and employment other services development, – this reflects and the less outlying extensive nature high ofLocalfrequency parts Challenges of public South transport Dublin, – andoptions SDC more comparedSouth limited to public other transport parts of the services County. away from the Town Centre. Mirroring the views of residents elsewhere in the county, those in SDC South have identified clear difficulties in travelling by public transport to areas in the north and centre of the county such as Clondalkin, Liffey Valley and Lucan.

Local Challenges – SDC East SDCSDC East West covers the more established and largely residential areas of Rathfarnham, Knocklyon,

Templeogue and Ballycullen. As a result, these areas tend to have substantially higher proportion of SDC older South residents, encompass comparedes the to elsewhereCounty Town in South of Tallaght Dublin and. Similarly the surrounding to other areas predominantly within the Countyresidential it is areascharacterised (some long by aestablished series of radial with busolder services. populations). Specific In identified terms of publicpublic transporttransport provision,challenges the include: area is served by Luas, a series of high frequency radial bus services and some low frequency orbital SDC SouthWainsfort Manor and residential areas around Cypress Drive in Templeogue; services. Identified challenges include:  Templeroan Avenue, Orlagh and Whitecliff residential areas in Ballyboden; and Mount Alton,  EmploymentKnocklyon Court centres and ofIdrone Broomhill Drive Industrialresidential Estate areas and in Knocklyon; Magna Business and Park;  ResidentialLimited bus areas stop sheltersouth of provision Sean Walsh in the Memorial Templeogue Park; area.and

 Predominantly residential north and south of Old Court Road and Woodstown Park. Residents of SDC East also have identified the significant difficulty they face in accessing the north of the ComparedCLocalounty, andChallenges to inother accessing parts of health– the SDC county, facilities East resid by publicents of transport. SDC South Other have theservices greatest such perceived as shopping, difficulty cultural in accessingcentres and education employment and employment have also been opportunities, identified by and residents other services as difficult – this to reflects access. the outlying nature of parts of South Dublin, and more limited public transport services away from the Town Centre.

Mirroring the views of residents elsewhere in the county, those in SDC South have identified clear difficultiesSDC East coversin travelling the more by public established transport and to largelyareas in residential the north areas and centre of Rathfarnham, of the county Knocklyon, such as ClondaSDCTempleogue lkin,South Liffey and ValleyBallycullen. and Lucan. As a result, these areas tend to have substantially higher proportion of older residents compared to elsewhere in South Dublin. Similarly to other areas within the county it is

Local Challenges – SDC West SDC West encompasses much of rural South Dublin County and the urban areas of Rathcoole, Citywest, Kingswood and Newcastle. In addition to Luas, a number of radial bus services serve the area. The most notable challenge faced by SDC West arises from its remote location relative to other parts of South Dublin County and Dublin City. SDCAs a result, East residents within this area experience the greatest difficulty in accessing many local services such as banking, cultural centres, community centres, parks and shopping etc. They have also identified significant challenges in accessing the north of the County by public transport. Businesses within SDC West (Citywest area) have identified the limited extent of public transport Localcoverage, Challenges and lack of orbital – SDC bus servicesWest as particular constraints to expansion, given restrictions imposed by local authority development parking standards.

SDC East SDC West encompasses much of rural South Dublin County and the urban areas of Rathcoole, Citywest, Kingswood and Newcastle. In addition to Luas, a number of radial bus services serve the area. The most notable challenge faced by SDC West arises from its remote location relative to other parts of South Dublin County and Dublin City. As a result, residents within this area experience the greatest difficulty in accessing many local services such as banking, cultural centres, community centres, parks and shopping etc. They have also identified significant challenges in accessing the north of the County by public transport. Businesses within SDC West (Citywest area) have identified the limited extent of public transport coverage, and lack of orbital bus services as particular constraints to expansion, given restrictions imposed by local authority development parking standards.

