Human Beings: 06 Radiation and stray current 6.1 Introduction 6.2 Study area 6.3 Impact assessment methodology 6.3.1 Magnitude 6.3.2 Significance 6.4 Impact assessment 6.4.1 Impact identification 6.4.2 Mitigation measures 6.4.3 Assessment of residual impacts 6.4.4 Summary of residual impacts Human Beings: Radiation and Stray Current Page 59 y Width of study study Width of sides both (on area the alignment) of 100m methodolog esentative scenarios esentative epr /calculating the magnetic the magnetic /calculating ting the obtained results results ting the obtained apola assessment Step 1: Selecting representative locations (cross (cross locations representative Selecting 1: Step analysis; detailed the alignment for of sections) r Identifying 2: Step for detailed analysis (including failure modes (including failure analysis detailed for as accelerating, such events and non-routine and coasting); braking Simulating 3: Step scenarios; and locations chosen the for fields Extr 4: Step to assess the potential risk along the the risk along assess the potential to alignment.entire

Table 6.1 Study area 6.1 Table Aspect from impacts Potential Current and Stay Radiation 6.3 Impact by: assessed been has impacts EMI for potential The - - - - The source and type of potential impacts is impacts potential and type of The source measures Mitigation 6.4.1. described in Section 6.4.2. in Section defined be put in place are to is then impact each of effect The residual magnitude of 6.4.3 in terms in Section evaluated and significance. T do not persist persist do not µT f 0.16 T. For schemes such as the such schemes For µT. .16 engths o e present. However, very sensitive sensitive very However, e present. e ar y area y tud T or mor µT proposed scheme, in the absence of stray current, current, stray in the absence of scheme, proposed str field magnetic than 100m more of distances at the track. from minimised via technical is generally current Stray during construction. mitigation and structural this specific scheme in the case of Consequently, EMI is highly exist, that sources and the potential the most on even impact any have to unlikely more of distances equipment at sensitive than 100m. equipment such as electronic/laser equipment as electronic/laser equipment such strengths field if the magnetic be affected may than 0 greater are The study area for this chapter is set out in Table Table out in is set this chapter for area The study from with distance quickly very EMI decreases 6.1. the of based on the square a ratio at the source and the receptor. the source between distance normal appliances of household Disruption of strengths field when magnetic occurs usually 10 6.2 S This chapter of the EIS evaluates the potential the potential the EIS evaluates of This chapter and electromagnetic) (nuclear radiation for the arise due to to impacts current and stray current, the direct of and operation construction with the associated systems traction rail light MN101. in Area scheme proposed 6.1 Introduction 6.1 with the proposed scheme in Area MN107. Area in scheme proposed the with current, light rail traction systems associated associated systems traction rail light current, the construction and operation of the direct direct the of operation and construction the and stray current impacts to arise due to to due arise to impacts current stray and for radiation (nuclear and electromagnetic) electromagnetic) and (nuclear radiation for This chapter of the EIS evaluates the potential potential the evaluates EIS the of chapter This

y and distribution system; y and distribution pl k traction equipment, including equipment, k traction t all equipment is designed oc T. The magnitude of the the The magnitude of µT. 50 ely e coupling; t tion equipment (tunnel boring hines, lighting, pump stations etc.): etc.): pump stations lighting, hines, proxima Conductive coupling; coupling; Conductive radiation. and electromagnetic Magnetic Inductive coupling; Inductive Capacitiv The bulk power sup The bulk power Construc mac The traction power supply system (TPSS). (TPSS). system supply power The traction the energy, demands traction When a LMV station power the traction from flows current to (OCS) System Catenary the Overhead along rails via running the LMV and from the LMV This traction the substation. again to back generate to has the potential current TPSS includes The fields. electromagnetic rails running OCS, feeders, substations, and current) and stray return (regarding the between cables current feeding/return the substation. to rails OCS and running st The rolling inverters, traction motors and auxiliaries; and auxiliaries; motors traction inverters, equipment.The signalling and communications

- electromagnetic fields in the vicinity of the of in the vicinity fields electromagnetic the earth’s alignment will be equal to proposed fields electromagnetic plus any field magnetic scheme. the proposed by or propagated generated can that scheme the proposed of Elements of and propagators as sources act potentially EMI comprise: - - - current alternating from coupling arises Inductive lighting, of supplies power the as such systems, (AC) types These systems. auxiliary and other ventilation rail light current, direct used in not are system of coupling inductive and therefore systems traction and is not scheme this proposed to relevant is not and conductive Capacitive further. any considered EMI source because be considered not coupling are small to too are with this scheme associated levels in this regard. an impact generate equipment is electromagnetic of piece Any where in an environment function designed to which is present, field magnetic the earth’s is ap - - the EMC Directive of the standards to according any cause will not and therefore 2004/108/EC the only fact, of this In light significant impact. associated systems traction rail light current, direct as considered are scheme with the proposed in this assessment. sources potential - It is assumed tha Electromagnetic radiation can be associated with be associated can radiation Electromagnetic are effects EMI coupling effects. EMI coupling follows: as EN 50121 with in accordance defined - - Impact Impact magnitude

TT high medium 1 µT low very 1 µT low assessment

6.4 Impact identification Impact 6.4.1 with the equipment associated The infrastructure sources include any does not scheme proposed this issue has and therefore radiation nuclear of assessment and is not this been scoped out of radon to issues relating Any further. any considered this of in the Soil and Geology detailed chapter are 9). Chapter 2, EIS (Volume T (*1)of > 180 µT fields Magnetic of > 40 µ fields Magnetic high very Criteria Magnetic fields of < 0. fields Magnetic Magnetic fields of > 10 µ fields Magnetic of >0. fields Magnetic (*1) In EN 50061 the limit of immunity of immunity of (*1) In EN 50061 the limit of is defined fields magnetic against pacemakers from document the reference However, as 1 mT. in Wuppertal demonstrates Academy Technical this value by will be impacted pacemakers that Technical document from (see the reference in Wuppertal). Academy 6.3.2 Significance is assessed in of all impacts The significance and the impact the magnitude of of consideration the upon which the receptor value of the functional has an effect. impact 6.3.1 Magnitude 6.3.1 impacts assess the different to used The criteria Table in shown are scheme with this associated consideration in been defined have criteria The 6.2. Academy Technical the out by carried research of EMI potential to (1998) in relation in Wuppertal are which projects, Stadtbahn from impacts scheme. the proposed to comparable assessment of for Criteria 6.2: Table magnitude. impact

Chapter 6 Page 60 Human Beings: Radiation and Stray Current Page 61 Reference document Reference EMC Directive 2004/108/EC - applications Railway – 5: EN 50121-1 compatibility Electromagnetic - applications Railway EN 50122-2: earthing and bonding – installations, Fixed stray of the effects against Provisions Part 2: systems traction d.c. by caused currents Electrotechnical 60050 (161) International IEC Electromagnetic 161: – Chapter Vocabulary compatibility Ermittlung Meßtechnische report: Research im Bereich Felder der elektromagnetischen – Gleichstrom-Nahverkehrsbahnen von 70506/96 – FE-Nr. Forschungsbericht Wuppertal Akademie Technische results of EMC analysis document: RPA building at IBTS monitoring fields magnetic of - 03/08/04during Luas Day-One-Run results of EMC analysis document: RPA 20/06/03 with the outside world the system of Gníomhaireacht Um Fháil Iarnród, document: RPA 4 – – Appendix Specification LMV New Title: system Luas power to to occur due significant impacts for The potential that provided be low to is considered current stray 6.4.2 in Section detailed measures the mitigation in place. put are current direct arising from The EMI calculations upon the based are system supply (DC) power phenomena: physical following passes current occur if an electrical fields Magnetic (strength) intensity The field a conductor. through and the current depends upon the magnitude of and (source) conductor that between the distance of A planar view point (receptor). the destination The magnetic 6.1. in Figure is shown conductors two strength has its maximum magnetic intensity field with reduces which the conductor, of the centre at its centre. from distance increasing Table 6.3 Reference standards, regulations and and regulations standards, 6.3 Reference Table documents relevant other f sensitive electric electric f sensitive ystem in the in the ystem thing s em contractor(s) will ensure that the that will ensure em contractor(s) t Measures to minimise stray current have been have current stray minimise to Measures and specifications the design into incorporated during the construction will be implemented These scheme. proposed the of and operation current a stray the use of include may measures design other with together system, collector polymer insulating as resilient such measures the rails. around the ear of Monitoring appliances, relocation of the affected appliance appliance the affected of relocation appliances, boundary) a railway a short from (even distance be possible. may electrical systems and equipment associated equipment associated and systems electrical with the EMC Directive comply with this scheme 2004/108/EC. types o some to With regard tunnel sections is to be carried out to locate locate out to be carried is to tunnel sections and Active in the earthing system. faults any shielding as insulated such measures passive protect to can be applied protection or cathodic critical components. any The sys

6.4.2 Mitigation measures Mitigation 6.4.2 - - 6.4.3.2 Project scenario: operational phase operational scenario: 6.4.3.2 Project into takes impacts residual The assessment of regulations standards, the reference consideration 6.3. Table in detailed and guidelines 6.4.3.1 Project scenario: construction phase construction scenario: Project 6.4.3.1 during current stray EMI and of levels Potential and phase (including the testing the construction power and traction the LMV commissioning of be within those to expected are system) supply 6.3. in Section limits detailed 6.4.3 Assessment of residual impacts impacts residual 6.4.3 Assessment of - - erating (peak erating er supply system is fed from only only from is fed system er supply current) on one track at the same time as one the at on one track current) speed (continuous maximum at is running LMV (This is a pessimistic track on the other current) the same demand at power case traction worst along tracks on both location longitudinal the alignment); pow traction one substation (e.g. in case of maintenance), maintenance), in case of (e.g. one substation will be in tracks both of current the traction the same direction. one LMV starting and accel one LMV

- During normal operation the traction power supply supply power the traction During normal operation end of each at (one substations two from is fed loads the electric that means which section), each adjacent substations. two between split/shared are condition failure the emergency completeness, For has also the OCS system of failure a shortof circuit been considered. chosen for the fields the magnetic Predicting scenarios and locations out carried calculations The electromagnetic out set assumptions based upon the key were out in set are The results 6.4 and 6.6. Table in 6.11. to 6.7 Table Identification of representative scenarios scenarios representative of Identification of and combination the variation for cater To the for the calculations LMVs, different EMI from the based upon are case levels worst foreseeable scenarios: operational following - meability (physical constant); constant); meability (physical op (at-grade); wn St µr * µ0 * H e: e: Albert College Park (cut and cover tunnel); (cut and cover Park Albert College tunnel and stop); (bored Mater tunnel). Hospital (bored Rotunda Seato H = I / (2 * π * r) B =

- - factors, specific locations, the above of each For and distance the tunnel sections of as depth such into identified and taken were housing areas to these four for The modelling results consideration. will be which that of representative are locations scheme. the entire across experienced B: magnetic flux density (measured in Tesla [T]); in flux density (measured magnetic B: per absolute µ0: - r: relative permeability (coefficient of materials). of materials). permeability (coefficient relative µr: locations representative of Selection alignment the proposed along locations Four EMI. of investigation detailed for chosen been have are: These locations - Where: intensity field magnetic H: in amps per metre]; [measured and (Amps A): current traction I: point and destination source between distance r: streamlines). of point (radius fields magnetic point in space, determined any At other. with each interfere may various sources of be amplified or may field magnetic The resulting these interferences. of as a result compensated intensity field quantify magnetic to possible It is not field the magnetic of the impact rather directly; This is flux density) can be detected. (magnetic intensity: field dependent on the magnetic Wher In case of a conductor with an efficient length, the length, efficient with an a conductor In case of as: be calculated can intensity field magnetic streamlines magnetic field field magnetic conductors with conductors Electric Electric Chapter 6 6.1 Figure Page 62 Human Beings: Radiation and Stray Current Page 63 T T µ 20 metres (vertical [y]) and 20 metres [x]) (horizontal 4 metres 2800A 39.5 medium First Floor of residential residential of Floor First the alignment houses next 20 000 A floor First (vertical [y]) and 20 metres [x]) (horizontal 4 metres 20 000 A 129.9 µ high Per train (Two coupled LMVs) coupled (Two train Per 3600A 2400A 3600A 2.4 metres 1435 mm 4 – 10 metres (within tunnel) 3.9 metres and grade) (at metres 6.0 20000A Per LMV Per 1800A 1200A 1800A 1 µT 2800A 38. 20 metres (vertical [y]) and 20 metres [x]) (horizontal 0 metres medium 1 x 3600 A and 1 x 2400 A residential of floor Ground the alignment houses next 1 x 3600 A and 1 x 2400 A 20 000 A floor Ground (vertical [y]) and 20 metres [x]) (horizontal 0 metres 20 000A 129.9 µT high t magnitude Peak Current Peak RMS Current Continuous current braking Maximum Performance Supply 6.5 Power Table Load current Load EMI Operation – Fault Seatown 6.8 EMI at Table Distance between top of rail rail of top between Distance point and destination magnitude Impact operation Fault point Destination tail of top between Distance point and destination current Load EMI Impac Destination point Destination Normal operation Normal operation Vehicle width Vehicle Table 6.6 Track and OCS Parameters OCS Parameters and Track 6.6 Table gauge Track distance centre Track height wire Contact – Normal Operation Seatown EMI at 6.7 Table Maximum short circuit current Maximum short circuit Table 6.4 LMV Performance 6.4 LMV Table Chapter 6

Table 6.9 EMI at Albert College – Normal Operation Normal operation 1 x 3600 A and 1 x 2400 A Destination point Ground floor Distance between top of rail 30 metres (vertical [y]) and and destination point 9.7 metres (horizontal [x]) Load current 2800A EMI 7.4 µT

Impact magnitude low

Table 6.10 EMI at Mater Hospital – Normal Operation Normal operation 1 x 3600 A and 1 x 2400 A Destination point Ground floor Distance between top of rail 100 metres (vertical [y]) and and destination point 25.5 metres (horizontal [x]) Load current 3600A EMI 0.6 µT

Impact magnitude low

Table 6.11 EMI at Rotunda Hospital – Normal Operation Normal operation 1 x 3600 A and 1 x 2400 A Destination point Ground floor Distance between top of rail 0 metres (vertical [y]) and and destination point 22.9 metres (horizontal [x]) Load current 3600A EMI 15.3 µT Impact magnitude medium

Extrapolating of the obtained results to assess the potential risk along the entire alignment 6.4.4 Summary of residual impacts The results presented in the tables above show The technical design of the proposed scheme that during normal operations, the electromagnetic conforms to current best practice. The described impact of the proposed scheme is low and radiation impacts can be regarded of Low medium, which results in a small increase in the significance and do not present any significant electromagnetic environment in the vicinity of the safety risk. The potential for significant impacts to proposed scheme. occur due to stray current is considered to be low Whilst, a ‘hard’ short circuit failure of the OCS provided that the mitigation measures detailed in system (failure condition) leads to a high impact Section 6.4.2 are put in place. magnitude, this is an extremely unlikely event. This type of fault has never occurred on the Luas scheme since this system commenced operations. If this fault did occur, the duration of the failure would last no longer than 20ms, (the time it takes for the fault to be detected and switched off). This means, that only very short peaks of magnetic fields would occur. Page 64 Human Beings: 07 Traffic 7.1 Introduction 7.1.1 Transport assessment methodology 7.1.2 Structure of transportation assessment section 7.2 Impact assessment criteria 7.2.1 Data sources 7.2.2 General assessment criteria used for the transport assessment 7.2.3 Categorisation of effects 7.2.4 Determination of impact significance on vehicular traffic 7.2.5 Determination of impact significance on driver delay 7.2.6 Determination of impact significance on pedestrians and cyclists 7.2.7 Consideration of impact on vehicular, pedestrian and cyclist traffic and safety 7.3 Strategic mitigation methodology 7.3.1 Introduction 7.3.2 Strategic construction mitigation measures 7.3.3 Strategic operational mitigation measures 7.4 Predicted strategic impact 7.4.1 Introduction 7.4.2 Source of the predicted strategic impact 7.4.3 Assessment of the predicted strategic impact 7.4.4 Predicted strategic construction impact 7.4.5 Predicted strategic operational impact 7.4.6 Strategic traffic changes and re-distribution 7.4.7 Conclusions drawn from the strategic predicted impact assessment 7.5 Strategic further mitigation 7.5.1 Introduction 7.5.2 Scheme Traffic Management Plan 7.5.3 Public transport operations 7.5.4 Corridor management strategies 7.5.5 Pedestrian management strategies 7.6 Predicted local construction impact - Area MN107 7.6.1 Construction impact area 7.6.2 Construction vehicle traffic and background HGV flows 7.6.3 Construction phase impact on general traffic 7.6.4 Construction phase impact on public transport 7.6.5 Construction phase impact on cyclists 7.6.6 Construction phase impact on pedestrians 7.6.7 Construction phase issues impacting safety and the mobility impaired 7.7 Predicted local operation impact - Area MN107 7.7.1 Operational impact area 7.7.2 Operational phase impact on general traffic 7.7.3 Operational phase impact on public transport 7.7.4 Operational phase cyclist impact 7.7.5 Operational phase pedestrian impact 7.7.6 Operational issues impacting safety and the mobility impaired 7.8 Residual local impact - Area MN107 7.8.1 Further local construction mitigation measures 7.8.2 Further local operational mitigation measures 7.8.3 Residual local construction impacts 7.8.4 Residual local operational impacts Human Beings: Traffic Page 67

The strategic assessment involves identifying the involves assessment The strategic for entirety in its scheme the proposed of impact This phases. and operational construction both the zone of the extent to an understanding provides on the has and informs influence the impact of mitigations strategic overarching for requirement assessment The second tier impact measures. assessment the designated of on each focuses understanding detailed a more and provides areas transport. on all modes of impact the localised of the proposed of impact construction The predicted be significant without mitigation could scheme will be constructed the stops as some of measures, high levels are there where areas in sensitive construction The activity. transportation of cognisance of takes methodology and programme users, on all road impact construction the potential the potential a point where to and has evolved the furthest to has been minimised impact within the construction Inherent possible. extent the proposed of methodology and programme and associated objectives generic are scheme overall the minimise to aim that measures mitigation The users. road all on impact transportation strategic to applicable also are measures mitigation strategic scheme. proposed the of phase operational the 7.1 Introduction 7.1 the transportation the EIS examines of This chapter on The impacts scheme. the proposed of impact and safety traffic and cycling pedestrian vehicular, the of and operation the construction arising out of presented. are scheme proposed wide impact a city will have scheme The proposed and during its construction movement on traffic will be very The impacts phases. operational phase as there operational during its beneficial on cars in the number of reduction will be a general to will switch as some car users network the road will the impact However, scheme. use the proposed phase as the during its construction be negative create would and activity programme construction without disruption, traffic of levels considerable measures the mitigation of the introduction described herein. scheme the proposed of impact As the cumulative a strategic through be understood can only it is necessary the impact, of understanding of the impacts the predicted examine firstly to the phases for and operational construction area the local as this will inform alignment, full of extent the true understand fully To impact. the assessment is, impact, the transportation The first tier manner. in a two presented therefore, and the impact of nature the strategic tier presents impact. the localised the second tier presents proposed scheme are described for Area MN107. Area for described are scheme proposed arising out of the construction and operation of the the of operation and construction the of out arising vehicular, pedestrian and cycling traffic and safety safety and traffic cycling and pedestrian vehicular, impact of the proposed scheme. The impacts on on impacts The scheme. proposed the of impact This chapter of the EIS examines the transportation transportation the examines EIS the of chapter This ategic Mitigation Methodology; Mitigation ategic Predicted Strategic Impact; Strategic Predicted Further Mitigation; Strategic Impact; Area Local Predicted Measures. Further Mitigation Local Impact Assessment Criteria; Impact Str

- - - - Stage 3 is the localised impact assessment on all assessment impact the localised 3 is Stage impact the predicted presents which users road A area. study each within scheme the proposed of study each for is presented assessment area local the construction of severity identify the to area is assessment A detailed impact. and operational movements, traffic on general impact made on the transport services, public access requirements, and on the environment and cycling the pedestrian traffic HGV and background construction of impact specific mitigation Further area area. on each mitigation the strategic by covered not measures, the impact address to presented are methodology, when all mitigation Finally, area. on the local residual the been considered have measures identified. are basis area on a local impacts transportation of Structure 7.1.2 assessment section is assessment section The transportation follows: as structured - - The strategic mitigation measures are needed to to needed are measures mitigation The strategic for minimised are impacts transportation ensure alignment proposed the throughout users all road phases. and operational construction during both additional further level, area by On an area cover to will be required measures mitigation addressed not impacts transportation localised measures. mitigation strategic within the methodology assessment Transportation 7.1.1 the transportation illustrates below, 7.1, Figure the of The stages assessment methodology. as follows: methodology are Assessment is the Impact the process 1 of Stage against the parameters defines which Criteria These criteria is measured. the impact which and practice best international from derived were of A categorisation guidelines. standard industry the impacts which against established was effects the proposed of and operation the construction of and be assessed on a strategic could scheme the Strategic both inform These criteria level. local by and the Area Alignment the Full Assessment of Assessment. Impact Area the Full of Assessment 2 is the Strategic Stage a comprehensive Within this stage Alignment. Methodology developed Mitigation was Strategic is to which the aim of alignment, the full for will that principles management traffic establish will scheme the proposed of the impact that ensure The predicted as possible. be minimised as much statistics, on traffic then focuses impact strategic time journey re-distribution, and change flow traffic the demonstrate to in order and speed differences and operation. construction of impacts predicted for recommendations this assessment, Following are measures further mitigation a series of of the reduce the severity to identified in order impact. construction process assessment impact impact Transportation Transportation Chapter 7 7.1 Figure Page 68 Human Beings: Traffic Page 69 , 2000, 2000, , ditional mitigation ditional mitigation tential impacts impacts tential ted impacts for the for impacts ted ransports ‘Design ransports tection Agency’s Agency’s tection tion activities and tion activities o f the po f the ad vironmental Management Management vironmental thodology; f mitigation measures to to measures f mitigation measures f further mitigation or vehicular, pedestrian and pedestrian or vehicular, tion me opment o opment o construction duration; construction Construc cyclist traffic; traffic; cyclist o An understanding ‘Guidelines on the information to be contained to ‘Guidelines on the information and (2002)’ Statements Impact in Environmental Practice; on Current Note Advice Capacity Manual The US Highway The Environmental Pr The Environmental generated by the proposed scheme; the proposed by generated A devel impact.residual construc Sequence of compound locations. Construction minimise the impact generated by the proposed the proposed by generated minimise the impact and the construction during both scheme phases; operational of predic An identification stages; and operational construction A devel measures); remedial (or o An understanding providing advice on measuring pedestrian on measuring pedestrian advice providing for or service parameters and level impact movement; pedestrian T The UK Department of Volume (DRMB and Bridges’ Roads Manual for the advice for comprehensive offers 11) which schemes; major road assessment of staged En of The Institute Traffic and Assessment (IEMA) – Guidelines for Assessment (1994). Impact f collection Data

