Transportation GDA February DRAFT Grangegorman Mobility Management Plan

Transcription

1 GDA February 2014 DRAFT Grangegorman Mobility Management Plan

2 Prepared by:... Checked by:... Brian McMahon Robert Kelly Senior Engineer Principal Engineer Approved by:... Elaine Brick Associate Director Rev No Comments 1 Draft Report Checked by Approved by Date Ground Floor, Grand Canal House, Upper Grand Canal Street, Dublin 4, Republic of Ireland Telephone: +353 (0) Website: This document has been prepared by AECOM Limited for the sole use of our client (the Client ) and in accordance with generally accepted consultancy principles, the budget for fees and the terms of reference agreed between AECOM Limited and the Client. Any information provided by third parties and referred to herein has not been checked or verified by AECOM Limited, unless otherwise expressly stated in the document. No third party may rely upon this document without the prior and express written agreement of AECOM Limited. f:\projects\development - grangegorman gda framework\reports\reports\mmp\draft grangegorman phase 1 mmp (5).docx

3 Table of Contents 1 Introduction Strategic Accessibility Assessment Travel Patterns & Attitudes Summary of Issues and Opportunities Action Plan... 44

4 Introduction

5 AECOM Mobility Management Plan 2 1 Introduction 1.1 Background AECOM has been commissioned by the Grangegorman Development Agency to provide a Mobility Management Plan for phase 1 of the Grangegorman Planning Scheme. The MMP has been requested by Dublin City Council. The report is set out as follows: Section 2: Site Audit, presents the results of a detailed audit undertaken by AECOM of the campus grounds. Outputs from the audit form the basis for developing an Action Plan; Section 3: Travel Patterns and Attitudes, outlines the results of a recent travel survey of staff at the campus. The survey results provide valuable information with regards transport trends and the appetite for behaviour change; Section 4: Summary of Issues and Opportunities, this section provide an overarching summary of the main issues and opportunities affecting the site that will feed into the Action Plan; Section 5, 2014 Grangegorman Campus Mobility Management Plan, the action plan sets out the recommended control, provision, awareness and support actions that are necessary to respond to the issues identified and mitigate further car dependency. 1.2 About Grangegorman A preliminary Mobility Management Plan (MMP) was prepared for the Grangegorman Planning Scheme as part of the planning application. This MMP is provided has been produced in support of the proposed first phase of the Dublin Institue of Technology within the Grangegorman SDZ area. This includes for the first 1,000 students that will start their college term in September 2014 at the new college campus. The MMP is concerned in relation to the first phase of the Grangegorman development but consideration is given to the wider polices proposed in the Grangegorman SDZ site which provides the basis for all developments within the site as they are developed. 1.3 Proposed Phasing The site at Grangegorman is to constructed in a number of phases. This Mobility Management Plan has been divided into a number of different stages. Phase 1 September 2014 The first phase of the Mobility Managment Plan includes the HSE s Phoenix Health Centre, and the Dublin Institute of Technology s () first phases of development relocated in the existing protected buildings on site. The HSE s Phoenix Health Clinic opened in 2013, with first 1,000 students from Dublin Institute of Technology due to commence their school term in September Phase 2 - Dec 2015/ Jan 2016 It is presumed at this stage of the project that the HSE s Primary Care Centre and s Environmental Health Sciences Institute will be open. A separate Mobility Management Plan will be undertaken for this stage of the development. Phase 3 - September 2017 It is presumed at this stage of the project that the s Central and Eastern Quads will be open. A separate Mobility Management Plan will be undertaken for this stage of the development.

6 Strategic Accessibility Assessment

7 AECOM Mobility Management Plan 4 2 Strategic Accessibility Assessment 2.1 Introduction This Strategic Accessibility Assessment sets of an understanding of existing and future site layout and facilities for sustainable travel modes. An overview of accessibility by various modes to the subject site is provided. In providing this discussion, reference has been made to the following modes of travel: walking; cycling; public transport; taxis, and the also provides information on road infrastructure, car parking and travel information. 2.2 Context - Grangegorman Planning Scheme The subject site is one of the largest undeveloped sites within Dublin City Centre. Its location, close to the city centre, provides excellent conditions for the provision of sustainable travel measures from the development proposals. The proximity of the public transport network in the city centre and the intensification of land use at Grangegorman support the principles of sustainable transportation. The development proposals involve the provision of 21st century facilities to accommodate the needs of the Health Service Executive (HSE), Dublin Institute of Technology (), and the local community. The site is was occupied by St Brendan s Hospital, a psychiatric hospital owned and run by the Health Service Executive. Much of the rest of the site was undeveloped and can be considered Brownfield. currently occupies a total of over 40 individual buildings around Dublin city centre. This diversification of building locations generates significant travel demand across the city. For the Grangegorman development will offer a consolidated campus environment which can play an important role in generating sustainable travel patterns. To support the HSE and facilities an appropriate level of mixed use (retail and commercial) development is required. This will be largely provided at the Broadstone edge of the site in order to achieve the area s optimal development potential in line with the City Development Plan. Figure 2.1 Proposed Grangegorman SDZ Masterplan