Option Identification & Appraisal Strategic/ County Wide Options The following options have been identified as potentially beneficial to addressing the priority strategic

or County-wide challenges:  New intra-County north-south orbital bus service(s):- New bus service or services connecting SDC North and SDC South, and other SDC areas with identified accessibility challenges. High Option New/Level enhanced StrategicIdentification public transportOptions interchange & Appraisal facilities on Luas Red and Kildare Line Rail Lines:- Public transport interchanges play an important role in the public transport network, by either The following options have been identified as potentially beneficial to addressing the priority strategic facilitating access to public transport services, and/ or change between services where a direct or Countyconnection-wide challenges: is unavailable. Public transport interchange facilities could include bus facilities, park & ride and cycle parking provision, fixed and real time passenger information etc., and be served by complimentary feeder bus services (see below) to surrounding areas. Strategic New feeder/ County bus services Wide to Optionsrail and Luas :- Local bus services connecting key residential and Optioncommercial Identification centres with key public transport & Appraisal interchange facilities in the County.  New orbital bus services around M50 North and South:- To cater for orbital public transport demand at a strategic level, the Greater Dublin Area Transport Strategy 2016-2035 contains proposals to develop two Core Orbital Bus Corridors in South Dublin, which would connect Tallaght to Dundrum/ UCD and Tallaght to Blanchardstown. These schemes are understood to High beLevel currently Strategic programmed Options for delivery beyond 2020. Option Local Options Identification & Appraisal

The following options have been identified as potentially beneficial to addressing key local challenges: Option New intra-CountyOption north Description-south orbital bus service(s):- New bus serviceReal orLife services Example connecting

SDC North and SDC South, and other SDC areas with identified accessibility challenges. Bus stop facility Enhancements to bus stop infrastructure Local improvements New/ Options enhanced within public the transport County, throughinterchange provision facilities of bus on Luas Red and Kildare Line Rail Lines:- Public transportshelters, interchanges with seating, play an fixed important and real role time in the public transport network, by either

facilitating accespassengers to public information. transport services, and/ or change between services where a direct connection is unavailable. Public transport interchange facilities could include bus facilities, park & ride and cycle parking provision, fixed and real time passenger information etc., and be served The followingby complimentary options have feeder been bus identified services as (see potentially below) tobeneficial surrounding to addressing areas. key local challenges: Local New Options feeder bus services to rail and Luas:- Local bus services connecting key residential and commercial centres with key public transport interchange facilitiesHigh quality in the bus County. stop (Stillorgan Road) Local New orbital busRetrofitting services ofaround existing M50 areas North with and a view South to :- To cater for orbital public transport permeabilitydemand at a creating strategic more level, sustainable the Greater neighbourhoods Dublin Area by Transport Strategy 2016-2035 contains enhancementsproposals to developdeveloping two new Core pedestrian Orbital links Bus and Corridors reducing in South Dublin, which would connect

Tallaght to Dundrum/walk distances UCD andto public Tallaght transport. to Blanchardstown. These schemes are understood to Localbe Options currently programmed for delivery beyond 2020.

Design Manual for Urban Roads and Streets (Figure 3.12)

Option Option Description Real Life Example New local bus Local bus services connecting key town centres services within with their surrounding residential catchment key areas (Lucan, areas. Tallaght etc.)

Image courtesy of Bus Éireann Private shuttle Implementation of shuttle bus services from bus services to high quality public transport nodes to new or key employment expanded commercial centres in the County. and retail centres

Image courtesy of Citywest Business Campus Publicly funded Accessible transport services for people with social bus services mobility impairments, including the elderly and to key health disabled. facilities and town centres

Image courtesy of Vantastic Demand Demand responsive transport services already responsive play an important role within the Rural transport service Transport Programme. They deviate off a fixed route to pick up and drop off passengers at the door; they can be operated by large PSVs, hackneys or community cars.

Image courtesy of Strengthening the Connections in Rural Ireland (National Transport Authority)

Option Appraisal

The effectiveness of each of the identified options have been strategically appraised against the extent to which they address the various challenges at a strategic/ County-wide level and local level in accordance with the following scoring system.