- - - 7.2.2 General assessment criteria used used criteria assessment General 7.2.2 assessment the transport for the assessment of the for used The criteria on EIS advice from based are scheme proposed guidelines. practice best standard industry is benchmarked the assessment Furthermore, assessments undertaken EIS previous against best that ensure to and internationally in Ireland this for The sources has been maintained. practice as follows: advice are - - influencing the transport factors Additionally, phase assessment during the construction include the: ------The advice contained within these documents the assessment of the impact the basis for forms scheme. proposed both the transport assessment for Generally, have should phases and operational construction the following: for regard - criteria t on Vehicular, Vehicular, t on y; f Impac tion of Effects; tion of assesssment al Assessment Criteria used for the used for al Assessment Criteria orisa Transport Assessment; Transport Categ Data sources used; sources Data Gener Pedestrian and Cyclist Traffic and Safety. and Safety. Traffic and Cyclist Pedestrian Impact on Pedestrian and Cyclist Amenities; and Cyclist on Pedestrian Impact and on Pedestrians Severance of Impact Cyclists; o Consideration Impact on Vehicular Traffic (Vehicular Traffic can Traffic (Vehicular Traffic Vehicular on Impact modes using be classified as all mechanised Vehicles, Light Car, including: network the road Taxis); Buses and Vehicles, Goods Heavy Dela Driver for Criteria

- The Impact Assessment Criteria are based are Criteria Assessment The Impact sources. contained in EIS guidance on advice the are important most Among the references ‘Guidelines on Agency’s Protection Environmental contained in Environmental be to the information and the UK Department (2002)’, Statements Impact and Roads ‘Design Manual for Transport’s of offers 11) which Volume (DRMB Bridges’ assessment the staged advice for comprehensive on the information Detailed schemes. major road of ‘scope’ engineering design is used to developing and vehicular to issues relating key the potential Assessment Criteria The Impact traffic. pedestrian as follows: categorised are - - 7.2 Impact 7.2 7.2.1.2 Accident data Accident 7.2.1.2 with traffic Síochána RPA An Garda has provided the from is derived in itself which accident data the for database, Accident Authority Roads National relates which information, This period 2002-2006. the from is derived injury accidents, personal to categorises which reporting system Garda national accidents as fatal/serious/minor. 7.2.1.1 Traffic data (vehicle flows) (vehicle data Traffic 7.2.1.1 for the data traffic of The principal source Model Traffic North assessment is the Metro for specifically model developed a traffic (MNTM), of impact related the traffic assessing the task of and construction both for scheme the proposed This has been supplemented years. operational counts link and junction individual traffic by Agency Procurement the Railway undertaken by also counts have and cycle Pedestrian (RPA). in the city areas in sensitive been collected and Swords. centre 7.2.1 Data sources Data 7.2.1 pedestrian for data of The principal sources for and for accidents, traffic, and vehicular as follows: modelling are transportation - - - - - e areas where where e areas y sensitiv 2 Any other specificall other Any traffic flows will increase. (Specifically sensitive sensitive (Specifically will increase. flows traffic include accident blackspots, would areas with high links hospitals, areas, conservation etc.). flows pedestrian

- The determination of significance rating for all rating significance of The determination are They below. in the table is defined users road Severe or Moderate Slight, into broadly categorised significance Further additional 7.1). Table (see in and cyclists pedestrians for provided are ratings 7.2.6. Section The following table further outlines the criteria for for further outlines the criteria table The following flows. in traffic increases of classifying the impact t; 1 f the impac t (the geographical area area t (the geographical Traffic flow increases directly attributable to the proposed scheme of less than 10% of scheme proposed to the attributable directly increases flow Traffic effects. significant potential any rise to give to likely considered not are road link any as this is defined For accidents, areas. sensitive in specifically effects available. is data for which year period five than 15 accidents in the last with more than 30% of more scheme proposed to the attributable directly increases flow Traffic effects. significant potentially rise to give to likely considered are Description being of be capable should and large, by those which, are impacts ‘Slight’ planning. design and construction in the detailed out’ ‘designed typically are that effects ‘slight’ many generate will activity construction In particular, measures management traffic with suitable and can be remedied shortof duration and footways. bridges temporary of and the provision or the sensitivity on their intensity depending those which, are impacts ‘Moderate’ be should effect, the of or the duration activity or pedestrian vehicular to location of themselves. as severe rank do not but which in an assessment, recorded duration, long or of residual are that impacts to equates level ‘Severe’ The population. a substantial affecting a high magnitude and/or of s where traffic flows will increase will increase flows traffic s where f the impac by more than 30% (or the number of heavy heavy the number of than 30% (or more by than 30%). more by will increase vehicles goods and size of population affected); population of and size o and complexity The magnitude The probability of the impact; of The probability and reversibility frequency The duration, the impact. of Highway link Highway The extent o The extent Adapted from The Environmental Protection Agency’s ‘Guidelines on the information to be contained in to ‘Guidelines on the information Agency’s Protection The Environmental from Adapted Adapted from The Environmental Protection Agency’s ‘Guidelines on the information to be contained in to ‘Guidelines on the information Agency’s Protection The Environmental from Adapted

2 Table 7.2 Categorisation of impact significance for vehicular traffic for significance impact of Categorisation 7.2 Table Increases Flow Traffic <10% 30%10% to to significant rise to give considered are only to 30% of 10% increases flow Traffic >30% 1 Table 7.1 Categorisation of impact significance impact of Categorisation 7.1 Table Level Slight Moderate Severe - - - Environmental Impact Statements (2002)’ and Advice Note on Current Practice and The UK Department and Practice on Current Note and Advice (2002)’ Statements Impact Environmental comprehensive offers 11) which Volume (DRMB and Bridges’ Roads ‘Design Manual for Transports of schemes. major road assessment of the staged advice for Environmental Impact Statements (2002)’ and Advice Note on Current Practice and The UK Department of and Practice on Current Note and Advice (2002)’ Statements Impact Environmental advice comprehensive offers 11) which Volume (DRMB and Bridges’ Roads ‘Design Manual for Transports schemes. road major assessment of the staged for 7.2.4 Determination of impact significance significance impact of Determination 7.2.4 traffic on vehicular is impact vehicular traffic of The significance follows: as flow, traffic to changes by determined - 7.2.3 Categorisation of effects of Categorisation 7.2.3 significant is determined impact A transportation criteria: following the to reference by -

Chapter 7 Page 70 Human Beings: Traffic Page 71 d be impacted; 3 way traversed; traversed; way The number of people who woul who people The number of The presence of particularly vulnerable groups groups particularly vulnerable of The presence or the disabled the aged as children, such be impacted. to those likely amongst

Severance can be defined as the sum of divisive of divisive as the sum be defined can Severance community on a impose may a project that effects between movement and access to of in terms workplaces, residences, as such locations community schools, areas, commercial/retail and community for areas Catchment etc. facilities, reference by can be established facilities religious of the The significance parish boundaries. to the to with regard is determined impact severance following: - - cyclist and of pedestrian rating The significance the to reference by determined is primarily impact table. following o be climbed or a sub ts listed under ‘slight’; under ts listed ade crossing of a road with >16,000 AADT; with >16,000 a road of ade crossing ade crossing of a road with <8000 Annual with <8000 Annual a road of ade crossing t-gr t-gr f the impac Pedestrian at-grade crossing of a road with between 8,000 and 16,000 AADT; 8,000 and 16,000 AADT; with between a road of crossing at-grade Pedestrian 250m by will be increased 500mJourneys to a Pedestrian 500m; over of journeys of in length An increase under slight; listed the hindrances of or more Three under moderate. listed the hindrances of or more Two Two o Two A new bridge will need t bridge A new Average Daily Traffic – AADT); Traffic Daily Average Pedestrian a Pedestrian Increases in pedestrian journeys of at least 250m least at of journeys in pedestrian Increases - sufficient an extent to making trips from be deterred to likely are People example: for their habits, of induce a re-organisation to ------In general the current journey pattern is likely to be maintained, be maintained, to is likely pattern journey the current In general example: for movement, to be some hindrance will probably but there - Some residents, particularly children and elderly people are likely to be dissuaded to likely are people and elderly particularly children Some residents, example: for making trips, from - - ed to be a decrease in link be a decrease ed to ed to be a increase in journey in journey be a increase ed to t t terial’ levels of pedestrians; pedestrians; of levels terial’ edicted to be a increase in total traffic traffic total in increase a be to edicted ‘ma pr flow of more than 30% and the increase is more is more than 30% and the increase of more flow per day; than 40 movements are There speeds of more than 5kph; more speeds of is predic there The sensitivity of the area is ‘high’ (e.g. (e.g. ‘high’ is the area The sensitivity of community facility). major area, conservation There is There length of 500m. 500m. of length there is predic there Adapted from The UK Department of Transports ‘Design Manual for Roads and Bridges’ (DRMB Volume 11) Volume (DRMB and Bridges’ Roads ‘Design Manual for Transports The UK Department of from Adapted

Severe Severe 3 Table 7.3 Categorisation of impact significance for pedestrians and cyclists and for pedestrians significance impact of Categorisation 7.3 Table Impact of Extent Slight Description - - Moderate - on pedestrians and cyclists and cyclists on pedestrians cyclist and of pedestrian The significance by determined is primarily impact movement criteria: the following to reference - 7.2.6 Determination of impact significance significance impact of Determination 7.2.6 which offers comprehensive advice for the staged assessment of major road schemes. major road assessment of the staged advice for comprehensive offers which on driver delay on driver for significance impact of A further determination which delay on driver effect is the traffic vehicular where: exist to is deemed - 7.2.5 Determination of impact significance significance impact of Determination 7.2.5 y y ); astructure and services; astructure ws (AM Peak 08:00 09:00) (AM Peak to ws 08:00 09:00) (AM Peak ws to ws (Off-Peak 14:00 to 15:00) 14:00 to (Off-Peak ws o o o hanges; t infr cle facilities – cycle lane provision lane provision – cycle facilities cle y ork c methodolog mitigation trategic extracted from the MNTM; from extracted transpor Public the MNTM; from extracted fl traffic Modelled Construction vehicle routes and volumes – peak – peak volumes and routes vehicle Construction each occur at movements vehicle construction simultaneously. stop fl traffic Modelled Access and servicing requirements and servicing requirements Access Traffic management alterations; management Traffic transport infrastructure; Public – pedestrian facilities pedestrian of Details etc; locations, crossing bridges, c of Details parking; and cycle (MID / Disabled Mobility Impaired Pedestrian and cyclists; and cyclists; Pedestrian (MID); / Disabled Mobility Impaired and servicing requirements. Access fl traffic Modelled the MNTM; from extracted netw Road

7.3 S 7.3 Introduction 7.3.1 the basis for MethodologyThis Mitigation forms mitigation of set a comprehensive developing by generated minimise the impacts to measures construction during both scheme the proposed are measures Mitigation phases. and operational deemed are that impacts adverse any for defined to significance prior or greater Moderate be of to is needed mitigation which to The extent mitigation. increases. the impact of as the severity increases - - - and vehicular on the impact of The assessment seven of the for each and safety, traffic pedestrian the following: to regard out with is carried areas, ------phase Operational and on vehicular impact The assessment of during the opening and safety traffic pedestrian of each for (2029), year (2014) and forecast year the to out with regard is carried areas, the seven inputs: following - - tion that will have will have tion that astructure and services; astructure ategy – maximum length of of ategy – maximum length t infr ows at locations along the full the full along locations at ows es including infrastructure/road es including infrastructure/road hang tion Str affic fl ccident history along the full length of the of length the full along ccident history the most Severe impact at key junctions junctions key at impact Severe the most occur concurrently; c Network alignment; transpor Public time that specific areas will be affected; specific areas time that closures/ prohibited turning movements and turning movements prohibited closures/ implemented; are restrictions traffic other Construc Pedestrian counts in areas of high pedestrian high pedestrian of counts in areas Pedestrian concentrations; counts; Cyclist A alignment.proposed construc The phases of All day tr day All

------phase Construction phase will include utilities The construction their by which, and enabling works, diversions localised have and will short of duration are nature This phase also will be mitigated. which impacts the for works includes the main construction and duration longer of are which scheme, proposed the along impact greater a potentially have which assessment The scheme. proposed the of length full works. main construction the considers therefore modelling and assumptions traffic and transport The conservative a represent undertaken assessment be will that conditions traffic likely the of view the of phase construction the during experienced each at phase construction The scheme. proposed location) stop or junction road a (at site construction potentially most the have to considered is that reality In modelled. was traffic on impact significant the have that site each for phases construction the are movement traffic on impact significant most ensure to However tandem. in occur to unlikely very that ensure to and assessment traffic robust a underestimated not are requirements mitigation case worst examine to essential as viewed was it of purposes the For scenario. impact construction worst construction, during impact the assessing construction The assumed. are scenarios case follows: as are assumptions - 7.2.7.1 Baseline environment 7.2.7.1 number large a penetrates scheme The proposed These environments. different with very areas of network, the road of vary in terms environments movements traffic of concentration the existing cars, (i.e. traffic that up of make and the existing buses). cyclists, pedestrians, traffic and pedestrian vehicular The assessment of is carried areas, the seven of each for and safety, inputs: the following to out with regard - 7.2.7 Consideration of impact on vehicular, on vehicular, impact of Consideration 7.2.7 and safety traffic and cyclist pedestrian

Chapter 7 Page 72 Human Beings: Traffic Page 73 .g. when the .g. es – e emedial Measures – e.g. adjustment adjustment – e.g. emedial Measures egic R lised Reduction Measures – e.g. reduce the the reduce e.g. – Measures Reduction lised tegic Reduction Measures – e.g. introduction introduction e.g. – Measures Reduction tegic a of the Scheme Traffic Management Plan prior to prior Plan Management Traffic Scheme the of scheme; proposed the of construction Strat Stra of traffic signals to improve traffic flow; traffic to improve signals traffic of Loc footpath; a maintain to order in area construction Measur Remedial Localised resulting the footpath covers area construction will be lessened impact then the in its closure, footpath. widening the opposite by

- 7.3.1.2 Categorisation of mitigation measures mitigation of Categorisation 7.3.1.2 the central Guidelines, the EPA to According Assessment Impact Environmental the purpose of effects/ adverse significant identify potentially is to propose and to stage pre-consent the at impacts impacts. such or ameliorate mitigate to measures impact for strategies established two are There this assessment, used for are which mitigation The measures. and remedial reduction namely is measures these two between difference below: given the examples by highlighted - - - occurs mitigation reduction strategic In general, are measures remedial while construction, before an on-going on during construction implemented remedial by achieved is mainly Mitigation basis. can be put in place which measures i.e. measures on scheme the proposed of the impacts negate to the environment. is users road all of Maintaining the safety during the construction the primary objective and is being considered scheme; the proposed of for recommendations of in the preparation measures. mitigation the of limit the impact successfully to In order a number period on the environment, construction outlined as required, are measures mitigation key of sections. in the following measures mitigation construction Strategic 7.3.2 during the construction required The mitigation will be substantial. scheme the proposed phase of and its scheme the proposed of the scale Due to it is important to impact, construction associated Methodology Mitigation an overarching develop scheme. the proposed alignment of the full covering traffic establish the methodologyThe aim of is to the that will ensure that principles management will scheme the proposed of impact construction possible. extent the greatest be minimised to Methodology the Mitigation of The principles As part of the contractor. by to be adhered must Methodology, the Mitigation of the development were guidelines practice best international of list a comprehensive produce to reviewed of set and an associated objectives mitigation to can be applied which measures mitigation outlined below. These are them. achieve . ney times. ney

s eet car parks; eet evels of on-street on-street of evels tr ed/disabled (MID) (MID) ed/disabled trian and ent delivery ent delivery ent taxi ent taxi ent l ent conditions on bus ent car jour ent emergency services ent emergency r r r onment for pedestrian pedestrian onment for y service access to all y service access to enc f construction works; f construction ull mobility impair mise impact on current bus service coverage; service bus current on impact mise ths for turnaround of buses at the end of the end of buses at of turnaround ths for Maintain emerg Maintain a safe envir Maintain a safe arrangements for affected businesses; businesses; affected for arrangements Minimise impact on cur Minimise impact compliance for all facilities. compliance for Minimise impact on cur Minimise impact Ensure f Ensure buildings in the vicinity of construction works; construction of in the vicinity buildings and cyclist movement in the vicinity of each each in the vicinity of movement and cyclist site; construction service coverage; Minimise impact on curr Minimise impact Minimise impact on current bus stop facilities; bus stop on current Minimise impact times; bus journey on current Minimise impact garages bus between routes on impact Minimise and termini; on curr Minimise impact pa Minimise impact on taxi passenger Minimise impact cycle networks. cycle their routes. Mini Minimise impact on quality of access/egress to to access/egress on quality of Minimise impact parks; car off-street on curr Minimise impact Minimise impact to pedes to Minimise impact times. journey car parking provision; all off-s Maintain access to Minimise impact to cur to Minimise impact Maintain pedestrian access to all buildings in all buildings to access Maintain pedestrian the vicinity o

- - - - - 7.3.1.1 Mitigation objectives Mitigation 7.3.1.1 of phase the construction that As it is anticipated impact a greater will have scheme the proposed has emphasis greater a phase, than the operational objectives, mitigation on construction been placed the operational to applicable also are although may phase. and HGV vehicles Light - Emergency vehicles vehicles Emergency - Taxis Taxis - Buses - - - Pedestrians and cyclists and cyclists Pedestrians - - Mobility impaired - - - - - ementation ementation ement impl eas, such as the city centre, as the city centre, such eas, t controls and regulations and regulations t controls e ar tric outes will be maintained outes amps across trenches may may trenches amps across ticable, construction work requiring requiring work construction ticable, tion vehicles routes have been have routes tion vehicles ary r uc trian r native arrangements will be provided if will be provided arrangements native To ensure a coordinated response to the to response a coordinated ensure To will be frequent there activities, construction and information with, communication parties (i.e. interested between exchanged Authority, Roads National Councils, Local etc); Commerce, Chamber of Local manag traffic All measures will be discussed and agreed with be discussed and agreed will measures An Garda authorities, roads the relevant Síochána as the such agencies and other as required. Authority Roads National er

Constr throughout the construction period, either period, the construction throughout where site, the construction through or around public will not the general to risks safety activity; construction of as a result increase sensitiv In very road closures are unavoidable i.e. diversions, diversions, i.e. unavoidable are closures road and access traffic for strategies signage traffic; through the designated access and pedestrian routes routes access and pedestrian the designated particularly sites, the construction around not must lines, the hording along and/or at pedestrians. by as uninviting be perceived therefore, the sites, around The environment pedestrians that ensure will be designed to and a safe entering are they feel and cyclists that This will ensure environment. accessible the businesses and shops adjacent to to impact is minimised. areas works Alt at the entrance/exits of sites for construction construction for sites of the entrance/exits at other of the safety ensure to in order vehicles users. road prac Where the movements facilitate to be provided traffic. diverted of Pedes short term disruption and road closures will be closures road and short disruption term minimise their impact, times that undertaken at planning with the relevant and will be agreed authority; and roads Tempor identified to direct construction traffic onto onto traffic construction to direct identified minimise the negative to and roads, suitable on the traffic HGV increased of effects environment; will be s There - -