8 AECOM Mobility Management Plan Phoenix Health Clinic The Phoenix Health Clinic, opened in 2013, to the northwest of the Grangegorman SDZ. The clinic is a replacement mental health facility for the former St. Brendan's Hospital on the campus. The development consist of 54 beds and contains the following three main elements, mental health care facilities, community mental health services; and general administration for support services Phase 1 proposals At the start of the 2014 college term, the facilities will open in the Grangegorman Campus, with works finished on the protected structures as highlighted in the diagram below. It is intended that these new buildings will accommodate approximately 763 students and 150 staff from the D.I.T. Art/Design faculty who will commence occupation of the structures in September It is proposed that the principal pedestrian and cyclist access point for the scheme will be provided via St Brendan s Way from Grangegorman Lower, with an access also provided from the North Circular Road. It is intended that St Brendan s Way will be finished in accordance with the final proposals set down in the current Site Infrastructure & Public Realm (SIPR) planning application between Structures 17, 19, 20 & 22 and Grangegorman Lower prior to occupation of these structures by students in September A temporary finish to St Brendan s Way will be in place between the western extent of Structure 19 and Structure 8 (Top House). This finish will be of suitable standard to facilitate pedestrian and cyclist flow to and from Structure 8. The permanent layout of St Brendan s Way will be finalised following completion of construction on the quadrangle buildings scheduled for completion in It is intended that the section of St Brendan s Way in the vicinity of Grangegorman Lower would form a plaza area between Structures 17, 19, 20 & 22 thereby providing a high quality environment for pedestrians to link between facilities. It is proposed that car parking and cycle parking will be provided to serve the subject scheme in accordance with the principles set down in the Planning Scheme. It is proposed to provide a minimum of 142 cycle parking spaces. Figure 2.5: Proposed Phase One Development

9 AECOM Mobility Management Plan Walking and Cycling Access Plan The Grangegorman development has been designed to ensure that the development is permeable with a number of access points or gateways to facilitate walking through the site. As highlighted in Figure 2.2, existing pedestrian routes, such as on the North Circular Road, will be supplemented by high quality, prominent accesses into Grangegorman, via Broadstone Gate to the east, and on Prussia Street to the west. These access points will ensure that Grangegorman SDZ integrates successfully into the existing community and provides excellent permeability through the site. Figure 2.2: Site Map of Grangegorman Planning Scheme It is envisaged that three principal routes through the site, including St. Brendans Way, Serpentine Walk, and Ivy Avenue will provide pedestrian accessibility through the site. St Brendans and Serpentines Avenue, are important in terms of connecting the site internally and externally, and emphases the pedestrian priority through the quarter. Ivy Avenue, is a more traditional street character, with vehicles allowed on the road and footpaths provided for pedestrians. St. Brendan s Way is a proposed shared surface where pedestrian and cyclist movement and access are the priority throughout. Vehicular access to the area will be limited, but includes for emergency, maintenance and out-of-hours service vehicles. Serpentine Walk is a secondary walking route, where pedestrians are given priority throughout. It will be a heavily planted, tree-lined route. Ivy Avenue will have a more traditional street character than the other main routes, with greater vehicular use and separation between vehicular traffic and pedestrians. Figure 2.3: Main Propsoed Walking Routes in Grangegoram; St. Brendan s Way, The Serpentine Walk, and Ivy Avenue

10 AECOM Mobility Management Plan 7 Figure 2.4: Indicative view of St. Brendans Way looking towards the clock Tower (Grangegorman Planning Scheme). As per the Dublin City Development Plan cycle parking facilities will be conveniently located, secure, easy to use, adequately lit and well signposted. All long-term parking (more than three hours) cycle ranks should be within 50m of college buildings. 35 cycle parking stands are located beside the Top House and Former School of Nursing (buildings 8&9), 28 at the former female house, and 8 at buildings Suitable shower and changing facilities are to be provided on the ground floor of the building. The shower facilities are to be secure, lockable, and located beside where they can be made available for staff and students. Lockers will be provided in the changing rooms. Vehicular Access Figure 2.6: Proposed Cycle Parking Locations at Grangegorman Vehicular access to the site, as with the entire Grangegorman campus, will be limited and strictly controlled. A significant body of construction work is expected to be taking place in the first number of years of occupation between 2014 and As such it is not intended to provide permanent car parking facilities to serve the subject scheme initially. However, it is proposed to construct a temporary surface car park to serve the development and other future planning applications until such a time as demands for construction access from the North Circular Road reduces and a permanent parking structure is constructed and accessed via North Circular Road. As such vehicular access in the short term will be provided via the controlled access junction between St Brendan s Way and Grangegorman Lower. It is proposed to provide 14 car parking spaces to serve the scheme first phase.