Local Appraisal Options Scoring Description Very Good Strong contribution to addressing the identified challenge Good Contributes towards addressing the identified challenge

Average Limited contribution towards addressing the identified challenge

Option PoorAppraisal Partly hinders addressing the identified challenge The effectivenessVery Poor of each of the identifiedHinders options addressing have been the strategically identified challenge appraised against the extent to which they address the various challenges at a strategic/ County-wide level and local level in accordanceUsing the above with strategic the following appraisal scoring scoring system. system, the options have been assessed, with the outcomes shown in the following table.

Option Strategic/ County Wide Challenges Local Local Options Challenges PT Network Orbital PT Older Supporting Local Public Coverage Connectivity Residents Sustainable Transport / Reduced Future Accessibility Mobility Development New intra-County north-south orbital bus service(s)

New/ enhanced public transport Using the above strategic appraisal scoring system, the options have been assessed, with the outcomes interchange facilities shown in theNew following feeder bus table. services to rail Strategic and Luas New orbital bus services around M50 North and South Bus stop facility improvements Local permeability enhancements

New local bus services in key

urban areas

Private shuttle bus services

Local (employment, retail) Publicly funded social bus services (health, retail etc.) Demand responsive transport services

As can be seen from the table above, each of the options contribute towards addressing some of the identified challenges, which is not surprising, given that the identified options all relate to measures that will enhance public transport accessibility. It is apparent however that a package of measures will be required, with the specific choice of intervention subject to more detailed local area consideration.

As can be seen from the table above, each of the options contribute towards addressing some of the identified challenges, which is not surprising, given that the identified options all relate to measures that will enhance public transport accessibility. It is apparent that a range of measures will however

Deliverability Assessment Having assessed the effectiveness of potential options in addressing the identified challenges, the next step is to consider potential applications for each of these measures, and deliverability issues. An outline deliverability assessment is set out in the following two tables for strategic and local options. Local Options Strategic Options Deliverability Assessment HavingOption assessed the effectivenessPotential of potentialFeasibility options in addressingAffordability the identified (Low ,challenges, Responsibility the next Application Medium or High Cost) step is to consider potential applications for each of these measures, and to consider deliverability New intra-  Lucan to Tallaght  Discontinuous bus  Medium cost – issues. An outline deliverability assessment is set out in the following two tables for strategic and local County via Citywest lanes in place along existing bus lane options. north-south  Liffey Valley to Belgard Road (R113) infrastructure should Deliverabilityorbital bus TallaghtAssessment via  Bus lanes on place minimise capital costs. service(s) Clondalkin. Outer Ring Road Passenger demand (R136). levels likely to  To be considered with necessitate an orbital M50 bus ongoing operating services. subvention. LocalNew/ Options Clondalkin Fonthill  Dependent on  Low-Medium cost –  National enhanced and Adamstown location, however depending on scale of Transport public Stations measures can be facilities proposed. Authority, transport  Identified Luas tailored to suit given its role interchange stops - Tallaght, specific local in planning, facilities Red Cow etc. constraints, e.g. land funding and availability. delivering New feeder  Identified public  No known barriers,  Medium cost – public bus services transport however subject to infrastructure transport, to rail and interchanges on planning at a local requirements including new Luas Kildare Rail Line level. dependent on routing. and enhanced and Luas Red Line Ongoing subvention bus (areas not served may be required to infrastructure, by other passenger demand and planning/ measures). levels. licensing bus New orbital  As per Greater  Known feasibility  High cost – extensive services. bus services Dublin Area challenges along new bus lane around M50 Transport Strategy corridor include Liffey infrastructure likely to North and 2016-2035 – crossing (to north) be required. South potential to extend possibly requiring Operating. Passenger Blanchardstown to M50 routing, and lack demand levels likely Airport to be of direct corridors to to necessitate an explored with southeast. ongoing operating National Transport subvention. Authority.

The National Transport Authority’s responsibilities include to “undertake strategic planning of transport” and to “promote the development of an integrated, accessible public transport network”. As a result, it will have primary responsibility for taking forward the identified measures to delivery. The Authority is due to undertake a Dublin Area Bus Network Redesign during 2017, and the outputs of this report can input to the redesign process.