- 7.3.2.2 Remedial measures (construction phase) (construction measures Remedial 7.3.2.2 on the effects significant adverse Where will be the impact identified, are environment undertaking works. remedial by limited – general measures Remedial - Reduction measures – general traffic traffic – general measures Reduction - and cyclists – pedestrians measures Reduction - - Reduction measures – construction traffic traffic – construction measures Reduction - - uction uction tr h affic ed before ed before tion measures tion measures e tr ogramme, including ogramme, A representatives of works works of A representatives the of A representatives al mitiga tion pr y RP y RP tion of the proposed scheme will lead will lead scheme the proposed tion of uc truction phase, the necessary enabling the necessary phase, truction The envisaged city centr The envisaged closures, plan (road management general for routes diversionary designated locations, stop routings and bus new traffic, taxi rank new access arrangements, new and cycling and pedestrian locations infrastructure); requir The enabling works required to minimise the disruption; to required construction work commences and the work construction timeframe; associated The construc timeframe, construction vehicle routes, routes, vehicle construction timeframe, areas; and works hours working gener The other

to some level of disruption throughout the the throughout disruption of some level to measures mitigating number of A area. study of impacts the address to been proposed have will minimise which phase, the construction in the area activity general to hindrance be period to the construction allowing while Appropriate as is feasible. as fast progressed mitigate place to will be put in measures safety the general to risks safety any in general management traffic of A scheme public. traffic manage to will be adopted measures will this scheme of Development impacts. with all relevant consultation on-going involve Council, including Dublin City stakeholders the Dublin Dublin Bus, Fingal County Council, An Garda Síochána, Office, Transportation City Dublin Commerce, Dublin Chamber of etc; Association, Business Constr phase, a comprehensive publicity campaign a comprehensive phase, This campaign will be launched place. will take and press and national the local through TV and will and the internet radio, through the of the progress on updates provide phases and on further mitigation construction be needed during the course may that measures the Overall, programme. the construction of the campaign will inform public information on: public general - - by the utility companies and their contractors; the utility companies and by b Co-ordination contractor; the infrastructure of works the cons the commencement of Prior to works will be implemented. These will primarily These will primarily will be implemented. works and works road additional of the form take changes; signal traffic b Co-ordination Prior to the commencement of eac the commencement of Prior to cons - -

- - - - 7.3.2.1 Reduction measures (construction phase) phase) (construction measures Reduction 7.3.2.1 – general measures Reduction -

Chapter 7 Page 74 Human Beings: Traffic Page 75

acilities will een the evel of service cannot be service cannot of evel trian crossing facilities facilities trian crossing ting l thways and cycle tracks will be tracks and cycle thways t selected locations, subject to to subject locations, t selected ed stops, bus and car interchange bus and car interchange ed stops, amps / lifts will be provided at each each at amps / lifts will be provided t t stops and Park & Ride facilities. & Ride facilities. and Park t stops ed a oposed pedes able parking and storage facilities for for facilities storage and parking able oduced a t At designa At Temporary pa Temporary agreement with the relevant roads authority. roads with the relevant agreement pr All installed will incorporate audio/tactile units to units to audio/tactile will incorporate installed persons; mobility and visual impaired facilitate facilities will be provided; facilities will be Enhanced bus priority facilities intr installed where appropriate and provision will and provision appropriate where installed the mobility access for ensure be made to is maintained; impaired be increased in the immediate vicinity of stops stops vicinity of in the immediate be increased appropriate; where access betw Sufficient pedestrian Bus stops affected by the construction of the of the construction by affected Bus stops relocated be temporarily will scheme, proposed and passengers of the safety ensure to in order services. of operation the continued drop-off points and the stops will be provided will be provided points and the stops drop-off appropriate; where Sui locations prominent in provided be will bicycles use. public for facilities Ride & Park and Stops at stop platform to enable access for mobility access for enable to platform stop persons; / disabled impaired compliance will be / disabled Mobility impaired ensur maintained in the vicinity of the construction the construction of maintained in the vicinity designated, will be route an alternative sites, and be signed and be safe visible, be clearly the for cater to service required of the level have demand. pedestrian f crossing pedestrian The number of Adequate r Adequate Where the exis Where

- - and cyclists – pedestrians measures Remedial - - – public transport measures Reduction - Reduction measures – mobility impaired – mobility impaired measures Reduction - - 7.3.3 Strategic operational mitigation measures mitigation operational Strategic 7.3.3 scheme the proposed phase, During its operational on traffic. impact beneficial an overall will have in increases be localised however, may, There with associated stop each volumes around traffic and drop & Ride, Park activity, pedestrian increased facilities. off Methodology Mitigation is the Strategic The aim of will that principles management traffic establish to the proposed of impact the operational that ensure as possible. as much will be minimised scheme phase) (operational measures Reduction 7.3.3.1 and cyclists – pedestrians measures Reduction authority road the relevant of agreement to Subject the necessary, where Síochána, and An Garda will be implemented: measures following - - - - elevant elevant eaning will be el via el via om the r es will be reduced es will be reduced oad cl tential for additional additional for tential out yee vehicles travelling to to travelling vehicles yee ocedures and fencing and fencing ocedures o ow and minimise delay, the and minimise delay, ow ty pr tatement of road surfaces surfaces road of tatement affic fl o 30kph; ting workers to site via car pools site to ting workers eins ement and po tion vehicles will be sheeted to ensure ensure to will be sheeted tion vehicles ge on site; on ge a uc anspor ign educed t ning of any proposed diversions and diversions proposed any ning of and mini-buses from designated collection collection designated and mini-buses from stations as Luas and DART points (such locations); appropriate or other subsidised trav Offering Car sharing; Tr Continuous updates on construction progress progress construction on updates Continuous media. external and website project the on 80kph r on all other 50kph will be in the city centre speed limit r public transport. S to 50kph.to ar

Constr introduction of traffic management measures measures management traffic of introduction with the road as agreed will be implemented including Síochána, and An Garda authority and loading turning of movements, prohibitions of traffic reconfiguration restrictions, waiting signals etc. The requir To maintain tr maintain To mitigation measures to facilitate enhanced enhanced facilitate to measures mitigation the corridor along public transport operations public to car from a transfer encourage to transport will be examined; loss of material is minimised; material of loss The Dublin City Council urban traffic signal signal traffic Council urban City The Dublin the flow optimise used to will be system control mitigate to routes the diversion along traffic of be otherwise would which delay queuing and affect This may periods. during peak expected pedestrians; to time afforded green of the level fr be sought will Agreement - and from construction sites on a daily basis will on a daily sites construction and from through: be limited - - around trenches at all times in order to ensure ensure to all times in order at trenches around users. road of the safety - r Temporary - road authority and An Garda Síochána the Garda and An for authority road speed limits on roads stricter of introduction the ensure to sites construction adjacent to users: all road of safety - provided at work sites, as required; sites, work at provided empl of The numbers disruption through: disruption - The public will be provided with advanced The public will be provided w and MIDs cyclists pedestrians, facilitate to will be provided; will be safe There Wheel wash facilities or r facilities Wheel wash

- - Remedial measures – construction traffic traffic – construction measures Remedial - - Remedial measures – public transport – public transport measures Remedial - - Remedial measures – general traffic traffic – general measures Remedial - - - -

7.4.2.1 Construction phase Construction 7.4.2.1 the by created largely is impact construction The city the in particularly stops, the of construction and Bridge O’Connell Green, Stephen’s St. at centre reduced be will capacity road where Square Parnell stops these of construction The substantially. for removed be to space road of areas large requires Westmoreland at example, (for time of periods long severely will which East) Square Parnell and Street road all for available capacity operating the reduce and cut as such activity, construction Other users. construction and Ballymun through tunnelling, cover Swords in R132 the along junctions through activity all for limitations capacity further create will along areas all In areas. these in travel to modes appropriate scheme, proposed the of alignment the required. are measures mitigation sites construction schemes proposed the of Each removal spoil of levels substantial generate also will on impact will which vehicles construction and The network. road strategic and local the both (and sites construction the all of impact cumulative vehicles construction of number associated the the throughout movement traffic on generated) proposed routes The assessed. been has Area Dublin are activity vehicle construction facilitate to 2. of 2 Book 3, Volume I, Annex in illustrated impact site the construction of The combination a creates activity vehicle and the construction to required is significant mitigation were situation within the transport environment a workable create and also in areas alignment the proposed vicinity of the avoid completely to re-distribute vehicles where sites. construction phase Operational 7.4.2.2 scheme the proposed phase of The operational as impact beneficial overall a substantial will have and cycling within its walking, people it will allow (and those who can catchment bus interchange Belinstown, at & Ride facilities the Park of avail use a high to Stops) and Fosterstown Dardistown Furthermore, quality public transport service. on the traffic vehicular phase, during its operational as some will be reduced network road surrounding will use driven have otherwise who would people It is scheme. the proposed by the service provided will remove scheme the proposed that estimated the road from 5,000 cars up to of in the region in the morning peak period (07.00-09.00), network, mode of phase as a result during its operational scheme. the proposed car to shift from

e Signs will be located at at be located e Signs will te signage will be installed to advise to will be installed signage te stem will be used to optimise the flow the flow optimise be used to will stem y e Messag opria Appr appropriate locations to advise motorists advise motorists to locations appropriate the Park to access routes on appropriate car park available and on & Ride sites, site; the capacity at Variabl pedestrians of appropriate crossing locations locations crossing appropriate of pedestrians stop. each to and access routes The Dublin City Council urban traffic signal urban traffic The Dublin City Council s control of traffic along the routes, particularly during routes, the along traffic of of reduce the impact to times, peak traffic phase. the operational during queuing and delay

impact strategic Predicted 7.4 Introduction 7.4.1 and a local both will have scheme The proposed the of The scale users. on all road impact strategic construction its anticipated scheme, proposed operational and the envisaged footprint impact will be a significant there means that benefits construction during both impact predicted will either be There phases. and operational from away re-assignment vehicular considerable during is taking place or, construction where roads in car numbers reductions phase, its operational the of impact The cumulative area. within the study a through be understood can only scheme proposed the impact. of understanding strategic impact strategic the predicted of Source 7.4.2 distinct very two will have scheme The proposed have phase could The construction phases. impact road users, on all impacts significant negative of the introduction through will be limited which phase During the operational measures. mitigation significant very will have scheme the proposed managing and Understanding, impacts. beneficial the construction by generated the impact reducing particular is of scheme the proposed phase of can traffic general that importance ensure to vulnerable speeds and that reasonable at move manner around in a safe move can users road phase, In its operational sites. the construction of is impact traffic the strategic understanding will scheme importancelesser as the proposed traffic. of the level reduce generally - Remedial measures – pedestrian and cyclists and cyclists – pedestrian measures Remedial - 7.3.3.2 Remedial measures (operational phase) (operational measures Remedial 7.3.3.2 traffic – general measures Remedial -

Chapter 7 Page 76 Human Beings: Traffic Page 77 ost to queuing – This statistic This statistic – queuing to ost e Bus Speeds – This statistic represents represents This statistic e Bus Speeds – ag age Speed – This statistics represents the the represents statistics This – Speed age el distance – This statistic relates to to relates This statistic – el distance v the average bus speed across the road network. network. the road bus speed across the average in kilometres are measurement The units of per hour (kph); l Bus kilometres Travel Time – This statistic relates to the time the to relates statistic This Time – Travel period. modelled within the travelling spent hours. in pcu are measurement of The units Tra average speed across the road network. The units units The network. road the across speed average (kph). hour per kilometres in are measurement of Aver to lost on the kilometres information provides The buses. hour for in the modelled congestion hours. in kilometre are measurement units of the distance travelled by vehicles across the the across vehicles by travelled the distance The units period. modelled within the GDA pcu kilometres. in are measurement of Aver

- - - For bus movement assessment: movement bus For - the to indicators good provide These statistics and, network the road of performance overall and presenting of way useful a very are therefore, predicted strategic the overall understanding both during scheme the proposed of impact The statistics phases. and operational construction hour (08.00-09.00) the AM Peak for presented are a heavily as this time period represents only or positive and negative network road congested can be scheme the proposed by generated impacts identified. clearly impact construction strategic Predicted 7.4.4 has been impact strategic The predicted case scenario based on the worst determined with local but measures, without mitigation in place. measures diversionary impact modelled the strategic shows 7.4 Table during its construction scheme the proposed of time spent travelling queuing, In general, phase. of as a result increase would travelled and distance increase Queuing would activities. the construction by increasing 22% with time spent travelling over by of The time spent queuing as proportion 15%. over 27% 24% to from increase time would travel overall phase. the construction of as a result distance time and travel in travel The increase there measures without mitigation that indicates vehicles of re-routing be considerable would avoid try to as drivers the network through on parallel impact This would areas. construction and congestion. further delay to contributing routes the network across travel speed for The average 3kph. of a reduction 11%, over by deteriorate would on impact the strategic Based on these statistics, during the construction network the city wide road without the proposed be Severe phase would measures. mitigation - es on a number es on a number tic relates to the time to tic relates ation speeds and speeds and ation tistics for the full Greater Greater the full for tistics w plots representing traffic traffic representing w plots o ta egic Bus oper spent in congestion within the modelled period. period. within the modelled spent in congestion Car in Passenger are measurement The units of Unit (pcu) hours. Dublin Area for average network speed, queuing, queuing, speed, network average for Dublin Area and time travelled; travelled distance fl traffic General General traffic s traffic General Queuing – This statis Queuing – of key routes that will be affected by the by will be affected that routes key of scheme; proposed Strat queuing statistics. changes between the do-minimum and do- the do-minimum between changes within roads on strategic scenarios something the Dublin Area; time and speed chang Journey

- strategic impact strategic catchment and length scheme’s the proposed Given movement on traffic a city wide impact it will have phases. and operational during its construction to assess adopted modelling process The traffic that ensures scheme the proposed of the impact understood are impacts and strategic local both Furthermore, tested. measures and mitigation during its scheme the proposed of the impact over beneficial more phase will become operational 21 network Transport the of elements time as other with the proposed will connect which built are enhancing accessibility from thereby scheme This will further increase area. within its catchment and continue commuters to its attractiveness scheme’s car use within the proposed reduce to catchment. the proposed of impact assess the strategic To and operational the construction for scheme statistics, modelling traffic phases the following presented: are the MNTM, from extracted - 7.4.3 Assessment of the predicted the predicted Assessment of 7.4.3 During the proposed scheme’s operational phase, phase, operational scheme’s the proposed During pedestrian, additional will generate stops some surrounding the local car trips on bus and cyclist, the situation to when compared infrastructure road of level Some scheme. proposed without the the local that ensure to required is mitigation to is configured stop each around environment and that demand additional the accommodate and in place at are facilities complementary stop. each around 7.4.3.1 Strategic traffic statistics for Greater for Greater statistics traffic Strategic 7.4.3.1 Dublin Area were statistics traffic summary A number of These model. the MNTM traffic from extracted include the following: statistics assessment: traffic vehicular general For - - considered are impacts and cyclist Pedestrian described later. impact, predicted under local - -27% +2.8% -11.1% +252% +15.6% +22.4% % Change % Change 15 22 4,800 25,700 100,200 2,250,000 Do-Something 19 25 In 2029, the statistics show a similar positive positive a similar show the statistics In 2029, scheme the proposed In 2029, as 2014. impact public transportation bigger part a much forms of Transport the full than in 2014 (in 2029, network is assumed). network 21 public transportation in travel the demand for in 2029, Furthermore, higher than in 2014 and, is much the Dublin area highway on the vehicles the number of therefore, This is particularly reflected is greater. network 2014 and 2029 in queuing between in the growth 66,500 in the do-minimum scenarios). 23,400 to (i.e. and distance time spent travelling The queuing, the from all decrease would statistics travelled decrease Queuing would do-minimum scenario. 9% with time spent travelling approximately by speed on the The average 32%. up to by decreasing 3kph. or by 17% in 2029, by increase would network impact the predicted present 7.9 Table and 7.8 Table scheme the proposed phases that the operational speed of the average In 2014, on bus. will have The bus kilometres or 1kph. 6%, by bus increases there In 2029, 21%. by decreases queuing to lost bus in average be a 14% increase to is predicted queuing in to lost Bus kilometres or 2kph. speed, 10%. by decreases 2029, 1,900 86,700 21,000 2,190,000 Do-Minimum Do-Minimum Do-Something

Table 7.5 presents the impact of the proposed the proposed of the impact presents 7.5 Table without public transport mitigation scheme on a city wide impact have This would measures. The phase. construction during the bus movement the city is predicted bus speed throughout average Furthermore, 4kph. of a drop 27%, by decrease to hour is queuing per to lost the bus kilometres as a result 250% over by increase to predicted construction. of Indicator Bus Speed (kph) queuing to lost Bus kilometres per hour The traffic modelling statistics shown above clearly clearly above shown statistics modelling The traffic predicted or city wide, the strategic, that show be Severe phase would the construction of impact transport without the modes of on all vehicular measures. mitigation proposed impact operational strategic Predicted 7.4.5 has been impact strategic The predicted based on the assumed scenario and determined to restored being measures management traffic baseline arrangements. the of impact the strategic present 7.7 Table phase during its operational scheme proposed and the 2014, opening, of the assumed year for impact the operational In 2014, 2029. year, forecast network on the highway scheme the proposed of time and travel The queuing, positive. be very would all decrease would statistics travelled distance the Do-minimum scenario. from substantially with time 21% over by decrease Queuing would The time 9%. over by decreasing spent travelling time travel overall of spent queuing as a proportion result 22% as a direct 25% to from decrease would speed on the The average scheme. the proposed of 2kph. or by 8% in 2014, by increase would network Table 7.5 Strategic construction impact, 2011 (AM peak hour) – bus only 2011 (AM peak hour) – bus only impact, construction Strategic 7.5 Table Table 7.4 Strategic construction impact 2011 (AM peak hour) – general traffic traffic – general hour) (AM peak 2011 impact construction Strategic 7.4 Table Indicator Queuing Statistic (pcu hours) Queuing Statistic (pcu hrs) Time Travel (pcu kilometres) Distance Travel Speed (kph) Average

Chapter 7 Page 78 Human Beings: Traffic Page 79 -3% -9% +6% +8% -21% -21% -20% -10% -32% +14% +17% -9.5% % Change % Change % Change % Change 16 19 21 26 3,700 1,900 60,600 19,400 86,900 117,800 2,510,300 2,250,300 18 18 14 24 4,100 2,300 66,500 23,400 95,200 Traffic flow plots have been extracted from the extracted been have plots flow Traffic 7.2 in Figure presented model and are MNTM traffic in the changes illustrate These plots 7.17. Figure to between areas in Dublin, for different flow, traffic scenarios the do-minimum and the do-something 2011 and the operational year the construction for changes The flow 2014 and 2029 respectively. years bandwidths, coloured of in terms presented are and flow in traffic an increase representing green of the The thickness flow. in traffic blue a decrease of level the proportionate bandwidth demonstrates or the increase the greater the thicker (i.e, change flow). in traffic decrease during construction flow in traffic Changes 7.4.6.1 scheme the proposed of flow traffic the illustrate 7.3 Figure and 7.2 Figure areas. surrounding its and Swords in changes construction the avoid to try would traffic Generally, such roads other the to divert and R132 the on works Swords in Street Main M1. the and R129 R108, the as flow. traffic in increase an experience also would 173,700 3,155,500 2,320,600 Do-Minimum Do-Something Do-Minimum Do-Something Do-Minimum Do-Something Do-Minimum Do-Something

and re-distribution impact the strategic presenting means of Another the comparing is by scheme the proposed of and network on the highway changes flow traffic during will redistribute ascertaining vehicles where phases. and operational construction Travel Time (pcu hrs) Travel (pcu kilometres) Distance Travel Speed (kph) Average Hour) – bus only 2014 (AM Peak impact operational Strategic 7.8 Table changes flow traffic Strategic 7.4.6 Overall, the predicted operational impact of the of impact operational the predicted Overall, In both positive. be very would scheme proposed impacts significant beneficial 2014 and 2029, of in terms network the road to demonstrated are congestion decreasing speed, average increasing and time spent travelled. the distance and reducing to impact beneficial also be a very would There reduces scheme as the proposed bus movement reducing network on the road cars the number of allowing and thereby generally congestion impact The positive freely. more move buses to time over will also grow scheme the proposed of 21 public Transport the of elements as more better allowing come on stream transport network and enhancing accessibility. interchange Criteria Criteria Criteria Criteria Queuing Statistic (pcu hours) Queuing Statistic Bus Speed (kph) queuing per hour to lost Bus kilometres Hour) – bus only 2029 (AM Peak impact operational Strategic 7.9 Table Bus Speed (kph) queuing per hour to lost Bus kilometres Criteria Criteria Criteria Criteria Table 7.6 Strategic operational impact 2014 (AM peak hour) hour) (AM peak 2014 impact operational Strategic 7.6 Table Queuing Statistic (pcu hours) Queuing Statistic (pcu hrs) Time Travel Travel Distance (pcu kilometres) (pcu Distance Travel Average Speed (kph) Average Table 7.7 Strategic operational impact 2029 (AM peak hour) impact operational Strategic 7.7 Table

7.4.6.2 Changes in traffic flow during operation during operation flow in traffic Changes 7.4.6.2 scheme the proposed of the proposed phase of operational During the be a would flow on traffic the impact scheme within the traffic of in the levels reduction general This will be scheme. the proposed by served areas as Swords such areas in outlying pronounced more service is poor public transport existing the were commuting. particularly for and car use is high, the by the city served further into areas In other be use would on car the impact scheme proposed other from transfer would as some users reduced as bus. such public transport modes distribution flow the traffic presents 7.8 Figure opening year the for area Swords the for pattern the R132 Generally, scheme. the proposed of of result as a flow in traffic a reduction experiences flow traffic in The increases scheme. the proposed of a redistribution to on the M1 can be attributed road capacity of increased availing traffic general car the modal shift from by be created would which scheme. proposed the to flow the traffic of a view provides 7.9 Figure Finglas and Glasnevin, in the Ballymun, changes in reductions general are There areas. Drumcondra Ballymun Tunnel, Port M1, on the M50, flow traffic roads other and on many Finglas Road Road, scheme the proposed of area within the catchment corridor. and flow the traffic illustrates 7.10 Figure a from scheme proposed the of impact distribution in traffic reductions are There city wide perspective. on the M50. flow on traffic the impact illustrate and 7.12 7.11 Figure Generally city centre. in the and distribution flow within the city scheme the proposed of the impact would flow traffic reducing of in terms area centre and changes flow the traffic In 2029, be positive. 2014. those of similar to are results distribution these changes illustrate 7.14 and Figure 7.13 Figure the of The impact the city centre. to Swords from in be positive in 2029 would scheme proposed within the flow traffic reducing of terms area. catchment Figure 7.4 illustrates the traffic flow changes across across changes flow traffic the illustrates 7.4 Figure This the M50. of the vicinity within area the Dublin mitigation proposed the without that shows plot reduction a substantial be would there measures Road particularly the Ballymun using in traffic try to would as drivers direction in a southbound Tunnel The Port activities. the construction avoid some for route diversionary an attractive becomes and the south accessing the city centre drivers M50, the upgraded Furthermore, city areas. east distances longer drive to some drivers allow would construction by caused the congestion avoid to activities. would there demonstrates, 7.4 as Figure Generally, of the city on all areas in traffic be some increase road the across redistribute would as traffic and to sites the construction avoid to network time. minimise journey traffic of view detailed a more provides 7.5 Figure Finglas, in the Ballymun, changes distribution traffic Generally, areas. and Drumcondra Glasnevin Road Ballymun the along Southbound travelling as such routes parallel and diverts to reduces Road. and Drumcondra Tunnel Port the N2, view detailed a more provide and 7.6 7.6 Figure in the city centre. changes distribution traffic of there measures mitigation Without the proposed volumes in traffic reductions be substantial would O’Connell Bridge, Green, College on Dame Street, be would There Street. and Nassau O’Connell Street Street, Patrick in northbound on increases traffic and on Street Church Street, Bridge High Street, would increases Southbound traffic Street. Tara Memorial Bridge, Talbot occur on Amiens Street, traffic west East Street. and Lombard City Quay, would on the north movements and south quays Burgh Quay, particularly on Georges also increase House Quay. Custom and Quay Eden Quay, in increases the city experiencing of Other areas and Queen Street include Bridgefoot flow traffic the east. to Road Wall and East the west to Street the of impact In summary the city wide predicted be would routing phase on vehicular construction alternative quicker for look would Drivers extensive. the avoiding in all areas, the city, through routes their journey. complete to sites construction

Chapter 7 Page 80 Human Beings: Traffic Page 81 Figure 7.2 7.2 Figure flow Traffic – do- changes do- minimum vs. 2011 something area) (Swords 7.3 Figure flow Traffic – do- changes do- minimum vs. 2011 something area) (Swords

areas) Drumcondra Drumcondra Finglas/ Glasnevin/ Glasnevin/ (Ballymun/ (Ballymun/ something 2011 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Figure 7.5 7.5 Figure (city wide area) something 2011 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Chapter 7 7.4 Figure Page 82 Human Beings: Traffic Page 83 Figure 7.6 7.6 Figure flow Traffic – do- changes do- minimum vs. 2011 something area) (city centre 7.7 Figure flow Traffic – do- changes do- minimum vs. 2011 something city area) (core Drumcondra area) Drumcondra Finglas/ Glasnevin/ Glasnevin/ (Ballymun/ (Ballymun/ something 2014 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Figure 7.9 7.9 Figure (Swords area) (Swords something 2014 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Chapter 7 7.8 Figure Page 84 Human Beings: Traffic Page 85 Figure 7.10 7.10 Figure flow Traffic – do- changes do- minimum vs. 2014 something (city wide area) 7.11 Figure flow Traffic – do- changes do- minimum vs. 2014 something area) (city centre (Swords area) (Swords something 2029 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Figure 7.13 7.13 Figure (core city area) (core something 2014 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Chapter 7 7.12 Figure Page 86 Human Beings: Traffic Page 87 Figure 7.14 7.14 Figure flow Traffic – do- changes do- minimum vs. 2029 something (Ballymun/ Glasnevin/ Finglas/ area) Drumcondra 7.15 Figure flow Traffic – do- changes do- minimum vs. 2029 something (city wide area) (core city area) (core something 2029 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Figure 7.17 7.17 Figure (city centre area) (city centre something 2029 something minimum vs. do- minimum vs. changes – do- changes Traffic flow flow Traffic Chapter 7 7.16 Figure Page 88 Human Beings: Traffic Page 89 % Change 23.6% 28.1% 3.4% 13.3% 6.5% 4.6% 0.7% 17.1% 3.3% -2.0% -2.8% 5.0% 11.9% 20.1% -6.9% 4.2% 16.8% -7.7% 26m 33s 45m 09s 44m 25s 23m 42s 27m 19s 16m 23s 34m 22s 21m 52s 26m 53s 24m 17s 23m 14s 19m 29s 24m 40s 15m 41s 12m 13s 11m 25s 09m 02s 08m 29s 2011 AM Peak 2011 AM Peak Do-Something (Minutes) 7.4.6.5 Predicted operational impact impact operational Predicted 7.4.6.5 flow on traffic the compare and present 7.12 Table and 7.11 Table do-minimum and the for time statistics journey In and 2029 respectively. 2014 for do-something reduction is a general there years operational both assessed. the routes of on most times in journey include on the note of time reductions Journey and Collins Ave N2, M1, Road, Ballymun R132, the for time assessment The journey Santry Avenue. the the magnitude of illustrates years operational would scheme the proposed that impact positive in the vicinity particularly movement on traffic have the alignment. of 21m 28s 35m 15s 42m 57s 20m 55s 25m 39s 15m 40s 34m 07s 18m 40s 26m 01s 24m 47s 23m 55s 18m 33s 22m 02s 13m 04s 13m 07s 10m 57s 07m 44s 09m 11s 2011 AM Peak 2011 AM Peak Do-minimum (Minutes) Journey times – 2011 do-minimum vs. do-something times – 2011 do-minimum vs. Journey R132 Southbound R132 Northbound Southbound M1/N1 Northbound M1/N1 N2 Southbound N2 Northbound Southbound Road Ballymun Northbound Road Ballymun M50 Southbound M50 Northbound Southbound Santry Ave Northbound Santry Ave Eastbound Collins Ave Westbound Collins Ave Eastbound Ave Griffith Westbound Ave Griffith Southbound Tunnel Port Northbound Tunnel Port Route 7.10 Table 7.4.6.4 Predicted construction impact impact construction Predicted 7.4.6.4 flow on traffic the journey and compares presents 7.10 Table the do-minimum and 2011 for for time statistics is an there Generally scenarios. do-something the routes of times on most in journey increase some measures Without the mitigation assessed. journey considerable experience would routes particularly the R132 through time deterioration, Church Collins Avenue, N2, Road, Ballymun Swords, Street. and Baggot Street time can be classified on journey the impact Overall assessed in on the routes Severe to as Moderate measures. mitigation the proposed the absence of 7.4.6.3 Journey time and speed changes speed changes time and Journey 7.4.6.3 routes key along the predicted demonstrating of A further method the is through scheme the proposed of impact and radial key times along journey of assessment a number for time statistics Journey orbital routes. the of in the vicinity and orbital routes radial key of the from been extracted have scheme proposed for the do-minimum and model MNTM traffic scenarios. do-something 2) illustrates Book 2 of 3, this EIS (Volume I of Annex presented. are these statistics which for the routes Chapter 7 2011 AM Peak 2011 AM Peak Do-minimum Do-Something Route (Minutes) (Minutes) % Change Gardiner Street/Baggott Street 16m 32s 17m 11s 3.9% Southbound Baggott Street/Gardiner Street 34m 04s 40m 54s 20.0% Northbound Church Street/Clanbrassil Street 30m 57s 36m 46s 18.8% Southbound Clanbrassil Street/Church Street 21m 40s 31m 40s 46.1% Northbound North Quays – Heuston to O’Connell Bridge 15m 33s 17m 02s 9.5% South Quays - O’Connell Bridge to Heuston 06m 42s 07m 54s 17.9% South Quays – Georges Quay to O’Connell 14m 02s 08m 58s -36.1% Bridge North Quays – Heuston to North Wall Quay 22m 38s 24m 26s 8.0% South Quays – Georges Quay to Heuston 22m 40s 17m 19s -23.6%

Table 7.11 Journey times – 2014 do-minimum vs. do-something

2014 AM Peak 2014 AM Peak Do-minimum Do-Something Route (Minutes) (Minutes) % Change R132 Southbound 22m 13s 21m 26s -3.6% R132 Northbound 37m 20s 32m 42s -12.4% M1/N1 Southbound 53m 13s 41m 34s -21.9% M1/N1 Northbound 21m 28s 21m 07s -1.7% N2 Southbound 26m 60s 26m 06s -3.3% N2 Northbound 14m 52s 15m 06s 1.6% Ballymun Road Southbound 38m 45s 32m 18s -16.7% Ballymun Road Northbound 17m 28s 17m 37s 0.9% M50 Southbound 27m 49s 26m 29s -4.8% M50 Northbound 25m 29s 27m 25s 7.6% Santry Ave Southbound 14m 42s 13m 32s -7.9% Santry Ave Northbound 19m 53s 17m 31s -11.9% Collins Ave Eastbound 20m 07s 18m 19s -9.0% Collins Ave Westbound 13m 04s 13m 26s 2.9% Griffith Ave Eastbound 11m 05s 10m 54s -1.6% Griffith Ave Westbound 11m 13s 10m 53s -3.0% Port Tunnel Southbound 07m 58s 07m 52s -1.4% Port Tunnel Northbound 08m 34s 08m 37s 0.6% Gardiner Street/Baggott Street 15m 59s 15m 35s -2.5% Southbound Baggott Street/Gardiner Street 35m 11s 35m 35s 1.1% Northbound Church Street/Clanbrassil Street 32m 07s 30m 07s -6.2% Southbound Page 90 Clanbrassil Street/Church Street 18m 38s 17m 21s -6.9% Northbound 2014 AM Peak 2014 AM Peak Traffic Beings: Human Do-minimum Do-Something Route (Minutes) (Minutes) % Change North Quays – Heuston to O’Connell Bridge 18m 04s 17m 07s -5.2% South Quays - O’Connell Bridge to Heuston 06m 32s 06m 38s 1.5% South Quays – Georges Quay to O’Connell 13m 23s 12m 44s -4.8% Bridge North Quays – Heuston to North Wall Quay 24m 56s 24m 08s -3.2% South Quays – Georges Quay to Heuston 21m 46s 21m 03s -3.3%

Table 7.12 Journey times – 2029 do-minimum vs. do-something

2029 AM Peak 2029 AM Peak Do-minimum Do-Something Route (Minutes) (Minutes) % Change R132 Southbound 26m 52s 27m 02s 0.6% R132 Northbound 40m 06s 32m 09s -19.8% M1/N1 Southbound 64m 32s 54m 05s -16.2% M1/N1 Northbound 24m 56s 24m 38s -1.2% N2 Southbound 37m 29s 34m 12s -8.8% N2 Northbound 18m 24s 18m 15s -0.9% Ballymun Road Southbound 49m 55s 45m 04s -9.7% Ballymun Road Northbound 21m 09s 21m 24s 1.2% M50 Southbound 40m 04s 37m 42s -5.9% M50 Northbound 39m 23s 38m 52s -1.3% Santry Ave Southbound 17m 01s 16m 11s -4.9% Santry Ave Northbound 30m 04s 25m 11s -16.2% Collins Ave Eastbound 28m 06s 25m 30s -9.3% Collins Ave Westbound 17m 41s 16m 25s -7.1% Griffith Ave Eastbound 11m 35s 11m 21s -1.9% Griffith Ave Westbound 13m 39s 13m 18s -2.5% Port Tunnel Southbound 10m 33s 09m 56s -5.9% Port Tunnel Northbound 12m 02s 09m 57s -17.2% Gardiner Street/Baggott Street 17m 04s 16m 05s -5.7% Southbound Baggott Street/Gardiner Street 35m 38s 36m 27s 2.3% Northbound Church Street/Clanbrassil Street 35m 06s 35m 45s 1.9% Southbound Clanbrassil Street/Church Street 20m 24s 19m 30s -4.4% Northbound North Quays – Heuston to O’Connell Bridge 16m 58s 18m 28s 8.9% South Quays - O’Connell Bridge to Heuston 07m 05s 07m 25s 4.9% South Quays – Georges Quay 14m 18s 12m 15s -14.3% to O’Connell Bridge North Quays – Heuston to North Wall Quay 24m 29s 26m 05s 6.5% Page 91 South Quays – Georges Quay to Heuston 22m 51s 21m 01s -8.0%

mitigation further trategic

7.5 S 7.5 Introduction 7.5.1 assessment has impact predicted The strategic the of impact construction the city wide that shown measures, without mitigation scheme, proposed the speeds across with average be Severe would mitigation are following The 3kph. city falling the severity reduce to required are that measures impact. the construction of Plan Management Traffic Scheme 7.5.2 negative the mitigate necessary to Measures will scheme the proposed of construction of effects to evolves scheme as the proposed be developed stakeholders with key in consultation construction These authorities. roads as the relevant such Management Traffic in a Scheme will be detailed cyclist, This plan will prioritise pedestrian, Plan. access needs (for public transport and local and residential car parks, multi storey example, will an approach Such properties). commercial phase on the construction of minimise the impact this, facilitate To transport and business activities. divert through the plan to it will be important for This plan is a construction key from away traffic the necessary document within which framework through developed will be measures mitigation This design and construction. of the various stages how works, of programme the proposed will detail throughout can be retained access appropriate traffic negative the potential and how the works impacts) and cyclist (including pedestrian impacts urban a number of with operating associated can be managed. concurrently sites construction in RPA by this plan will be developed Initially, and other authority roads with the consultation is contractor until the PPP stakeholders key will continue contractor Then the PPP appointed. throughout the strategy and implement develop to This plan will be reviewed phase. the construction its for basis during its implementation on a regular and effectiveness. relevance to assess model has been used The MNTM traffic system. SCATS Dublin City Council’s of the impact optimise to is a facility Within the MNTM there This Dublin region. the whole times for signal green through run was programme signal optimisation construction 2011 with scheme the MNTM for below shown are this test of The results assumed. the do- to compared 7.14 Table and 7.13 Table in The results scenarios. minimum and do-something time the signal green reconfiguring by that indicate minimise to will be potential within the city there by the construction generated disruption the traffic and network levels congestion achieve to activities in the do-minimum scenario. exist speeds that There are also improvements to bus speeds across across bus speeds to improvements also are There routes on key time assessments Journey the GDA. the of nature the positive demonstrate further and 2029 2014 majority in both as the impact decreases. show

7.4.7 Conclusions drawn from the strategic the strategic from drawn Conclusions 7.4.7 assessment impact predicted that shown results have modelling The traffic the proposed of impact predicted the strategic the construction during Severe be would scheme offset to mitigation further absence of phase in the of impact The predicted impacts. these predicted scheme proposed the phase of the operational further and very positive is movement on traffic required. not are measures mitigation the predicted of Summary 7.4.7.1 impact construction the traffic underpinning The assumptions assess the construction to modelling undertaken very are scheme the proposed of impact worst an absolute and represent conservative mitigation Limited scenario. case construction been assumed in this assessment. have measures in the be viewed must therefore, The assessment, the modelled in that this conservatism of context this that ensure to will be further mitigated impact Traffic A Scheme fruition. come to not would impact (see will be developed Plan which Management measures further mitigation will provide below) the of severity the alleviate to required are that impact. modelled modelling construction Based on the traffic strategic the predicted and results, assumptions construction from accruing on traffic impact without implementing be Severe would activities Modelling results measures. further mitigation would the GDA speeds across traffic that indicate Drivers 3kph. of a reduction 11%, over by decrease construction avoid to further distances travel would on other levels compounding the congestion areas buses of the operation and affecting routes parallel statistics modelling Other traffic the city. through time on on bus speeds and journey as impact such the significance further demonstrate routes key in the absence of impact the construction of measures. mitigation mitigation management further traffic Substantial the along required are described below, measures, develop and to this impact reduce alignment to full demonstrate will clearly policies that intervention with the in conjunction will operate traffic how phase. construction the predicted Summary of 7.4.7.2 impact operational scheme the proposed of impact The strategic be very phases would during its operational proposed the car to The modal shift from positive. speed across the average improves scheme 2kph and 3kph in 2014 and 2029 by the GDA spent queuing decreases, Time respectively. and also time spent decreases travelled distance decreases. travelling

Chapter 7 Page 92 Human Beings: Traffic Page 93 Do-Something Do-Something with Signal Optimisation 19,400 87,000 2,220,300 25 Do-Something Do-Something with Signal Optimisation 19 2,100 construction MN107 25,700 100,200 2,250,000 22 15 4,800 - Area

local Predicted 7.6 impact phase will include utilities The construction their by which, and enabling works, diversions localised have and will short of duration are nature This phase also will be mitigated. which impacts the for works includes the main construction and duration longer of are which scheme, proposed the along impact greater a potentially have which assessment The following the scheme. of length full works. main construction the considers therefore and general HGV both of The combined impact has been assessed in the preceding traffic Assessment section. Impact Strategic area impact Construction 7.6.1 in Area scheme, the proposed The alignment of south of Josephs Parade St. from extends MN107, South and Green Stephen’s St. to Stop the Mater will be stops Three underground. this will be wholly O’Connell Square, Parnell at the area within located Construction Green. Stephen’s and St. Bridge will require stops with the three associated works level. ground at areas works substantial ground require will stop each of construction The require will This down. level street from excavation the above surface street the of areas of use the the of sections consequence a As footprint. station site station each around space footpath and road construction. during users road to unavailable be will locations stop three the at works Construction considerable a for concurrently out carried be will construction overall the during time of length maximum the with coinciding period The programme. critical the termed is activities works level ground transportation on impact the as phase, construction time. this during Severe most be will city the in Do-Minimum Do-Something 21,000 86,700 2,190,000 25 Do-Minimum Do-Something 19 7.5.5 Pedestrian management strategies management Pedestrian 7.5.5 includes Plan Management Traffic Scheme The each around strategies management pedestrian circulation pedestrian that ensure to site work all in priority take requirements safety and with interface works construction where instances the of context the in critical is This pedestrians. at envisaged phases construction of number large Furthermore, locations. site discrete between and sensitive very in located are stops centre city the and volumes pedestrian high with areas urban additional The traffic. general of volumes substantial construction and areas (site activity construction pedestrian impede will areas these in vehicles) managed. properly unless access and circulation 7.5.4 Corridor management strategies management Corridor 7.5.4 Plan includes Management Traffic The Scheme for as required strategies management corridor construction by affected directly and roads areas routes for required are These strategies activities. experience would measures without mitigation that from displaced flow in traffic increases substantial The areas. construction trips avoiding vehicle the form will take strategies management corridor certain movements, signal priority for additional of of re-signing junctions, key of reconfiguration VMS). of utilisation (including routes 7.5.3 Public transport operations transport operations Public 7.5.3 Plan considers Management Traffic The Scheme the needs along public transport operating Discussions will scheme. the proposed alignment of public transport operators, with relevant be held the mitigate to and planning authorities and roads impacts. scheme’s proposed Criteria Criteria Table 7.13 Strategic construction impact 2011 (AM Peak Hour) – general traffic – general Hour) Peak (AM 2011 impact construction Strategic 7.13 Table Bus Speed (kph) Bus kilometres lost to queuing per hour to lost Bus kilometres 1,900 Queuing Statistic (pcu hours) Queuing Statistic (pcu hrs) Time Travel (pcu kilometres) Distance Travel Speed (kph) Average 2011 (AM peak hour) – bus only impact construction Strategic 7.14 Table