The National Transport Authority’s responsibilities include to “undertake strategic planning of transport” and

Local Options Deliverability Assessment Option Potential Application Feasibility Affordability (Low, Responsibility Medium or High Cost) Bus stop  Areas with a higher  No known  Low cost – measures  National facility proportion of older feasibility can be phased to Transport improvements residents challenges, further reduce Authority. (Walkinstown/ although specific annual outlay. Templeogue etc.), local ones may who may most exist. benefit. Local  20 areas with  Subject to  Low cost – targeted  SDCC, via permeability identified accessibility planning at a measures to PT National enhancements challenges where lack local level. reduce walk times. Transport of direct pedestrian Authority links is a factor. grants. New local bus  Connecting residential  No known  Medium cost –  National services in key areas to the south of barriers, however infrastructure Transport urban areas Lucan Village and the subject to requirements Authority. Village. planning at a dependent on  Connecting residential local level. routing. Ongoing areas surrounding subvention may be Tallaght to Tallaght required to Town Centre. passenger demand levels. Private shuttle  Numerous  No known  Low-Medium cost  South Dublin bus services employment areas barriers, however depending on no, businesses (employment, outside the maximum subject to length and through retail) walking distance from planning at a frequency of routes. agreement PT, e.g. Clondalkin, local level. and/ or JFK, Western, condition of Broomhill Industrial planning by Estates etc. and key SDCC. retail centres. Publicly  Connecting more  No known  Low-Medium cost –  SDCC. funded social established residential barriers, however limited capital cost, bus services areas in SDC Central subject to but services would (health, retail and East with older planning at a require ongoing etc.) populations to key local level. subvention. health facilities (Tallaght Hospital) and retail centres. Demand  Outlying parts of the  No known  Low cost, but  National responsive County – SDC West barriers, however dependent on scale Transport transport  Areas with higher subject to of measures Authority service proportions of older planning at a introduced. and/ or SDCC. residents. local level.

Accessibility Assessment – Internal The identified options have been subject to assessment against the identified challenges, and subject to further deliverability consideration. Following high-level consideration of the impacts of the emerging measures against existing accessibility levels, the table below sets out the anticipated impact of the measures in enhancing accessibility within the County. The table demonstrates that the measures will Localbe particularly Options beneficial in addressing very poor levels of accessibility from SDC North to SDC East and West, and poor accessibility from SDC North to SDC South and Tallaght Hospital.

Destination Origin/Destination Matrix SDC SDC SDC SDC SDC Tallaght Liffey The identified options have been Northsubject toCentral assessment South against East the identifiedWest Hospitalchallenges, Valley and su bject to Accessibilityfurther deliverabilitySDC Assessment consideration. North Following – Internal high-level consideration of the impacts of the emerging

measures against existing accessibility levels, the table below sets out the anticipated impact of the SDC Central measures in enhancing accessibility within the County. The table demonstrates that the measures will

be particularly beneficialSDC South in addressing very poor levels of accessibility from SDC North to SDC East and Origin West, and poor accessibilitySDC East from SDC North to SDC South and Tallaght Hospital. Local OptionsSDC West Accessibility Assessment – External A similar assessment to that undertaken for internal origins and destinations has been undertaken for journeys with destinations outside the County. The output of this assessment is presented in the following table. The emerging packages of measures is particularly effective in addressing poor to very

poor levels of public transport accessibility to areas around the M50 North and South. Due to existing Localadverse operatingOptions conditions on the M50, the measures will therefore provide an alternative means of travel not presently available to residents in South Dublin, and simultaneously enhance accessibility to employment and retail centres within the County from areas around the M50. Destination Origin/Destination M50 M50 City James' Crumlin Matrix Airport AccessibilityA similar assessment Assessment to thatNorth undertaken –South Externalfor internal Centre origins and destinationsHospital has beenHospital undertaken for journeys withSDC destinations North outside the County. The output of this assessment is presented in the following table. The emerging packages of measures is particularly effective in addressing poor to very