7.6.1.1 Construction site traffic traffic site Construction 7.6.1.1 measures management MN107 City within Area Dublin of The area that routes strategic a number of comprises for the city through movement both for provide and for HGVs and buses, cars, of high volumes areas. and residential businesses to access local in particular, O’Connell Bridge, around The junctions both for network road critical points in the are and bus movements. traffic general described in arrangements management The traffic on traffic an impact will have sections the following area the city centre and around through movement wider Dublin the consequences for have and which network. road in shown as Routes, Orbital Inner and Outer The the by unchanged remain 7.9, Figure and 7.8 Figure and stops, centre city three the of construction from Route Orbital Inner the to access with traffic strategic the of any access may boundary its within Area for Thus, centre. city the of out and in routes maintenance the to only made is reference MN107, discussing when Route Orbital Inner the to access of alterations management traffic of effect routing the centre. city the to General traffic speeds across the city centre, within within city centre, the across speeds traffic General the construction during decrease will MN107, Area a from will result speeds in decrease This phase. areas, works scheme the proposed of combination management traffic proposed their associated arising flows in HGV and increases requirements the vicinity of in the vehicles construction from scheme. the proposed of alignment in the city centre in operation vehicles Construction routes use designated to be permitted will only scheme. the proposed of during the construction management traffic related construction All out will be set in the city centre arrangements Plan Management Traffic in a Scheme and stops the city centre of proximity The relative and programme the construction of the complexity that requires arrangements management traffic their impact. of a combined assessment Orbital Routes Inner and Outer Inner and Outer Chapter 7 7.8 Figure Page 94 Human Beings: Traffic Page 95 Figure 7.9 7.9 Figure Inner Orbital Route At present, the right turn from Parnell Square North North Square Parnell from turn right the present, At small relatively a for provides East Square Parnell to which of most movements, traffic general of number are routes Alternative area. local the accessing is Row /Gardiner Great Street Denmark via available traffic. affected the for cater to Street Gardiner and Square Parnell on traffic general on restriction The impact. traffic significant a have not will East one lane to East Square Parnell of The reduction all the bus stops of the relocation will require lane cannot as a single East, Square on Parnell buses stopping of high volumes accommodate on bus and taxi movements. without undue impact traffic by affected the junctions of Details East Square Parnell in and around restrictions 7.16. Table and 7.15 Table in provided are Parnell Square Stop Stop Square Parnell will be Stop Square the Parnell of Construction East Square on Parnell accommodated primarily Great Denmark Street of the junctions between works However Place. and Rutland Row /Gardiner on the other will be required shorter duration of will be substantial There the Square. sides of three taxi and bus, traffic, general space for street of loss will be traffic One lane of movement. pedestrian phase on Parnell during the construction available number of the large accommodate To East. Square and generally East, Square use Parnell buses that as this lane will operate area, within the city centre A portion a bus lane in the southbound direction. on will also be maintained footpath the existing of pedestrian facilitate to the street side of eastern access requirements. and local movement North Square to Parnell from The movement will be Row /Gardiner Great Denmark Street Denmark Street turnThe right from permitted. North will Street Frederick to Row /Gardiner Great Denmark Street turn from the left be permitted; will East Square Parnell onto Row /Gardiner Great vehicles. construction for be available Shared left and straight ahead. ahead. and straight left Shared ahead lane. One straight turn2 right lanes. Shared lane – left for general traffic traffic general for lane – left Shared buses. ahead for and straight lane: One shared turn onto can right traffic General North. Street Fredrick the bus lane turn onto Buses can left East. Square on Parnell turn can left vehicles Construction site. the works into junction the from lane: One shared ahead. straight and left go can traffic General East. Square Parnell turn can right onto Buses only Remaining Remaining Number of Approach Lanes1 During Construction Lane Configuration Proposed 2 2 N/A the junction. from heading away 2 lanes westbound Remaining Remaining Number of Approach Lanes1 During Construction Lane Configuration Proposed 1 1 1 Existing Existing Number of Approach Lanes Existing Existing Number of Approach Lanes Approach Name Approach East from Street Parnell 2 O’Connell Street West from Street Parnell N/A 2 Frederick Street North Street Frederick 1 / Great Denmark Street Row Gardiner East Square Parnell N/A North Square Parnell 2 N/A the junction at network the road to changes Construction One southbound bus lane heading away Table7.16 / O’Connell Street East Square / Parnell Street Parnell of East Square Parnell 4 Approach Name Approach Table 7.15 Construction changes to the road network at the junction the junction at network road the to changes Construction 7.15 Table Row Great/Gardiner East/Denmark North/Parnell Street Square Square Parnell of

Chapter 7 Page 96 Human Beings: Traffic Page 97 To the south of the bridge the main construction construction the main the bridge of the south To This Street. Westmoreland to be confined will works these of duration the for closed will be fully street northbound for lanes three of with the loss works, between and taxi movements bus traffic, general Westmoreland of and the junction Street Fleet of The loss Quay. / Aston Street / D’Olier Street northbound proceeding traffic general capacity for Buses replaced. be not will Street Westmoreland via will, Street use Westmoreland currently which priority on a new replacement be given however, and Street on College configuration two-way Street. D’Olier on will be introduced traffic general of A restriction These northbound. Street and D’Olier Green College bus and taxi two-way allow will only restrictions for Provision Green. College through movements Street, within Westmoreland areas access to local will Street and Fleet Street College Street, D’Olier the South Quays. from be available Green College northbound through Buses travelling by Street College along eastbound proceed may using a bus lane and continuing north D’Olier along also may Buses Bridge. O’Connell reach to Street northbound on Westmoreland travel continue to Street. Fleet and turn into right Street with street, two-way a as operate will Street D’Olier and taxi traffic, general for southbound lanes two the At northbound. lane one and movements bus there Street Townsend and Street Fleet with junction left accommodate to southbound lanes two be will traffic and Street Townsend onto traffic turning one be will There Street. College onto movements the to immediately Street D’Olier on northbound lane from movement turn right The junction. this of north prohibited be will Street College onto Street Fleet access Local works. construction the during between Street Fleet on permitted be will traffic provide to Street D’Olier and Street Westmoreland area. immediate the servicing for towards approach Street The College lanes Two lanes. will be three Street Westmoreland College towards travelling traffic will accommodate turn as a right lane and one lane will function Green turn The right will allow Street. Westmoreland into within the area. properties access to Fleet access to phases, During the construction towards Street Westmoreland of west Street Street Fleet to Access Bar will be prohibited. Temple Lane and Price’s Street Westmoreland between access Alternative all traffic. for will be prohibited Quay or Aston via Dame Street will be provided necessary This will facilitate Street. and Anglesea Street including the Fleet the area access to between Street Fleet car park. multi-storey Lane will become and Price’s Street Anglesea two-way. eneral traffic lanes; lanes; traffic eneral One southbound contra-flow bus lane. One southbound contra-flow Two northbound g Two

- the southbound from travelling traffic General avail to be able north will no longer inner city area and O’Connell Lower access via O’Connell Street of will divert onto this traffic that It is likely Bridge. O’Connell Street, of and west east bridges existing and Grattan Memorial Bridge Talbot as such Talbot passes over Inner Orbital Route The Bridge. will be circulation and traffic Memorial Bridge maintained. onto Walk Bachelors turn from left The current permit the to will be retained O’Connell Street right The current and access. movements existing O’Connell onto Walk Bachelors from turn movement This during construction. will be prohibited Bridge traffic southbound general reduce will substantially (with traffic Eastbound Street. on D’Olier volumes Quay buses and taxis) on Eden of the exception the turning onto right from will also be prohibited east to The west Street. Marlborough at bridge new the North on unchanged will remain movement to access the south wishing traffic and Quays bridge existing of avail to the city will have side of which O’Connell Bridge of and west east crossings and Bridge Grattan Bridge, Mathew includes Father Memorial Bridge. Talbot will be Eden Quay bus lane on The contra-flow at bridge the new at terminate shortened to Street. Marlborough will be unable including taxis, traffic, General The O’Connell Bridge. southbound over travel to O’Connell northbound from turn right movement will also be prohibited. Quay Eden to Bridge O’Connell Bridge Stop Stop Bridge O’Connell separate requires Bridge O’Connell at The stop Lower, Street in O’Connell located areas works Street. and Westmoreland Bridge O’Connell works construction proposals, Under current will be undertaken Stop Bridge the O’Connell at with phases, 15 construction in approximately Shorter term sub-phases likely. of a number other on will also be required works construction Abbey Street, including D’Olier in the area streets the Quays. and Street will Lower Street O’Connell on works Construction on lanes of number the in reduction the require Quay) Eden to Street (Abbey Lower Street O’Connell Therefore lanes. three to Bridge O’Connell and linking bridge new a provide to proposed is it replace to Street Hawkins with Street Marlborough that proposed is It lanes. traffic southbound lost the Lower Street O’Connell on lanes traffic remaining the follows: as allocated be will Bridge O’Connell and - One straight ahead contra-flow bus lane ahead contra-flow One straight turnOne right lane. ahead lanes. straight Two turn lane. One left ahead. lanes straight Two Closed. the junction. from The loss in capacity on D’Olier Street, Street, on D’Olier in capacity The loss and Street O’Connell Street, Westmoreland of displacement in the result will Bridge O’Connell the from traffic general of volumes considerable O’Connell around network road city centre core the from away redistribute will Traffic Bridge. and the sites construction scheme proposed management traffic and restrictions associated the absorb to likely most The routes arrangements. and Church Street Tara are traffic redistributed Talbot and Bridge northbound and Grattan Street southbound. Memorial Bridge traffic by affected the junctions of Details Bridge the O’Connell in and around restrictions 7.19, Table 7.18, Table 7.17, Table in provided are Stop 7.21. Table and 7.20 Table One straight ahead, contra-flow bus lane. contra-flow ahead, One straight the from heading away lanes eastbound Two junction. ahead lanes. straight Two turn lane. One left ahead lanes. straight Two 1 0 2 3 Remaining Remaining Number of Approach Lanes During Construction Lane Configuration Proposed 1 4 2 Remaining Remaining Number of Approach Lanes During Construction Lane Configuration Proposed 0 N/A heading away westbound lanes Two 4 4 0 Existing Existing Number of Approach Lanes N/A 1 4 Existing Existing Number of Approach Lanes 2 O’Connell Bridge, O’Connell Bridge, Southbound Quay Burgh Street D’Olier StreetWestmoreland 4 Approach Name Approach Eden Quay Eden O’Connell Bridge, Northbound WalkBachelors 3 the junction at network the road to changes Construction 7.18 Table Street Street/Westmoreland Quays/D’Olier O’Connell Bridge/South of Quay Aston Table 7.17 Construction changes to the road network at the junction the junction at network the road to changes Construction 7.17 Table Bridge O’Connell Street/Northof Quays/O’Connell Name Approach Lower, O’Connell Street Southbound Due to the loss of southbound lanes on O’Connell on O’Connell lanes southbound of loss the Due to to it is proposed Bridge, O’Connell and Lower Street will which Liffey, the River over bridge new a build Street Marlborough the of in the area be located will The bridge north-south axis. Street / Hawkins the bridge Use of lanes southbound. two have and pedestrians taxis, buses, to will be restricted will be bridge the of The principal function cyclists. southbound buses displaced from accommodate to and southbound taxis. O’Connell Bridge,

Chapter 7 Page 98 Human Beings: Traffic Page 99 One straight ahead lane. ahead lane. One straight lane turnOne right bus only One right turn lane. turnOne right lane. through lanes straight bus only Two Green. College to One left turn lane for general traffic. traffic. general turn lane for One left Street. College lane to ahead bus only One straight Closed. One shared left turn and straight ahead lane. lane. ahead turn and straight left One shared junction. the from One lane straight ahead. One lane straight One lane north into D’Olier Street. One lane north D’Olier into One straight ahead lane. One straight One shared straight ahead and left turn lane. turn lane. ahead and left straight One shared lane. ahead only One straight junction. One shared lane: lane: One shared turn. left can traffic General ahead. straight can go Busses only junction. 2 Remaining Remaining Number of Approach Lanes1 During Construction Lane Configuration Proposed 2 3 Remaining Remaining Number of Approach Lanes During Construction Lane Configuration Proposed Remaining Remaining Number of Approach Lanes2 During Construction Lane Configuration Proposed 1 1 1 1 2 4 Existing Existing Number of Approach Lanes 2 Existing Existing Number of Approach Lanes 2 Existing Existing Number of Approach Lanes 3 1 0 1 College Green College Abbey Street Middle Street Abbey N/A Street/ D’Olier of the junction at network the road to changes Construction 7.20 Table Street Street/College Street/Pearse Street/Hawkins Street/Townsend Fleet N/A the from heading away One lane westbound Westmoreland StreetWestmoreland Street College N/A 0 Abbey Street Lower Street Abbey N/A O’Connell Street South from N/A the from heading away One lane eastbound Approach Name Approach Approach Name Approach D’Olier Street D’Olier Approach Name Approach Table 7.19 Construction changes to the road network at the junction of O’Connell Street/Abbey Street Street/Abbey O’Connell of the junction at network road the to changes Construction 7.19 Table O’Connell Street Street O’Connell North from Hawkins StreetHawkins 1 Townsend StreetTownsend Street Pearse N/A N/A lane heading away ahead eastbound One straight College Street College Fleet Street Fleet Table 7.21 Construction changes to the road network at the junction the junction at network the road to changes Construction 7.21 Table Street Green/Westmoreland Street/College College of affic ement - Southbound tr ement - Southbound n movements – Traffic from from Traffic – n movements ern movement - Traffic travelling travelling Traffic - ern movement er t h-western movement - Traffic travelling travelling Traffic - movement h-western t north from the Dublin Castle area will be area the Dublin Castle north from Dame along westbound travel to required the and over Street Bridge High Street Street, Street; Church towards Bridge Mathew Father North-east South-eastern movement - Traffic travelling travelling Traffic - movement South-eastern onto turn will Street Dorset from southbound whole its along south travel and Street Gardiner and Place Beresford around left turning extent, this at Traffic Bridge. Memorial Talbot across or Quay Georges onto right turn then can point unaltered remains route This Quay. City onto left scheme. proposed the of construction the during increase will congestion that likely is it However, be will capacity extra some although link, this on Bridge; Street Macken the by provided mov South central Dawson Street will turn right onto Nassau Nassau will turn onto right Street Dawson Pearse onto left Row, Westland onto left Street, the and across Street Tara onto right Street, the coming from Traffic via Butt Bridge. Liffey experience will not the city centre of southeast though as is the case their routing, to changes that it is likely outlined above, routes with other experienced as volumes will be traffic additional displacement. traffic of a result southwest from Dorset Street will travel south south travel will Street Dorset from southwest and Street King North Street, Bolton down via Liffey River the across and Street Church Bridge. Mathew Father North-wes wishing to use O’Connell Street during the Street use O’Connell wishing to be phase will only construction proposed they where Street as Abbey as far permitted around travelling turn left, to will be required Talbot Place and southbound via Beresford in additional This will result Memorial Bridge. Talbot Place and accessing Beresford vehicles Memorial Bridge; Sou

- - - 7.6.2 Construction vehicle traffic traffic vehicle Construction 7.6.2 flows traffic HGV and background Strategy Management The Dublin City Council HGV Port the of opening the after 2005 in introduced was within the city traffic HGV 5-axle present, At Tunnel. The HGV 19:00hrs. to 07:00 from is restricted centre successful has been highly Strategy Management within the HGVs large of the volume in controlling allow to is in operation A permit system city centre. the for destined are that vehicles access for HGV will that vehicles Those construction city centre. serving the proposed the restriction by be affected access the city permits to will require scheme worksites. centre Northbound movements Northbound movements represents Street Westmoreland of The closure to northbound traffic a significant barrier as follows: are routes Alternative movements. - - St. Stephen’s Green Stop Stop Green Stephen’s St. Stephen’s the St. of construction of area The main northwest the some of include will Stop Green Stephen’s St. park, Green Stephen’s St. of section and Grafton Street Dawson North between Green between West Green Stephens St. and Street, Alley. and Glovers Street Grafton road one-way the current During construction West North, Green Stephen’s St. along runs which to This is due will be closed. Alley Glovers and into and the buildings the width between the available and West Green Stephens line on St. hoarding site Stephen’s accessing St. all traffic In effect, North. and the car parks Surgeons of Green/College and car area loading/servicing Fitzwilliam Hotel Street. park will occur via Mercer space for street of be loss will therefore There during vehicles and servicing taxi access traffic, Stop. Green Stephen’s St. of construction traffic city centre of Accommodation 7.6.1.2 during construction movements general of the displacement accommodate To the construction resulting from movements traffic will be encouraged traffic scheme the proposed of the shows 7.9 Figure the Inner Orbital Route. use to Inner Orbital Route. current movements East-West the North along and South movements East-West will be maintained during the construction Quays traffic Additional scheme. the proposed phase of however the quays occur along to likely are volumes the proposed from away redistributes as traffic sites. construction scheme’s Southbound movements on areas works the construction of As a result and the Bridge, and O’Connell O’Connell Street onto Walk Bachelors turnbanned right from the crosses currently that traffic O’Connell Bridge, will southbound via O’Connell Bridge Liffey River Additionally, routes. alternative onto be diverted and Nassau Dame Street southbound access to through will be prohibited Quay Burgh from Street management the traffic of the introduction Westmoreland Green, in College arrangements in capacity as The loss Street. and D’Olier Street and the traffic scheme the proposed of a result the in will result arrangements management general of volumes considerable displacement of road network city centre the core from away traffic routes. alternative onto will redistribute which as follows: These are

Chapter 7 Page 100 Human Beings: Traffic Page 101 Figure 7.10 7.10 Figure Construction routes vehicle within the city centre Specific access routes for each of the city centre centre of the city each for routes access Specific Traffic the Scheme in be detailed will worksites have routes suitable The most Plan. Management construction and worksite each for been chosen route. designated their to restricted will be vehicles Square the Parnell to access vehicle Construction and Road Swords the M1, will be via worksite will access the vehicles Construction Street. Dorset Tunnel Port M1, via the worksites O’Connell Bridge Stephen’s The St. and the North South Quays. and Port the M1, will be accessed via worksite Green Row Westland South Quays, North Quays, Tunnel, leaving vehicles Construction Square. and Merrion do so via will worksite Green Stephen’s the St. and Street Pearse Street, Lombard Street, Dawson Tunnel the Port towards heading the North Quays routes the designated illustrates below, 7.10 Figure accessing vehicles construction the by be taken to site. each and egressing traffic vehicle construction of The peak volume impact overall and the low relatively are flows traffic general on traffic related construction of In particularly be Moderate. to is likely movement and narrower are streets where areas, sensitive such activity, pedestrian of high levels are there will be Severe. the impact Street, as Dawson be managed will need to vehicles Construction Construction this impact. mitigate to appropriately and covered cleaned will be wheel washed, vehicles minimise dust so as to the worksite leaving prior to being shed. and particulates Existing HGV traffic within the city centre will centre the city within traffic HGV Existing restrictions traffic the general by be affected arrangements, management traffic in the outlined model the traffic of Analysis above. described will traffic HGV displaced that indicates results the Port Quays, as the such routes use alternative these roads, Along Street. Church and Tunnel by to increase predicted are flows traffic HGV per hour during the AM 30 vehicles approximately of increase of this level of The impact peak period. will be Moderate. routes on these traffic HGV HGV background of the redistribution to In addition of additional result will arise as a impacts traffic, proposed servicing the vehicles construction Square, Parnell at worksites city centre scheme’s During Green. Stephen’s and St. O’Connell Bridge 12 will be approximately the critical phase there per worksite accessing each vehicles construction vehicles construction of hour with a similar volume the sites. leaving tistic tistic ta tic relates to the time the to tic relates tis ge Speed – This statistics represents the the represents statistics This – Speed ge el Time – This statistic relates to the time to relates This statistic Time – el to relates This statistic – el distance v vera spent in congestion within the modelled period within the modelled spent in congestion in are measurement The units of 9am). (8am to Car Units (pcu) hours. Passenger Trav spent travelling within the modelled period. period. within the modelled spent travelling in pcu hours. are measurement The units of Tra the across vehicles by travelled the distance The units period. within the modelled GDA in pcu kilometres. are measurement of A units The network. road the across speed average (kph). hour per kilometres in are measurement of This s – Car trips accessing the area the area. entering cars on the number of informs levels the congestion of measure This is a useful the area will enter cars as fewer within the area worsens. if congestion Queuing – This sta This Queuing –

- - - - the to indicators good provide These statistics during network the road of performance overall are Statistics scheme. the proposed of construction only hour (08.00-09.00) the AM Peak for presented congested a heavily as this time period represents impacts or positive and negative network road can be scheme the proposed by generated identified. clearly Area for includes output statistics 7.22 Table time spent travelling queuing, In general, MN107. considerably all increase travelled and distance construction, scheme the proposed of as a result Queuing measures. without further mitigation with time 50%, up to substantially will increase The time 22%. over by increasing spent travelling time travel overall of spent queuing as proportion 47% as a high 38% to an already from increases speed The average phase. the construction of result by or drop 20%, by MN107 will decrease in Area the impact that reveal These statistics 1kph. and requires MN107 will be Severe within Area further mitigation. MN107 will the Area entering cars The number of This 800 vehicles. or by 5%, approximately by drop outside routes diverting to are drivers that suggests activity. the construction avoid MN107 to Area of 7.6.3 Construction phase impact on general traffic on general phase impact Construction 7.6.3 were statistics summary traffic of A number Model Traffic North the Metro from extracted the demonstrate to MN107 Area (MNTM) for include These statistics impact. predicted the following: assessment: traffic vehicular general For -

7.6.2.1 Construction phase impact phase impact Construction 7.6.2.1 deliveries and on servicing will in the city centre works The construction loading of a number of the relocation require to It will be necessary in the city centre. bays in suitable and deliveries servicing accommodate the specific satisfy to in order locations alternative areas. in the affected businesses local needs of Stop Square Parnell on Parnell bays loading no designated are There western parking on the The existing East. Square The will be removed. East Square Parnell side of access to have East Square on Parnell premises This access will be Place. Rutland from the rear area. the local of the needs for provide to retained Stop O’Connell Bridge access and vehicular bays loading of The location in the vicinity unchanged largely remains them to will continue to Loading Lower. O’Connell Street of as such on streets properties of the rear to operate Street Thomas Lane and on Price’s Earl Place and the by will be affected loading for Access North. movements. traffic the general to changes premises to arrangements Servicing and delivery will sites work the construction in the vicinity of in stakeholders key with in consultation be agreed construction. advance of Fleet side of on the western areas The loading and D’Olier Street Westmoreland (between Street peak periods. during will become a Clearway Street) with Street the corner Fleet of at The bus stop will be maintained. Street D’Olier on the will be retained loading A small amount of the northern at end. Street D’Olier side of eastern Stop Green Stephen’s St. on Grafton loading phase, During the construction will be maintained at and South King Street Street via South exiting with all vehicles levels, present Green Stephen’s in St. Properties King Street. from the west North will be serviced either from Dawson from the east and from Street Grafton the to will be subject the west from Loading Street. in exists times as currently loading of restriction Street. Grafton will servicing and deliveries of levels current While the relocation during the construction, be affected operating of and the extension locations suitable to the As such, these impacts. will mitigate hours in Area on servicing and deliveries impact overall MN107 is Moderate.

Chapter 7 Page 102 Human Beings: Traffic Page 103 ted ted eet from from eet edic eduction in car eduction +50% +22% +2% -20% -5% earse Street from from Street earse f about 150 cars f about 150 cars eneral traffic on traffic eneral tantial r t Southbound is predicted to to t Southbound is predicted 4,500 9,500 37,800 4.0 17,500 Westbound increases on Dame Str increases Westbound traffic on Dame Street eastbound. The reduction reduction The eastbound. on Dame Street traffic 400 cars 350 to of be in the order to is predicted per hour in the AM peak period; will be virtually no g There eastbound on Townsend Street. This is a Street. Townsend on eastbound about 60%. of decrease southbound is pr O’Connell Street travelling cars 200 fewer almost have to about 40% to equates southbound which in car numbers. reduction Stree Kildare College Green. General traffic must turn must traffic General Green. College due Dame Street end of the eastern at around for arrangements management traffic the to traffic Other general scheme. the proposed will turn on Dame Street eastbound travelling Street. Trinity onto right o will be a reduction There vehicles, about 250 fewer be utilised by 65%. of a drop Shaw Street to Tara Street. There will be just will be just There Street. Tara to Street Shaw section; on this road cars 200 additional over will be Slight impact the predicted however slightly with speeds only cars for Moderate to Street. Tara turn right to the through affected subs will be a very There west of Parliament Street of 180 cars or 30% 180 cars of Street Parliament of west impact); (Moderate on P increases Westbound

- - - - - There will be a number of positive impacts due to due to impacts positive will be a number of There plan in place management the traffic of the effect during construction: - - ver ver Do-Minimum3,000 Do-Something % Change 7,800 37,200 5.0 18,300 t and o oughly oughly eases over the eases over thbound incr ver Talbot Memorial Bridge due Memorial Bridge Talbot ver olumes o Father Mathew Bridge at Bridge Street with Street Bridge at Bridge Mathew Father Street Bridge from approaches both in increases experience will Street Bridge and Cook Street. and cars) (250 flows in traffic a 50% increase (300%). 100 cars by will increase Cook Street on will be Severe this area around The impact more to with queuing predicted Street Bridge the bridge to High Street from than double impact); (Severe will r on Cook St westbound Delay Considerable nor Considerable to southbound traffic diverting away from from divertingaway southbound traffic to impact will be a Severe There O’Connell Bridge. and over Street Marlborough at Quay Eden from either Moss Street to Memorial Bridge Talbot generally volumes Traffic Street. or Lombard 650 and about 350 on the quays by increase capacity Due to Memorial Bridge. Talbot over in the increase in the network limitations in as increases manifested is largely volume traffic moving slower and much queue lengths impact). (Severe double to over 85 seconds per car per hour over to double impact); (Moderate on Capel Stree Southbound increases of Street Parliament and down Bridge Grattan impact); (Moderate or about 150 cars 20-25% in car increases southbound Substantial v

- Criteria (pcu hours) Queuing Statistic Table 7.22 Area MN107 construction impact 2011 (AM Peak Hour) – general traffic – general Hour) Peak 2011 (AM impact MN107 construction Area 7.22 Table Travel Time (pcu hrs) Time Travel Travel Distance (pcu kilometres) (pcu Distance Travel Average Speed (kph) Average Cars entering Area MN107 Area entering Cars Figure 7.11 illustrates the change in traffic flow flow in traffic the change illustrates 7.11 Figure construction. scheme’s the proposed from resulting MNTM traffic the from extracted This is a plot do-minimum with the do- the model and compares measures. without mitigation scenario, something a reduction represents The blue bandwidth bandwidth green volumes and the in traffic The volumes. in traffic an increase represents volume the traffic the bandwidth the greater thicker in decreases substantial are There represented. Nassau Dame Street, Green, on College flow traffic This can be attributed and O’Connell Street. Street and part of Street Westmoreland of closure the to displaced from The traffic Lower. O’Connell Street provide that roads other will divert to these roads will Traffic north-south and south-north access. The following roads. on a number of increase conditions on the main a summary of represents vehicles, for all movements for providing routes measures: without mitigation - - -

Multi-storey car parks in the in the car parks Multi-storey Area Green Stephen’s St. the of the closure will require works Construction traffic. to Green Stephen’s corner St. of North West Alley Glovers access to provides road of This section accessed are car parks street off four which from Green Stephen’s St. Surgeons, of College - Royal and Drury Fitzwilliam Hotel the Centre, Shopping number of a high quite are There Car Park. Street road of this section by served movements through Car park will be affected. movements and local will be car parks multi-storey the four access to Street via Stephen Street Mercer maintained from hand turn and via the right off Street York or Lower Street. Aungier in car parks on multi-storey the impact Overall, access as the majority of MN107 is Slight Area The car parks in place. remain arrangements accessible still are construction by affected directly routes. current to alteration a slight through access arrangements vehicle Emergency 7.6.3.2 access will be in the city centre all locations At during the vehicles emergency maintained for Emergency scheme. the proposed of construction traffic general to be subject will not vehicles the of the construction imposed by restrictions scheme. proposed

7.6.3.1 Car park access arrangements access arrangements Car park 7.6.3.1 13 approximately are there MN107, Within Area car 6,700 of with in excess car parks multi-story the for access arrangements The parking spaces. unchanged remain these car parks majority of the proposed phase of during the construction car parks street the various off to Access scheme. will be and O’Connell Street Street Abbey off and O’Connell Street maintained via the Quays car city centre five access to However, northbound. Royal Centre, Shopping Green Stephen’s - St. parks Street Drury Fitzwilliam Hotel, Surgeons, of College during the will be affected St Car Park, and Fleet Figure scheme. the proposed phase of construction the to the access arrangements illustrates 7.12 car parks. multi-storey affected car park multi-storey Street Fleet of the east to will be open only Street Fleet Street Fleet to Access Street. Westmoreland Lane will and Price’s Street Westmoreland between Street, to Fleet Access all traffic. for be prohibited Street and the Fleet Street Westmoreland of west Aston car park will be maintained from multi-storey Street. via Anglesea Dame Street and from Quay and Price’s Street Anglesea between Street Fleet Lane will become two-way. (core city area) (core scenarios 2011 construction 2011 construction do-something do-something do-minimum and comparison of the comparison of changes – changes Traffic flow flow Traffic Chapter 7 7.11 Figure Page 104 Human Beings: Traffic Page 105 Figure 7.12 7.12 Figure Car park access arrangements ost to queuing per hour – This queuing per hour – to ost es l e Bus Speeds – This statistic represents represents This statistic e Bus Speeds – ag the average bus speed across the road network network the road bus speed across the average per hour (kph); in kilometres Bus kilometr statistic presents the number of kilometres lost lost kilometres the number of presents statistic buses. hour for in the modelled congestion to Aver

- Table 7.23 provides an indication of the impact the the impact of an indication provides 7.23 Table on bus will have construction scheme’s proposed Buses will be affected MN107. in Area movement and bus speed, in average a 6% reduction by 21%. by queuing will increase to lost kilometres movement, on bus impact a Severe This represents measures. without mitigation 7.6.4 Construction phase impact impact phase Construction 7.6.4 on public transport Bus 7.6.4.1 proposed the of the construction of The impact be will largely on public transport scheme in the bus services operating by experienced and O’Connell Bridge Square the Parnell vicinity of were statistics summary traffic A number of Stops. for Area model the MNTM traffic from extracted on bus impact the predicted demonstrate MN107 to include the following: These statistics services. - Two major hospitals: Rotunda and Temple Street Street Temple and Rotunda major hospitals: Two the proposed of the corridor along located are as has been recognised It MN107. in Area scheme the operating to important minimise disruption to in and service vehicles emergency for environment in the North are City They hospitals. these around the works by affected and will be most area Centre East. Square on Parnell are in congestion increases Some localised and West South, Square on Parnell predicted East Square Parnell of North the closure due to impact a Slight have may This traffic. general to as However, Hospital. the Rotunda on access to use bus lanes, to permitted are vehicles emergency Square Parnell through ambulances can route On balance, time. minimise their journey to East the Rotunda access to on emergency the impact Hospital will be neutral. so in the area, closures road no other are There Hospital will be unaffected Street Temple access to scheme. the proposed of during the construction +21% -6% 230 4.90 O’Connell Bridge Stop Stop O’Connell Bridge Fleet from Street Westmoreland of The closure a significant impact will have Quay Aston to Street will 150 bus routes over In all, on bus services. the of the construction of as a result be altered traffic and the associated scheme proposed the necessary as As well plan. management will be required bus stops replacement diversions, no longer are that stops the existing replace to on the bus stop e.g. routes the new accessed by The routes. services ten which O’Connell Bridge will Green on College restriction traffic general bus services. for mitigation valuable provide Pearse at termini existing two of The operation The will be revised. Street and Hawkins Street will terminus Street the Pearse to buses allocated as access the Quays directly to be able no longer that it is proposed Therefore present. do at they The second terminus is relocated. this terminus will be There Street. will be Hawkins affected volumes on in traffic increase a considerable relocate to and it will be preferable Street Hawkins space use the road to in order terminus the existing effectively. more summarises the main diversions 7.24 Table are services assumed and example are that clarification. for listed 190 Do-Minimum5.20 Do-Something % Change tops tops ound routes due to the closure the closure due to ound routes ver space at certain space at locations; ver nar y-o Bus kilometres lost to queuing queuing to lost Bus kilometres per hour The loss of space necessary for bus s for space necessary of The loss at various locations; at tur of The loss of Westmoreland Street; Westmoreland of la of The loss Change to the routing available through the through available the routing to Change on further impacts will have which network bus stops. existing access to

In addition to the general impacts on bus on bus impacts the general to In addition speed and delay, average of in terms movements, other in a number of will be affected bus operations including: ways - 2011 Bus Speed (kph) Year Indicator - Table 7.23 Area MN107 Construction Impact 2011 (AM Peak Hour) – Bus Only – Bus Hour) Peak 2011 (AM Impact MN107 Construction Area 7.23 Table - - the to in relation outlined below These issues are within the worksites of the at each specific impacts will be developed measures Mitigation city centre. Plan. Management Traffic as part the Scheme of Stop Square Parnell will Square Parnell at the stop of The construction the existing of most of the closure necessitate although one bus East Square on Parnell roadway lane will remain. along and stands bus stops a number of are There service of serving a variety East Square Parnell as services such cross-city including groups services other Many and 19’s. 16’s 11’s, the 10’s, and the Square Parnell at commence operation stop the first are East Square on Parnell bus stops for is the terminus Square Parnell the routes. along 14/A and 8, 2, 1, Dublin Bus Services: the following and the average services, the number of Given 48A. maintain these to be practical not it will time, dwell period. during the construction stops of the construction of on bus services The impact be as a result will largely Square Parnell at the stop There bus stops. the existing of the relocation of in the coverage bus stop of be a loss to is likely will need and some passengers locality immediate This will add access bus services. further to walk to bus and time by door journey door to the overall to passengers. will inconvenience the on bus services of the impact Overall Square Parnell at the stop of construction will be Moderate.

Chapter 7 Page 106 Human Beings: Traffic Page 107 Example Example Services 10/A 11/A 16/A 19/A 46A/B/C/D/E 123 122, 121, Aircoach 3 2, 1, 4/A 7/A 25/25A 66/A/B 67/A 37 39/A 68 69 78/A 79/A 15/A/B/C/F 49/A 54A 65/B 45 84/X Xpresso services 83 92 3 13/A Xpresso services 20B Proposed Route Proposed Suffolk Street or Dame Street or Dame Street Street Suffolk – College Green – College Street – D’Olier Street – – O’Connell Bridge O’Connell Street Street Tara – Street Pearse – O’Connell Quay – Burgh – O’Connell Street Bridge – O’Connell Quay Burgh – O’Connell Street Bridge – Capel Street Street Strand – the Quays – New Walk Bachelor’s Bridge Street Marlborough Quay – Aston Quay – Burgh of (east Quay Eden – Street) Marlborough Street Marlborough New Street – Hawkins Bridge Street – College Quay – Eden Walk Bachelors Street Marlborough – New Street – Hawkins Bridge Street – College – Abbey O’Connell Street Street – Marlborough Street Street Marlborough – New Street – Hawkins Bridge Street Townsend – – Fleet Street Westmoreland Street Townsend – Street – Butt Bridge Street Tara – Place – Beresford Existing Route Existing Suffolk Street or Dame Street Suffolk Green – College Street Street – Westmoreland – O’Connell Bridge – O’Connell Street Pearse Street – College – College Street Pearse Westmoreland – Street O’Connell Bridge – Street – O’Connell Street – College Street Pearse Westmoreland – Street – O’Connell Bridge Street – O’Connell Street – College Street Hawkins – Dame Street Street (last Dame Street service of –(Out stop) Green access) College Street – Westmoreland Quay – Aston – O’Connell Quay Eden Street – D’Olier Bridge Street – College – Walk Bachelors – D’Olier O’Connell Bridge Street – College Street – O’Connell Street – D’Olier O’Connell Bridge Street Townsend – Street Street Westmoreland – O’Connell Bridge – Quay – Eden Place Beresford Description Table 7.24 General bus route alterations during the construction of the proposed scheme proposed the of construction during the alterations bus route General 7.24 Table Northbound / Cross- Cross-City Services Over Pearse Street to to Street Pearse O’Connell Street Street Pearse Terminus Street Hawkins outbound Terminus Quay Aston Terminus (Contra Quay Eden Terminus Flow) Walk Bachelors city south to O’Connell Street south city via to Street Townsend Westmoreland north to city Street Quay via Eden O’Connell Bridge Stop Stop Bridge O’Connell will Stop Bridge the O’Connell of The construction on Westmoreland taxi ranks existing the affect the at The taxi ranks Street. and College Street Place Sackville northern Street, O’Connell end of The unchanged. will remain Street and on Cathedral Westmoreland side of on the eastern located rank will be Hotel, the Westin of in front Street, the of side the western to relocated temporarily will be removed rank Street The College street. in the new be incorporated and taxi services will rank. Street Westmoreland that arrangements management traffic the Under taxis phase, construction the during place in be will contra proposed the use to permitted be not will and Street O’Connell on southbound lane bus flow on southbound travelling Taxis Bridge. O’Connell Street Abbey onto left turn will Street O’Connell at bridge new the of way by river the cross and Bridge. Memorial Talbot the by or Street Marlborough will Dame Street northbound from travelling Taxis and Street north on Westmoreland travel no longer will they During construction O’Connell Bridge. onto turn left Street, College along eastbound be travel O’Connell Bridge. and over Street D’Olier onto on the southern end of using the rank Taxis of way north by will travel Street Westmoreland onto and left Street Townsend onto Street Fleet Butt Bridge. and across Street Tara Stop Green Stephen’s St. Green Stephen’s St. at stop the of construction The St. of side either rank taxi existing the affect will The Street. Dawson of west North, Green Stephen’s relocated be will North Green Stephen’s St. on rank coverage service that ensure to location suitable a to been has location replacement This maintained. is the Council, City Dublin with association in sought groups. regulative taxi the and regulator taxi Stephen’s business on St. local accessibility to Taxi phase will be during the construction West Green and stakeholders with key in consultation agreed Plan. Management Traffic in the Scheme detailed the St. for taxi stands of the relocation While on taxi implications will have area Green Stephen MN107 on taxis in Area the impact overall, services, will be Moderate. St. Stephen’s Green Stop Stop Green Stephen’s St. Stephen’s on St. located bus stops The existing the construction by North be unaffected will Green on bus impact no direct will be and there worksite the locality. services in on bus services impacts of Summary will scheme proposed the of construction The the to change of level considerable a necessitate around area The centre. city the in network bus of concentration highest the has Bridge O’Connell Traffic Scheme The centre. city the in services bus impact negative the mitigate will Plan Management general on restriction proposed The services. bus on impacts the mitigate also will Green College in traffic critical be will stops bus to Access services. bus on locality the in buses of operation continued the to stops bus of relocation and reorganisation major and be will services bus on impact The required. be will measures. mitigation without Severe, have will scheme proposed the of construction The routes the along movements bus on impact Severe a unless flow traffic in increase an experience that introduced. are measures mitigation transport public Luas 7.4.6.2 at Street O’Connell across runs Line The Luas Red no direct will be There junction. Street the Abbey on services in the locality. impact stop the underground of the construction Similarly, impact a direct have will not Green Stephen’s St. at and Stop, Line the Luas Green of on the operation will continue Green Stephen’s St. Luas services to scheme’s during the proposed uninterrupted phase. construction Taxi 7.4.6.3 taxi trips for is a major destination The city centre MN107. taxis in Area of volume is a large and there will the City Centre in and around operations Taxi works by construction impacted be significantly This impact scheme. with the proposed associated and taxi ranks relocate the need to will arise from bus lanes, flow contra of introduction the proposed prohibited. taxis are in which Stop Square Parnell in the immediate taxi ranks no existing are There Stop. Square the Parnell vicinity of will East Square lane on Parnell The retained lane in the southbound as a bus/ taxi only operate the of on taxis as a result The impact direction. will be Slight. Stop the Parnell of construction

Chapter 7 Page 108 Human Beings: Traffic Page 109 One of the main indicators used to assess the assess the to used main indicators the One of the widely are on routes conditions pedestrian LOS This (LoS). Service of Levels Fruin accepted based congestion of the level rates indicator and flow pedestrian of on a combination density measures. At the service (A-F). of levels classifies six Fruin able are pedestrians (A), service of level highest to speed and walking their own freely select to the (F), service of level lowest the At pass others. extremely speeds are walking that density is such be made can only progress and forward restricted shuffling. by of at each pedestrians affecting The specific issues below. described are worksites the city centre Stop Square Parnell width of a footpath Square Parnell In the case of side on the eastern will be provided 2.2 metres on footpath The western East. Square Parnell of The removal will be removed. East Square Parnell on Parnell the pavement along bus stops of on the activity pedestrian will reduce East Square It movements. pedestrian for pavement remaining will service available of the level that is anticipated that will also be designed such area The works be C. Hospital the Rotunda access will be maintained to Remembrance. of and the Garden Stop O’Connell Bridge the O’Connell Bridge at phasing, Construction of phases and a number 12 distinct will have Stop, phase construction each of The impact sub-phases. is discussed below. Phases Construction of Impact at works construction the above, mentioned As a into broken be will Stop Bridge O’Connell the around area The sub-phases. and phases of number of terms in sensitive highly is Bridge O’Connell during impact pedestrian The movement. pedestrian on depending considerably, vary will construction key The day. of time the and phase construction the Stop Bridge O’Connell the at impacts pedestrian of loss the phases, all In below. summarised are junctions the at points crossing pedestrian some Street/ O’Connell Street, Abbey Street/ O’Connell of D’Olier Street/ Westmoreland and Walk Bachelors on impact adversely will Quays South Street/ currently which areas, these in safety pedestrian volumes. pedestrian high very carry side on the east works During all phases involving side on the eastern the footpath O’Connell Street, of approximately to will be reduced O’Connell Street of the footpath the capacity of This will reduce 3m. on a significant impact and will have considerably during peak periods. flows pedestrian the existing hoarding with the site associated effect The edge this width of the effective will further reduce the to will be provided path A pedestrian footpath. this will help and site, the construction of west widths footpath the reduced of the impact mitigate side footpath. on the building