poor levels SDCof public Central transport accessibility to areas around the M50 North and South. Due to existing adverse operatingSDC South conditions on the M50, the measures will therefore provide an alternative means of travel notOrigin presentlySDC East available to residents in South Dublin, and simultaneously enhance accessibility to employment and retail centres within the County from areas around the M50. Local OptionsSDC West Phasing The imminent Dublin Area Bus Network Redesign by National Transport Authority will have implications for the emerging strategic interventions. A range of local interventions have been identified, however these will require further consideration and development to ascertain the most suitable intervention type in a particular context. As such, development of a detailed phasing plan is considered most appropriate following engagement with the National Transport Authority regarding strategic interventions, and Localfurther developmentOptions of local interventions.

The imminent Dublin Area Bus Network Redesign by National Transport Authority will have implications

Summary & Next Steps Summary Transport Insights has undertaken a review of public transport accessibility within South Dublin County. The study has emerged as an action of County’s Research

Local Economic and Community Plan 2016-2021 to undertake a “local transport

feasibility study……” to address “difficulties in securing and accessing LocalSummaryemployment…. Options compounded & Next by a lack ofSteps public transport”. Consult In undertaking the review, the existing distribution of population and employment throughout the County has been subject to review, alongside detailed analysis of public transport networks, services and travel options

available to people travelling both within the County, and from South Dublin to Analyse Summaryother areas. PublicSummary consultation has & formed Next a key part Steps of the project, and was completed via a questionnaire of over 400 residents throughput the County supported by the Prioritise South Dublin County Public Participation Network. The South Dublin Chamber and key businesses were also consulted to identify public transport accessibility Local issues affecting Options commercial operations and expansion aspirations. Key findings of the evidence base review include: Options Summary Poor public transport & Next coverage Steps within South Dublin, with only 72% of residents and 68% of jobs located within the maximum walking distance of public transport (56% and 51% respectively to high frequency bus/ rail);  Deficient north-south connectivity, with areas to the north, i.e. Lucan, Liffey Valley and Palmerstown poorly connected to the remainder of the County; and  Very poor orbital public transport connectivity to destinations along the Recommendations TransportM50 Insights North and has South. undertaken a review of public transport accessibility within South Dublin County. The study has emerged as an action of County’s The above identified deficiencies in public transport within South Dublin contribute to performance Local Economic and Community Plan 2016-2021 to undertake a “local transport issues affecting the road network within the County, including on the strategic road network (M50, N4 feasibility study……” to address “difficulties in securing and accessing and N7), which intersects the County. employment…. compounded by a lack of public transport”. The evidence base review has informed the identification of priority strategic or County-wide In undertaking the review, the existing distribution of population and challenges, and local challenges. Options to address these challenges have been identified, and subject employment throughout the County has been subject to review, alongside to strategic appraisal, and consideration of deliverability constraints. Emerging strategic options from detailed analysis of public transport networks, services and travel options the review are: new intra-County north-south orbital bus service(s), enhanced public transport available to people travelling both within the County, and from South Dublin to interchange facilities; feeder bus services to rail and Luas; and orbital bus services around M50 North other areas. and South. Public consultation has formed a key part of the project, and was completed via Complimenting the above strategic interventions, a range of more locally focussed options have also a questionnaire of over 400 residents throughput the County supported by the been identified, including bus stop facility improvements, local permeability enhancements, new local South Dublin County Public Participation Network. The South Dublin Chamber bus services in key urban areas, private shuttle bus services (to employment and retail destinations), and key businesses were also consulted to identify public transport accessibility and other services to meet the needs of older residents and those with reduced mobility. issues affecting commercial operations and expansion aspirations.