7.6.6 Construction phase impact on pedestrians phase impact Construction 7.6.6 vicinity the in centre city the in volumes Pedestrian the of result a As high. very are sites construction of construction, accommodate to required areas works vicinity the in impacted adversely be will pedestrians mitigation without locations, stop centre city of Bridge O’Connell the of case the In measures. widths footpath reduce to requirement the Stop, of level pedestrian reduced a in result likely will key of closure proposed the Furthermore, service. end northern the across points crossing pedestrian of end southern the and Street, Westmoreland of construction the in periods during Street O’Connell compromise appreciably to likely is programme appropriate unless areas these in safety pedestrian implemented. is mitigation 7.6.5 Construction phase impact on cyclists phase impact Construction 7.6.5 Stop Square Parnell Square on Parnell infrastructure cycle The existing will and parking stands, lanes cycle including East, locations Suitable construction. during be removed in conjunction will be identified parking bicycle for City Council. with Dublin Stop O’Connell Bridge southern median on the section The centre between will be removed O’Connell Street of the for allow to Street and Abbey Walk Bachelors and Street Abbey and between site, construction northbound the proposed for allow to Street Price’s possibility The arrangements. management traffic will be nearby parking facilities cycle relocating of works. the commencement of prior to examined side eastern lane on the the cycle Furthermore, during will be removed Lower O’Connell Street of continued two-way for provide to construction O’Connell Bridge between movements traffic lane will the cycle of The loss Street. and Abbey in the city centre. on cyclists impact negatively Stop Green Stephen’s St. North Green and Stephen’s parking on St. bicycle All phase during the construction will be removed West parking will be provided bicycle and supplementary on South King Street. the area construction, During all phases of will North Green and West Stephen’s St. around to cyclists requiring pedestrianised, become fully This this area. through travelling dismount before where is particularly important during Phase 1, be 3.6m will only and there the hoardings between North. Green Stephen’s on St. buildings in this area on cyclists the impact Overall, be Slight. should During phases 5, 6 and 11 (including phase 11 phase and 11 (including 6 5, phases During space physical of will be a loss there sub-phases) the northern at end crossing pedestrians for appropriate Without Street. Westmoreland of on impact a significant have could this mitigation safety. pedestrian 12 and 12A) final phases (Phases During the space for physical of loss will be a there the northern at end of crossing pedestrians Street the Abbey at site, the O’Connell Street this mitigation Without appropriate junction. on impact a significant adverse have could the proximity given in this area, safety pedestrian each A summary of Luas operations. to the site of below. phase is provided construction works 12A construction 12 and 11C, In phases 11, the southern O’Connell end of place at will take on east- a significant impact will have which Street, with the junction at crossings and west-east west the North Quays. detailed and appointed is Contractor the Once aim will Contractor the progressed, is design the upon works the of impact the minimise to construction of phase Each environment. pedestrian impact the of summary a and below described is the on phase, each for works, construction of 7.25. Table in provided is environment pedestrian Phase 1 the on works will involve construction Phase 1 of the During this phase O’Connell Street. side of east from will be reduced footpath the eastern width of the This will reduce 3 metres. over just to 8 metres and will have considerably the footpath capacity of pedestrian existing on the a significant impact during peak periods. flows of the west to will be provided footpath A temporary and the North Street Abbey (between the worksite in width. 3 metres over will be just which Quays), the reduced of the impact This will help mitigate side footpath. widths on the building footpath O’Connell Street side of on the west The footpath for pedestrians capacity for more will provide north-south movements. on the east will be located The southern worksite The during phase 1. Street Westmoreland side of in length. 41 metres be approximately will worksite 3 over will be just footpath eastern The width of with the associated effect but the edge metres, the width of the effective will reduce hoarding side of on the west The footpath further. footpath 5.5 will be approximately Street Westmoreland in width. metres Phase 2 will worksite In phase 2 the O’Connell Street and the O’Connell Street side of on the east remain the to will be move worksite Street Westmoreland The width of Street. Westmoreland side of west over just to will be reduced footpath the western approximately of a length (for as a result 3 metres on a significant impact will have which 41 metres), side west on the footpath the along flow pedestrian Street. Westmoreland of estern footpath on footpath estern f the w risk to pedestrian safety at the location of of location the at safety pedestrian to risk

The reduction o The reduction Westmoreland Street, which carries the highest the highest carries which Street, Westmoreland 3m approximately to pedestrians, of volumes existing for cater capacity to the will reduce peak periods. during flows pedestrian large the site with associated effect The edge effective the will further reduce hoarding this footpath; width of The the proposed pedestrian crossing point, between between point, crossing pedestrian proposed the area an in Street Westmoreland on areas works vehicles. goods turning with

The most critical impacts on pedestrians pedestrians on impacts critical The most as follows: will be - - The extent of works on Westmoreland Street Street on Westmoreland works of The extent a period of For phases. will vary during different space physical of will be a loss there construction the northern the end of cross to pedestrians for this Without mitigation site. Street Westmoreland on pedestrian impact a significant adverse will have and west-east east-west the strong along safety in substantial will result line and desire pedestrian the cross continuing to pedestrians of numbers high of The interaction area. the site outside of numbers including considerable volumes, traffic and Aston Quay Burgh along and bus flows HGV of a represents in this area with pedestrians Quay, mitigation Appropriate accident risk. substantial to risks minimise to will be implemented measures safety. pedestrian of loss will be a During the final phases there the cross to pedestrians space for physical the at site, northern the O’Connell Street end of mitigation Appropriate junction. Street Abbey to risks minimise to will be implemented measures in particular due to in this area, safety pedestrian Luas operations. to the site of the proximity which obstructions will be a number of There during construction, flow will impede pedestrian on impact a significant adverse will have which in will be temporary they however pedestrians phases the construction of The scheduling nature. of minimise the impact has been designed to The pedestrian on pedestrians. construction mitigate to some way plan will also go management impact. construction and Westmoreland on O’Connell Street Footpaths in width during various will be reduced Street The presence works. the construction phases of the worksites around hoarding site temporary of on the footpaths the capacity of will further reduce Street. and Westmoreland O’Connell Street the central through routed will be Bus traffic phases in construction median on O’Connell Bridge footpath to in reduction This will result 8. 1 to the widths of however space on O’Connell Bridge, bridge the side of and east on the west footpaths during construction. be reduced will not

Chapter 7 Page 110 Human Beings: Traffic Page 111 Phase 8 Phase will worksite Street O’Connell the phase 8, During the North with junction the to south further move impact adverse a significant This will have Quays. and east-west the two at movement on pedestrian southern the the end of at crossings west-east for space will be provided physical Additional site. due to the northern at the site pedestrians end of the south. to the worksite of the movement the at will stay worksite Street The Westmoreland boundary the site and street southern the end of on the west the footpath further onto will extend in a This will result Street. Westmoreland side of the footpath in the capacity of further reduction in a significant impact in phase 8 and will result on pedestrians. Phase 9 will take works the O’Connell Street In phase 9, the at Street, O’Connell side of place on the west During this Street. Abbey with Middle junction the street of side on the west phase the footpath 10.5metres (from metres 7 about by reduced be will a significant This will have 3.5 metres). about to the north-south on both and south- impact adverse side of line on the west north desire pedestrian and as on the east-west as well O’Connell Street, the northern at the site. end of crossing west-east will works Street the Westmoreland During phase 9, In this the northern at the street. end of be located side will on the east the footpath phase the width of The capacity metres. three over just to be reduced will be the street sides of on both the footpaths of with the associated effect the edge due to reduced the site. surrounding hoarding Phase 10 will move worksite The O’Connell Street the side of the west of the centre to southwards, side west on the flow Pedestrian in Phase 10. street Phase 10 in be affected will still O’Connell Street of location. the northerndue to worksite worksite Street In phase 10 the Westmoreland the however will be the same as in phase 9, location the onto further boundary will extend site western will which the street side of on the west footpath footpath. the western the capacity of further reduce Phase 11 will the stop of construction During phase 11, Street. the northernoccur at Westmoreland end of side place on the west will also take Construction and Walk Bachelors between O’Connell Street, of Street. Abbey Middle be the peak to phase 11 is expected Construction case’ ‘worst the phase and therefore construction sub-phases Phase 11 also includes three scenario. works. archaeological for Phase 3 Phase continue will site Street the O’Connell at Works in phase 3. O’Connell Street of side on the east the to will move worksite Street Westmoreland Westmoreland side of the west southern end of The Street. with Fleet junction the at Street, Street, Westmoreland of side on the west footpath over just to will be reduced worksite the adjacent to in width. metres three to provided will be crossing In phase 3 a temporary turning of goods in an area the north the worksite of on pedestrian an impact will have which vehicles, safety. Phase 4 will continue on the activity In phase 4 construction O’Connell Street. side of east Street the Westmoreland at works Construction Westmoreland side of the east to will move worksite with the junction the southern at end at Street, will be the footpath The width of Street. Fleet will impact which metres, three around to reduced on north-south and south-north pedestrian Westmoreland of side on the east movements the to between crossing The temporary Street. in place in phase 4. will remain north the works of Phase 5 space physical of will be a loss In phase 5 there the northern end of crossing pedestrians for a This will have site. Street the Westmoreland safety on pedestrian impact significant adverse and west-east east-west the strong along in substantial will result line and desire pedestrian the cross continuing to pedestrians of numbers pedestrian A temporary area. the site outside of provided will be the works the south of to crossing in phase 5. on the located will be worksite The O’Connell Street in phase 5. the street side of east Phase 6 will move worksite Street The Westmoreland the at in phase 6, the street side of the west to will continue at Works Quay. with Aston junction which Street, the northern Westmoreland end of the northern of in the loss crossing, will also result on the impact a significant adverse will have which flows. pedestrian and west-east east-west on the will remain worksite The O’Connell Street however in phase 6, O’Connell Street side of east to closer south, slightly will be moved the site physical Additional Quay. with Eden the junction north the to pedestrians for space will be provided the to the change of as a result the site of location. worksite Phase 7 arrangements In phase 7 the northern worksite The Westmoreland will be the same as in phase 6. and will be in size will increase worksite Street at Street, Westmoreland sides of both on located a will have The site Street. with Fleet the junction both sides on flow pedestrian on significant impact during phase 7. Street Westmoreland of

(central median) (central O’Connell Bridge Bridge O’Connell

√ √ √ √ √ √

footway)

(southern (southern

Aston Quay Quay Aston

footway)

Street (western (western Street Westmoreland Westmoreland

√ √ √

footway)

Street (eastern (eastern Street Westmoreland Westmoreland

√ √ √

footway)

Street (western (western Street O’Connell O’Connell

In the final phase there will also be a significant significant also be a will there final phase In the northern the at crossing on the pedestrian impact crossing. Street Westmoreland the end of phase on the construction the of impact The overall Bridge O’Connell around environment pedestrian a albeit for nature, in be temporary would Stop magnitude for varying and be of period, year four that expected It is construction. of the duration be low would environment on the pedestrian impact However, construction. of during the initial phases (phase 11) construction of during the peak period delays increased experience could pedestrians in increase the temporary due to and congestion and vehicles. activity construction

footway)

Street (eastern (eastern Street O’Connell O’Connell √ √ √ √ √ Reduction of footway width footway of Reduction √ O’Connell Street O’Connell Street side – east Street Westmoreland side – west O’Connell Street O’Connell Street side – east Street Westmoreland side – east O’Connell Street O’Connell Street side – east Street Westmoreland side – east O’Connell Street O’Connell Street side – east Street Westmoreland side – west O’Connell Street O’Connell Street side – east Street Westmoreland side – west O’Connell Street O’Connell Street side – east Street Westmoreland side – east 6 5 4 3 2 Construction Construction Stage works of Location Table 7.25 Matrix of Construction Impact on Pedestrian Environment at the O’Connell Bridge Worksites the O’Connell Bridge at Environment on Pedestrian Impact Construction of Matrix 7.25 Table There will be a loss of physical space for for space physical of be a loss will There the northern the end of cross to pedestrians This will 11. in phase site Street Westmoreland on pedestrian impact adverse a significant have and west-east east-west strong the along safety in substantial line and will result desire pedestrian the cross continuing to pedestrians of numbers the worksite of The location area. site the outside of will Street the northern at Westmoreland end of on the impact a significant adverse also have north-south on south-north and flow pedestrian the street. sides of both Phase 12 of loss will be a there During the final phase the cross to pedestrians space for physical at site, northern the O’Connell Street end of Without appropriate junction. Street the Abbey a significant adverse have this could mitigation, the given in this area, safety on pedestrian impact Luas operations. to the site of proximity 1

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Human Beings: Traffic Page 113

(central median) (central O’Connell Bridge Bridge O’Connell

√ √ √ √

footway)

(southern (southern

Aston Quay Quay Aston

footway)

Street (western (western Street

Westmoreland Westmoreland

footway)

Street (eastern (eastern Street Westmoreland Westmoreland

√ √ √ √ √ √ √ √

footway)

Street (western (western Street O’Connell O’Connell

√ √ √ √ √ √ √ √ √ √ √ √ √ √ √ √ √ √ √ √ √ √

footway)

Street (eastern (eastern Street O’Connell O’Connell √ √ √ Reduction of footway width footway of Reduction √ O’Connell Street O’Connell Street side – west Street Westmoreland side and west – east O’Connell Street O’Connell Street side – west Street Westmoreland side and west – east O’Connell Street O’Connell Street side – west Street Westmoreland side + west – east O’Connell Street O’Connell Street side – west Street Westmoreland side and west – east O’Connell Street O’Connell Street side – west Street Westmoreland side and west – east O’Connell Street O’Connell Street side – west Street Westmoreland side and west – east O’Connell Street O’Connell Street side – east Street Westmoreland side and west – east O’Connell Street O’Connell Street side – east Street Westmoreland side and west – east O’Connell Street O’Connell Street side – east Street Westmoreland side and west – east O’Connell Street O’Connell Street side – east Street Westmoreland side and west – east 11C 11B 11A 11 10 9 8B 8A 8 Construction Construction Stage works of Location 7

(central median) (central

O’Connell Bridge Bridge O’Connell

footway)

(southern (southern

Aston Quay Quay Aston

footway)

Street (western (western Street

Westmoreland Westmoreland

footway)

Street (eastern (eastern Street

Westmoreland Westmoreland

footway)

Street (western (western Street O’Connell O’Connell

√ √ √ √ Phase 1 will include a portion area of In phase 1 the works park the existing up to Park Green Stephen’s St. North Green and West. Stephen’s boundary on St. construction additional will also be two There the of both around will be located which areas North there Green Stephen’s On St. banks. escalator located areas circulation pedestrian will be two line hoarding the site and the buildings between hoarding and the site 3.5 metres) (approximately line and the park boundary (approximately the West Green Stephen’s On St. 3 metres). and the the buildings between area pedestrian wide 2.5 metres line will be approximately hoarding line and the park boundary hoarding and the site areas Construction wide. 2.8m approximately be will itself Green Stephen’s of St. outside the confines 100m Stephen’s on St. approximately will be for West. Green North Green and 50m Stephen’s on St. Phase 2 line will continue hoarding In phase 2 the site Park Green Stephen’s contain a portion St. to of include sections the park to from and will extend Green Stephen’s on St. footpaths the existing of It will also include an (park side). North and West the of location the approximate representing area linking crossing signalised pedestrian existing The minimum Street. and Grafton Arch Fusiliers’ line and the hoarding the site between distance North be Green will Stephens on St. buildings Green Stephens and St. 6 metres approximately these however 5 metres, be approximately will West a single at narrowing localised widths represent In North Green and West. Stephens on St. point only on phase the park side footpaths this construction closed. are North Green and West Stephens St.

footway)

Street (eastern (eastern Street O’Connell O’Connell Reduction of footway width footway of Reduction O’Connell Street O’Connell Street side – west Street Westmoreland side – east O’Connell Street O’Connell Street side – west Street Westmoreland side – east St. Stephen’s Green Stop Stop Green Stephen’s St. the undertaken for analysis The pedestrian Green Stephen’s the St. phase of construction on St. located banks, escalator with two Stop Green Stephen’s North St. Green and Stephen’s has been undertaken. West some will include construction of The main area Green, Stephen’s St. of section the northwest of Green Stephens adjoining it on St. the footpaths and Street, and Grafton Street Dawson between Street Grafton between West Green Stephens St. Alley. and Glovers Stephens St. the of phase construction the During the around line hoarding site the Stop Green currently areas the restrict will sites construction construction the During pedestrians. to available the of some include will lines hoarding the phase North/West Green Stephen’s St. along footpaths at maintain to need a be will there therefore and with areas these in service of levels existing least achieved be will This footpaths. the half effectively St. between access traffic vehicular removing by Arch Fusiliers’ The Alley. Glovers and Green Stephen’s phase all through closed be will park the to entrance maintained be will access However construction. of on Street Dawson and Street York of vicinity the in respectively. North and West Green Stephen’s St. and is described below construction phase of Each works, construction of the impact a summary of is environment on the pedestrian phase, each for 7.26. Table in provided 12A Construction Construction Stage works of Location 12

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(southern end) (southern

Grafton Street Street Grafton

(internal footpaths) (internal St. Stephens Green Green Stephens St.

√

footpath)

North (southern (southern North

St. Stephens Green Green Stephens St.

footpath)

North (northern (northern North

St. Stephens Green Green Stephens St.

West (eastern footpath) (eastern West St. Stephens Green Green Stephens St.

√ √ √ √ √

West (western footpath) (western West St. Stephens Green Green Stephens St. When compared to the existing pedestrian pedestrian the existing to compared When Grafton station, the of in the vicinity experience currently afternoon on a Saturday Street of is the level In no case D. mid-LOS a experiences construction Green Stephen’s St. the service around is currently which that than worse substantially site during the Saturday Street Grafton on experienced viewed This is conservatively peak. afternoon be would that service of as the maximum level during the footpath on each tolerable considered it is considered On this basis, period. construction an represent will not works the construction that environment. pedestrian unacceptable the pedestrian of the results In summary, space will adequate that assessment indicate North Green and Stephen’s on St. be provided circulation pedestrian accommodate to West the time periods of during the critical requirements peaks. afternoon morning and Saturday weekday service of level will the pedestrian In no instances, service as of is the same level which a D, exceed during Street on Grafton experienced currently that peak. afternoon the Saturday some experience however will, Pedestrians a as environment their pedestrian in deterioration and areas pedestrian reduced of combined result volumes. pedestrian increased of the impact summarises below The table around environment on the pedestrian construction Stop. Green Stephen’s the St. √ √ √ √ √ Reduction of footway width footway of Reduction St. Stephen’s Green Park Green Stephen’s St. St. Stephen’s Green North Green Stephen’s St. and park and West St. Stephen’s Green North Green Stephen’s St. and Park and West Construction Construction Stage Works of Location Table 7.26 Matrix of Construction Impact on Pedestrian Environment at the St. Stephen’s Green Worksites Green Stephen’s the St. at Environment on Pedestrian Impact Construction of Matrix 7.26 Table Phase 3 Phase will occur construction phase 3, In construction no will be There only. boundary the park within this phase, during on pedestrians effect significant on St. flows pedestrian that is noted although it a as will increase North and West Green Stephens through route pedestrian the of the closure of result a significant have will not these however the park, footpath existing that given on these areas impact at generous very side are widths on the park existing to relative 4.5 metres approximately afternoon the Saturday (during volumes pedestrian B on = LOS 2,100 of a maximum these are peak, North Green park side footpath). Stephens St. be critical in not Phase 3 will therefore Construction the St. the vicinity of in impact pedestrian of terms Stop. Green Stephens a pedestrian impact, the pedestrian of In terms during Construction be experienced D will mid-LOS periods phases 1 and 2 during the critical time 1 where it is during phase however assessed, impact, the greatest will experience pedestrians distance a longer over as this will be experienced Green Stephen’s on St. 100 meters (approximately Stephen’s St. on meters 50 Northapproximately and West). Green 3 2 1

impact affic from St. Stephen’s Stephen’s St. affic from operational Access to vehicular tr vehicular to Access closed. will remain Alley North Glovers Green to a of the creation for will allow This arrangement corner St. of the northwest plaza at pedestrian the large will facilitate which Green Stephen’s locality in the predicted pedestrians of numbers proposed The access arrangements the stop. of the proposed phase of in the construction will remain; scheme

7.7.1 Operational impact area impact Operational 7.7.1 the of impact operational wide, or city The strategic, will there that demonstrated has scheme proposed of the mode result as a impacts traffic be beneficial in Generally scheme. the proposed car to shift from road where as the city centre, such a confined area traffic existing are and there a premium space is at in place restricting arrangements management of the impact the beneficial movement, traffic space is as road will be marginal scheme proposed the of avail cannot that vehicles other up by taken scheme. of the proposed benefits scheme the proposed of impact The operational related will be mainly MN107 within Area on traffic network. the road across re-assignment vehicle to origins and with different vehicles words, In other up by space freed will utilise the road destinations scheme. the proposed by the modal shift generated those to benefit be an indirect therefore, will, There the of area outside the catchment who are drivers a from will benefit they in that scheme proposed is benefit An additional space. road up of freeing peak period the of will be a contraction there that their trip making. will re-time as drivers to bus movement will also be some benefit There do not bus operations (because this area through traffic). as general the same restrictions suffer included as HGV is not traffic on HGV The impact by controlled are in the City Centre movements Management Traffic HGV Dublin City Council’s in remain is assumed to ban The HGV Strategy. assumed that therefore, It is, years. place in future on HGV impact little has very scheme the proposed traffic. will stops city centre the three that It is predicted passengers of volumes the highest experience the proposed of The impact and departing. arriving in the locality movements on pedestrian scheme of pattern the pulse arrival by will be augmented the stops. leaving passengers will not once operational, scheme, The proposed city the current to major changes necessitate are There arrangements. management traffic centre will which arrangements management some traffic the proposed of in place during operation remain scheme. - local Predicted 7.7 MN107 – Area

7.6.7 Construction phase issues impacting safety safety issues impacting phase Construction 7.6.7 impaired mobility and the to the construction relation issues in The specific on mobility impaired scheme the proposed of are worksites city centre the of each at persons below. described Stop Square Parnell and Rotunda The – hospitals two of presence The to leads vicinity immediate the in – Street Temple impaired mobility of numbers average than higher be also should Consideration site. the at people eastern the on crèche a of presence the to given adequate Consequently, East. Square Parnell of side mobility reduced with those for facilities of provision important. extremely is outline construction Under the current will footpath a 2.2m wide temporary methodology, the worksite. side of on the eastern be constructed may 2.2 metres width of footpath The reduced for mobility impaired a difficult environment create is considered therefore, The impact, in this area. The without mitigation. Severe, to Moderate be to East Square Parnell along the bus stops of removal mitigation. of some level will provide Stop O’Connell Bridge Síochána An Garda by provided The accident data were there 2002-2006, between that has shown in the vicinity pedestrians 24 accidents involving in serious 3 resulted which of O’Connell Bridge, of as a sensitive This classifies O’Connell Bridge injury. safety. pedestrian to with regards area in the area service on the footpaths of The level generally is worksites the O’Connell Bridge of any form not and should C), A to (levels good those with reduced for movement to barrier of issue will be the levels The greatest mobility. in a when crossing experienced congestion During O’Connell Bridge. at north-south direction these crossings construction, the peak period of E, D, service of of levels reduced will experience by the wide The difficulty is compounded or F. (particularly on the south side. distances crossing it is likely service of level this reduced of As a result will persons on mobility impaired the impact that mitigation Appropriate Severe. to be Moderate to and implemented will be developed measures minimise the impact. Stop Green Stephen’s St. pedestrian of high levels very experiences This area Street Grafton of the presence due to movements During the Terminus. Line and the Luas Green be rerouted would phases pedestrians construction Green Stephen’s St. the park side of from away the same the shop side of and onto North and West during that modelling predicts However, streets. AM peak and the Saturday the weekday both do not congestion of the levels peak, afternoon D). B to (LOS experienced currently those exceed for the area in service available of the level Given on the impact during construction pedestrians mobility will be Slight.those with reduced