Key findings of the evidence base review include:

Next Steps The South Dublin County Transport Report has identified a series of strategic and complimentary local interventions that would address identified public transport accessibility shortcomings in South Dublin County. The National Transport Authority has overall responsibility to “promote the development of an integrated, accessible public transport network”, and is due to undertake a Dublin Area Bus Network LocalRedesign Options during 2017. The outputs of this report can input to the redesign process through identification of priorities for residents and businesses within South Dublin. At a strategic level, it emphasises the importance of enhanced orbital public transport connections within the County and between South Dublin and the Fingal and Dun Laoghaire-Rathdown administrative areas to the north and southeast respectively, and of enhancing access to existing rail and light rail nodes in the County.

TheNext outputs Steps of the Dublin Area Bus Network Redesign will have implications for many of the strategic interventions emerging from this review, with more detailed planning most beneficial once the emerging revised network is known. Planning for implementation of compilatory local interventions can however proceed in advance of the completion of the network redesign.

Recommended next steps to advance the emerging recommendations of this report are: Local FurtherOptions consultation with South Dublin residents (through the Public Participation Network) and

businesses (through the Chamber);  Consultation with the National Transport Authority regarding the evidence base review, The Southidentified Dublin strategicCounty Transport and local Report challenges, has identified and agreement a series regardingof strategic actions and complimentary to further analyse local interventionsand/ or that progress would the address emerging identified options public to delivery; transport accessibility shortcomings in South Dublin County. An outline phasing plan for these interventions has also been developed. The National  Exploitation of opportunities to shape the upcoming Dublin Area Bus Network Redesign project Transportthrough Authority engagem has overallent with responsibility National Transport to “promote Authority; the development of an integrated, accessible public transport network”, and is due to undertake a Dublin Area Bus Network Redesign during 2017. The  Further planning and delivery of local interventions, including more detailed consideration of outputs of this report can input to the redesign process through identification of priorities for residents the most appropriate intervention type to meet the needs of residents and businesses in each and businesses South Dublin. At a strategic level, it emphasises the importance of enhanced orbital context; and public transport connections within the County and between South Dublin and the Fingal and Dun  Following further development of interventions, prepare a detailed phasing plan for delivery. Laoghaire-Rathdown administrative areas to the north and southeast respectively, and of enhancing Inaccess preparing to existing the rail South and Dublin light rail County nodes Transport in the County. Report, a wealth of data has been complied and analysed. To maximise the report’s value to residents and businesses in the County both now and in theThe future,outputs the of ftheollowi Dublinng items Area are Bus recommended: Network Redesign will have implications for many of the strategic interventions emerging from this review, with more detailed planning likely beneficial once the  Exploit opportunities to enhance the interactively of the report, in particular existing public emerging  Further revised consultation network is with known. South Planning Dublin residents for implementation (through the of Public compilatory Participation local Network)interventions and transport options that are available to residents travelling within the County, and beyond; can howeverbusinesses proceed (through in advance the Chamber); of the completion of the network redesign.  Update the report with Census 2016 population, employment and commuter data (Census 2011 In preparing Consultation the South with Dublin the National County Transport Report,Authority a regardingwealth of the data evidence has been base, complied identified and data has been available to date); and analysed.Recommendedstrategic To maximise next and steps local the to challenges,report’s advance value the and emerging to agreement residents recommendations and regarding businesses actions ofin thisthe to reportCounty further are: both analyse now and/ and orin  Review the report to account for changes to the network, including the revised bus network the future,progress the following the emerging items options are recommended: to delivery); emerging from the Dublin Area Bus Network Redesign project.  Exploitation of opportunities to shape the upcoming Dublin Area Bus Network Redesign project through engagement with National Transport Authority;  Further planning and delivery of local interventions, including more detailed consideration of the most appropriate intervention type to meet the needs of residents and businesses in each context; and  ExploitFollowing opportunities further development to enhance of interventions, the interactively prepare of the a detailed report, inphasing particular plan existingfor delivery. public transport options that are available to residents travelling within the County, and beyond;  Update the report with Census 2016 population, employment and commuter data (Census 2011

data has been available to date); and  Review the report to account for changes to the network, including the revised bus network emerging from the Dublin Area Bus Network Redesign.