Chapter 7 Page 116 Human Beings: Traffic Page 117 t Street Car park will continue to Car park will continue to t Street Stephen’s Green, College of of College Green, Stephen’s . ee be provided from South Quays via Price’s Lane; via Price’s South Quays from be provided St to Access Access to Fl to Access Surgeons, Fitzwilliam Hotel and Drury Street Street and Drury Hotel Fitzwilliam Surgeons, the from approach to will continue car parks the South and from north via William Street Street. York south via

- The levels of traffic in the city centre, and hence the and hence centre, in the city traffic of The levels by influenced are the area, speeds in traffic average and the areas the surrounding in conditions traffic is a The city centre as a whole. Dublin Area Greater considerable unless and network congested very would it management, traffic made to are changes 2014 and 2029. in congested heavily be continue to can volumes in traffic small changes Relatively speeds in average changes in substantial result near or over is operating the network because during the peak hours. capacity in certain locations proposed the of the operation of The impact speeds in the city centre traffic on average scheme in the AM peak except neutral, be largely would positive be a Slight would there which hour for 2029. by impact and loading Deliveries, 7.7.2.3 arrangements unloading the city centre throughout management The traffic the after configuration its current to will revert construction. scheme’s the proposed of completion access on St. the vehicular of With the exception all Street, Dawson of west North, Green Stephen’s Therefore will be reinstated. bays loading and roads is and unloading loading on deliveries, the impact neutral. generally Stop Green Stephen’s St. the deliveries/loading/ of most present, At the businesses in this locality for unloading Street and South King Street occur on Grafton Vehicles 06:00 of the hours and 11:00hrs. between these on and unload load to permitted are During during this time. streets pedestrianised scheme the proposed phase of the operational will occur on Grafton loading that it is proposed present, as it does at and South King Street Street on St. properties gaining access to with vehicles The North hours. Green during permitted Stephen’s will be neutral. and loading on deliveries impact Car park access arrangements 7.7.2.4 the proposed phase of During the operational to return car park access will generally scheme, the following: for except arrangements, current - Overall, the impact on car park access within Area on car park access within Area the impact Overall, MN107 will be neutral. Access to Fleet Street between Westmoreland Westmoreland between Street Fleet to Access closed will also remain Lane and Price’s Street the area access to will continue and vehicles Place. via Aston the South Quays from

7.7.2.2 Average general traffic speeds traffic general Average 7.7.2.2 speeds in the AM peak traffic general Average at hour (08:00 unchanged 09:00) to remain would the 2014 do-minimum scenario between 7.3kph during However, scenario. and the do-something average that indicates peak periods the model off by 3.4% slightly decrease would speeds car traffic hour off-peak in 2014 during the representative 15:00). (14:00 to predicted car speeds are average 2029, By 4.9kph from increase to in the do-minimum is scheme 5.4kph when the proposed scenario to in a 10.2% increase This represents operational. The car speeds during the AM peak hour. average the to can be attributed this increase majority of on mode share scheme of the proposed influence car trips in the number of reduction and the overall the off-peak During network. within the whole remain unchanged. to predicted speeds are traffic 7.7.2.1 General traffic flows traffic General 7.7.2.1 only have will scheme proposed the of presence The within patterns traffic general on impact Slight a that indicates analysis Model Traffic centre. city the of order the in differences marginal be would there the between links certain along hour per cars 50 in scenarios do-something the and do-minimum cars 100 approximately to increases which 2014, flows traffic in decreases Minor 2029. by hour per Street, Amiens Street, Gardiner for predicted are Street. Clanbrassil and Street Dame Walk, Bachelor’s traffic centre city the of operation the Consequently, in minor increases to leading alter, would network roads of A small number other links. along traffic minor in the north experience inner city would of which notable the most flow, in traffic increases per 150 cars 100 to around of be increases would hour on Summerhill. the of the operation of the impact Overall within flows on traffic scheme proposed is Slight. the City Centre 7.7.2 Operational phase impact on general traffic traffic on general phase impact Operational 7.7.2 - has been this assessment it of the purposes For the city within management traffic that assumed prior to arrangements their to will revert centre This will scheme. proposed the of the construction impact the direct of indication clearest the provide the to changes as the only scheme the proposed of the of will be as a result network transportation itself. scheme proposed as the construction that however, be noted It should and after duration considerable period will be of return to be appropriate not it may a period, such to the MN107 Area within management the traffic arrangements. current St. Stephen’s Green Stop Stop Green Stephen’s St. in infrastructure public transport The existing be will Stop Green Stephen’s St. the of the vicinity the of or operation the construction by unaltered a to the stop of The proximity scheme. proposed Green Stephen’s on St. bus services number of large convenient for will allow Street North and Dawson public transport modes. the two between transfer will be the stop access to western In addition, St. at stop Line the Luas Green adjacent to of enhancing the interconnectivity Green, Stephen’s employment The retail, modes. the public transport will benefit in the locality facilities and recreational the by transport offered the high quality public from scheme. proposed the Interconnector it is assumed that In the 2029, with be in operation will both BX and Luas Line Green Stephen’s St. Green. Stephen’s St. at stops transport hub with as a major public will function many between facilities interchange excellent the stop of The location public transport facilities. to Dublin’s beneficial will be highly in this locality network. transportation Taxi 7.7.3.2 Stop Square Parnell returning in the city management With the traffic on taxi the impact configuration, current the to services will be neutral. Stop O’Connell Bridge is scheme the proposed of Once construction management traffic and the city centre completed can be these ranks formation, the current to reverts on taxi services in the impact Therefore, reinstated. is neutral. the locality Stop Green Stephen’s St. will be North, Green Stephen’s on St. The rank that ensure to location a suitable to relocated is maintained in this area. service coverage with will be agreed location This replacement stakeholders. key Alley on Glover’s movement only The eastbound West Green Stephen’s southbound on St. exiting facilitate in place to will remain Street York towards the Fitzwilliam Hotel. for down set in the locality on taxi services The impact be Slight. to is likely impact cyclist phase Operational 7.7.4 Stop Square Parnell Square on Parnell infrastructure cycle The existing lanes and parking stands, including cycle East, the commencement of prior to will be reinstated With the traffic scheme. the proposed of operation the existing to in the city returning management will be neutral. on cyclists the impact situation,

7.7.3.1 Bus and Luas 7.7.3.1 Stop Square Parnell it is assumed this assessment, the purposes of For Square Parnell bus services along the existing that the of The introduction will be reinstated. East will scheme proposed with the services associated of enhance public transport in the locality greatly the of The proximity Square. Parnell at the stop bus services will allow number of a large to stop public the two between transfer convenient for Parnell around Destinations transport modes. the high quality public from will benefit Square Overall scheme. the proposed by transport offered positive. on public transport will be very the impact Stop O’Connell Bridge Stop O’Connell Bridge the access to The surface an impact have to is likely Street on Westmoreland The location arrangements. bus stop on existing section the roadside along banks the escalator of of the relocation will necessitate the footpath of this the purposes of for However, bus stops. existing bus the existing it is assumed that assessment, Street Westmoreland along service arrangements will be reinstated. bus number of a large to the stop of The proximity between transfer convenient for services will allow within In addition, modes. public transport the two will be able passengers a short distance, walking Abbey line at with the Luas Red interchange to lines at suburban rail and outer and DART Street and employment The retail, Station. Street Tara the O’Connell Bridge around facilities recreational the high quality public from will benefit Stop Overall scheme. the proposed by transport offered positive. will be very on public transport the impact 7.7.2.5 Emergency vehicle access arrangements access vehicle Emergency 7.7.2.5 reduced the from benefit will vehicles Emergency mode the from resulting centre city the in traffic predicted The scheme. proposed the to car from shift positively will times journey reduced of outcome services. emergency of provision the on impact will stops the city centre to access Emergency lifts that fire-fighting dedicated by be provided and all levels between connections direct provide on the western These will be located the surface. on O’Connell Street East, Square Parnell of footpath and within St. Street, and Westmoreland Lower Park. Green Stephen’s on public transport phase impact Operational 7.7.3

Chapter 7 Page 118 Human Beings: Traffic Page 119 The O’Connell Bridge Stop is predicted to be to is predicted Stop Bridge The O’Connell the of the alignment along busiest the one of concentration is a high There scheme. proposed the within trip generators and destinations of there In addition, the station. of area catchment modes within public transport other of is a wealth Line Red the Luas including, distance walking easy rail suburban Dart and outer Street, on Abbey stop bus services numerous and Street Tara services at the Quays Street, D’Olier Street, on Westmoreland that It is predicted itself. and O’Connell Street a will generate O’Connell Bridge at the stop as movements pedestrian high number of very arrive. passengers pedestrian of high level is a very there present, At volumes pedestrian Although in the locality. activity there the day high throughout consistently are increase. flows peak periods when pedestrian are and in the area activity retail is considerable There as a acts Street / Westmoreland O’Connell Street between movements pedestrian for thoroughfare As such, the north areas. and south shopping periods particularly busy are afternoons Saturday during the In addition, movements. pedestrian for high very are peak period there weekday evening in the bus stops accessing pedestrians of volumes Street. Westmoreland along particularly locality, bus services can for waiting people The number of extent. a large to congestion pedestrian increase the existing scheme, As part the proposed of Westmoreland side of on the western footpaths the stop accommodate will be widened to Street footpath additional provide accesses and to movements in pedestrian the increase space for passengers. scheme’s the proposed by generated will be on O’Connell Street The escalators The footpaths. positioned within the existing wide very are on O’Connell Street footpaths existing can be accommodated escalators and the proposed on pedestrians. impact without undue negative on scheme the proposed of the impact Overall, be Moderate to is likely congestion pedestrian Stop. Bridge the O’Connell in the vicinity of to entry/exits street will be three There the northern at two end Stop, O’Connell Bridge O’Connell Street) sides of and west the east (on side the west the southernand one at end (on Street). Westmoreland of sides of and west on the east The footpaths will be which will be widened, O’Connell Street the pedestrian capacity for additional provide the O’Connell Bridge from demand generated flow. pedestrian as background as well Stop and flows pedestrian increased of The impact phase of with the operational associated patterns result not typically would Stop the O’Connell Bridge of in terms than other than low greater in an impact there where the stop to close crossings pedestrian impact. Moderate of be some occurrences would 7.7.5 Operational phase pedestrian impact phase pedestrian Operational 7.7.5 Stop Square Parnell will be Square Parnell at stop The underground which of both main access points, two by served Parnell side of the western along will be located the will provide escalators of sets Two East. Square will Lifts passengers. access for principal means of to the escalators to proximity in close be provided the mobility impaired. access for provide Square Parnell side of on the western The footpaths the stop accommodate will be widened to East space footpath adequate provide accesses and to generated movements pedestrian the additional for Therefore passengers. scheme’s the proposed by on pedestrian scheme the proposed of the impact Square the Parnell of in the locality movements positive. will be slightly Stop Stop O’Connell Bridge will be O’Connell Bridge at stop The underground the the alignment of along stops the largest one of main three by and will be served scheme proposed the will provide escalators of Banks access points. Lifts passengers. access for principal means of the escalators to proximity in close will be provided One the mobility impaired. access for provide to on the western main access point will be located Street Fleet between Street Westmoreland side of the access from this will provide Quay; and Aston The the stop. of and southwest southeast south, on the western second main access will be located Walk Bachelors between O’Connell Street side of from access this will provide Street; and Abbey The final main access the north and northwest. O’Connell side of on the opposite will be located this Street; and Abbey Quay Eden between Street In the north access to and north east. will provide the to proximity this access will be in close addition, and it will serve Street Abbey at stop Line Luas Red lines. the two between transferring passengers on Westmoreland crossings pedestrian The existing and on O’Connell O’Connell Bridge around Street, to movement pedestrian will facilitate Street will management The traffic the stop. and from the proposed of completion after be reinstated junction and the existing construction scheme’s including and signal configuration, layouts will be restored. phases, pedestrian O’Connell Bridge Stop Stop Bridge O’Connell reinstated be will facilities parking cycle existing The the of operation of commencement the to prior lanes cycle existing the However, scheme. proposed reinstated be not will Lower Street O’Connell on This scheme. proposed the of operation the during will removal its and used, well currently is lane cycle cyclists. on impact Moderate a in result Stop Green Stephen’s St. will be parking facilities cycle The existing operation of the commencement prior to reinstated and replacement New scheme. the proposed of in the proximity also be provided parking will cycle will be neutral. on cyclists The impact the stop. of – Area MN107 impact local

The predicted local impact of the proposed scheme scheme the proposed of impact local The predicted and operational the construction during both These sections. in the previous phases is detailed further introducing by can be mitigated impacts as detailed level, the local at measures mitigation which impacts local the residual Finally, below. are these measures of the introduction after remain 7.27. Table in shown 7.8 Residual 7.8 St. Stephen’s Green 2029 2029 Green Stephen’s St. with a be operation will Interconnector the In 2029, Interconnector The Green. Stephen’s St. at station Stephen’s with the St. integrated fully will be station access for be direct will and there Stop Green As lines. the two between transfer to passengers Green Stephen’s and St. station the Interconnector non-transferring underground, will be linked Stop use the proposed could passengers Interconnector demand The additional escalators. scheme’s between interchanging passengers by generated will have and Interconnector scheme the proposed exiting on pedestrians impact Moderate to a Slight accesses. scheme’s the proposed safety issues impacting Operational 7.7.6 and the mobility impaired impact operational Predicted 7.7.6.1 on the mobility impaired of to the operation relation The specific issues in persons on mobility impaired scheme the proposed described below. are stops the city centre of each at Stop Square Parnell Parnell on activity pedestrian of levels increased The proposed the of operation the to due East Square current the on impact to sufficient not are scheme movement of ease Consequently, service. of levels be will impaired mobility the for area the through Stop the to Access level. existing the at maintained by for provided be will impaired mobility the for footpath. western the on lifts two of means Stop O’Connell Bridge pedestrian free-flowing predicts modeling Pedestrian Facilities stop. the around footpaths the on movement impaired mobility accommodate to provided be will Slight. be will impact The movement. Stop Green Stephen’s St. the within activity pedestrian in increase main The King Street/South Grafton around be will area study Stop. Green Stephen’s St. the to access its and Street operation the during area this in service of level The that to similar be will scheme proposed the of Stephen’s St. along except experienced, currently due congestion less experiences which North, Green Access width. footpath effective increased the to the by for provided be will impaired mobility the for close West, Green Stephen’s St. on lifts of provision Street. Grafton with junction the to St. Stephen’s Green 2014 2014 Green Stephen’s St. Green Stephen’s St. at stop The underground Banks access points. main two by served will be means the principal will provide escalators of will be provided Lifts passengers. access for of provide to the escalators to proximity in close One main access impaired. the mobility access for Luas Green near the existing be located point will passengers this will facilitate platforms; Line as well lines as the two between transferring The second main area. the local to access providing North Green Stephen’s on St. access will be located relative The Street. with Dawson near the junction a for the main access points will provide position of directions. of a variety access from of high level for phase the requirements During the operational will intensify in particular, movement, pedestrian Green Stephen’s The St. situation. the current from the area. into pedestrians bring new will itself Stop will Green Stephen’s St. at the stop of The location indicate Surveys on pedestrians. some impact have per 20,000 up to of movements pedestrian that during the can be experienced total) hour (two-way peak time on a Saturday. busiest the requirements phase During the operational the from will intensify movement pedestrian for peak periods of will be There situation. current of level has the highest Street Grafton demand. in Dublin and pedestrian street any of activity retail including hours shopping peak during peak volumes evenings. Thursday and afternoons Saturday using the currently passengers of proportion A large with the proposed will interchange Line Luas Green (and vice versa). scheme St. access between the vehicular of The closure the for will allow Alley and Glovers Green Stephen’s the northwest plaza at a pedestrian of creation will The area Green. Stephen’s corner St. of where environment friendly become a pedestrian Grafton between circulate to free are pedestrians North Green Stephen’s St. South King Street, Street, Green Stephen’s and St. Street) Dawson of (west providing to In addition Street). York (north of West the infrastructure, high quality pedestrian very interchange and easy the safe plaza will facilitate Luas and scheme, the proposed between with the plaza Overall, services. Interconnector in this area on pedestrians the impact improvement will be neutral.

Chapter 7 Page 120 Human Beings: Traffic Page 121 Typical Light Light Typical Vehicle Metro (LMV) ovided within close within close ovided the proposed scheme will lead to a to will lead scheme the proposed acilities will be pr , stem will be used to optimise the flow the flow optimise to will be used stem y of traffic along the routes, particularly during particularly routes, the along traffic of of reduce the impact to times, peak traffic phase; the operational during queuing and delay f Bus stop pedestrians for environment improved greatly pedestrian construction, Following and cyclists. be dealt continue to will safety and cyclist campaign as is the an awareness with through countries. Luas and in other with approach The Dublin City Council urban traffic signal traffic City Council urban The Dublin s control proximity of St. Stephens’ Green, O’Connell O’Connell Green, Stephens’ St. of proximity Stops; Square Parnell and Street In general

- impacts construction local Residual 7.8.3 the proposed from resulting impacts The localised been MN107 have in Area construction scheme the further local applying By described above. these impacts of the severity measures, mitigation outlined as reduced, will be significantly below. 7.27 Table in the 7.8.2 Further local operational operational local Further 7.8.2 measures mitigation measures mitigation transport General - Pedestrian/cyclist mitigation measures mitigation Pedestrian/cyclist - e that e that trian o ensur sions will be in operation and and sions will be in operation ard the Contractor will the Contractor ard affic Management Plan will affic Management er r the existing pedestrian infrastructure will be infrastructure pedestrian the existing the replicate that routes temporary by replaced as possible; as far facilities existing pedes minimise risk to to Measures be implemented for the city centre to ensure ensure to city centre the for be implemented the proposed of impact the construction that plan will This a minimum. to is kept scheme including stakeholders all relevant from have DCBA Dublin Bus, Dublin City Council, RPA, car parks, access to will address The plan etc; infrastructure, bus stop and unloading, loading taxi stands; t be prepared A phasing plan will The Scheme T The Scheme and cyclist safety will be developed and will be developed safety and cyclist phase. the construction through implemented further develop construction vehicle routing routing vehicle construction further develop programme in line with project arrangements methodology. construction and the evolving Plan will be Management Traffic The Scheme this. reflect to updated div Pedestrian all critical phases do not coincide. This would This would coincide. not all critical phases do on the traffic construction of the volume reduce one period in time; any at network aw On contract

- - mitigation measures mitigation measures mitigation traffic General - 7.8.1 Further local construction construction local Further 7.8.1 Pedestrian/cyclist mitigation measures mitigation Pedestrian/cyclist - - Residual Residual impact local The residual The residual will be impact post Moderate introduction mitigation of The residual will be impact post Moderate of introduction mitigation The residual The residual will be impact post Moderate introduction mitigation of Possible further further Possible mitigation local Traffic The Scheme Plan Management furtheridentifies management traffic to measures the improve of movement in traffic general area the city centre and on the orbital routes. Traffic The Scheme Management Plan addresses an appropriate phasing schedule construction for activities vehicle and construction areas. works The Scheme Traffic Traffic The Scheme Plan Management further identifies management traffic to measures the improve of movement the buses through areas. affected Traffic management management Traffic arrangements including Street Marlborough College Bridge, plan traffic Green re- and general traffic of routing sites from away Inner and Outer to Orbital Routes Strategic Strategic mitigation measures Phasing and sequencing of works construction management Traffic arrangements including public transport only linking bridge Street Marlborough Street, Hawkins to Green College management traffic plan facilitating and bus movement re-routing general away traffic of to sites from Inner and Outer Orbital Routes. Redistribution of of Redistribution away traffic general construction from and the sites these of impact routes. Description Description impact local of Construction using vehicles and Street Dawson nature the sensitive the environment of bus speeds through the city centre the of as a result sites. construction reduction as reduction the of a result construction sites Additional Additional construction traffic vehicle on the network. Source Source impact of City Centre capacity Road Dawson Dawson Street City Centre Bus movement in The decrease T01 MN107/ T02 T03 phase. the construction through MN107/ MN107/ and implemented will be developed safety and cyclist pedestrian minimise risk to to measures Appropriate are required. required. are and therefore no operational mitigation measures measures mitigation operational no therefore and vicinity. The overall impact will be slightly positive, positive, slightly be will impact overall The vicinity. minimise the impact on all road users in its its in users road all on impact the minimise The proposed scheme has been designed to to designed been has scheme proposed The 7.8.4 Residual local operational impacts operational local Residual 7.8.4 Impact IDImpact Location Table 7.27 Construction impact, further mitigation and residual local impacts impacts local and residual mitigation further impact, Construction 7.27 Table Page 122