11 AECOM Mobility Management Plan Existing Facilities Walking Existing pedestrian movement through the area tends to correspond with the more significant traffic corridors such as Prussia Street and Constitution Hill / Phibsborough Road. This is a function of the current land use within Grangegorman and its weak connectivity with the surrounding areas. The majority of the road junctions in the area are signalised and provide good pedestrian crossing facilities in the form of drop kerbs, tactile paving and pedestrian refuge islands at the larger junctions. Some pedestrian facilities in certain areas would be in need of repair such as around Stoneybatter and the Grangegorman Lower/ North Brunswick Street junction Cycling Existing cycle facilities are provided on the North Circular Road which connects with facilities on Old Cabra Road and Prussia Street linking to the City Centre. Cycle lanes are provided on both sides of the Constitution Hill/Church Street. Sections of cycle lanes are provided along Blackhall Place/Stoneybatter as well as King Street North and Queen Street. Cycle lanes are provided along the north and south quays of the River Liffey. Some of the residential streets in the wider Grangegorman area are lightly trafficked and provide suitable cycling environments. The existing cycle network in the city centre area is presented in Figure 2.6 below. It can be seen that Grangegorman is well positioned to avail of this existing network. Figure 2.7: Extent of existing cycle lane provision (Source: Greater Dublin Area Cycle Network Plan) Public Transport The Grangegorman area is currently well connected by bus services and is surrounded by a number of existing Quality Bus Corridors (QBC) as shown in Figure 2.7. Blanchardstown Quality Bus Corridor (QBC), Lucan QBC, and Ballymun QBC are all in close proximity to Grangegorman.

12 AECOM Mobility Management Plan Figure 2.8 Quality Bus Network Figure 2.9: Bus Stops in the Vicinity of Grangegorman Planning Scheme 9

13 AECOM Mobility Management Plan 10 Grangegorman is within 30 minutes walking distance of the City Centre where the majority of bus routes terminate, making the site accessible from transport hubs such as Bus Aras and Connolly Station. In addition, the site is also approximately 25 minutes walking distance from Heuston Station, another major public transport hub Existing Rail Transport Services The existing LUAS Red line running from Tallaght to Connolly/The Point has three stops (Four Courts, Smithfield and Museum) within minutes walking distance from Grangegorman. The Luas lines connect the site to the mainline rail network at Heuston and Connolly Stations. 2.5 Future Facilities Figure 2.9 Existing Luas Red Line Future Walking Facilities The Dublin City Council Development Plan ( ) identifies a number of strategic pedestrian routes across the city. Figure 2.10 below illustrates the strategic city centre pedestrian routes proposed in the Development Plan. It can be that Grangegorman SDZ has been identified to form part of a future strategic pedestrian route that will extend westwards towards the Phoenix Park and the Royal Campus via Heuston Station and the Liberties and eastwards towards the city centre commercial areas of Henry Street, Jervis Street etc.

14 AECOM Mobility Management Plan 11 Figure 2.10 Strategic Pedestrian Routes (DCC Development Plan ) Grangegorman in its current state restricts and represents a barrier to east-west connectivity. However, the proposed permeability and layout of Grangegorman SDZ will enhance DCC s access strategy for the city. In fact the site holds such a strategic location that it could be stated that its development will help integrate the western part of the city centre Future Cycle Facilities Figure 2.12 shows the proposed cycle infrastructure plan from the Greater Dublin Network Cycle Plan. As shown, there are proposals for development of a cycle link through the Grangegorman Site. It is proposed that this cycle link is formed as part of St. Brendans Way, a shared space environment between pedestrians and cyclists with little vehicular access. Figure 2.12: Planned cyclist facilities, GDA Cycle Network The Grangegorman Planning Scheme outlines that the scheme will encourage cycling and the additional permeability will provide connectivity to the exiting cycle network in the vicinity of the site. Cycle parking to be provided throughout, with larger banks of cycle parking to be provided in locations nearest the largest cycle trip generators.

15 AECOM Mobility Management Plan 12 The Dublin City Council Development Plan (Appendix 7, Strategic Cycle Network) also outlines citywide proposals for the construction of new cycle tracks and upgrades to existing cycle tracks, as set out in the Green Route proposals in the Development Plan. Figure 2.13: Planned Green Routes, Dublin City Council Therefore, cycle approaches to Grangegorman from north, south, east and west will be upgraded or introduced under the proposals of the Development Plan. This will further encourage the use of the bicycle as a means of accessing the site. The GDA and is committed to working in conjunction with Dublin City Council to deliver the principles and proposals outlined in the current Development Plan Future Public Transport Future Bus Services in the Grangegorman Area Within the Draft Greater Dublin Area Transport Strategy , the NTA highlight the importance of bus priority measures in particular measures such as the dedicated provision of road space, priority for buses at signals and restriction to some or all vehicles along sections of road. The NTA have identified a number of Quality Bus Corridors (QBCs) for proposed upgrades. The routes highlighted as Bus Priority 1 have been selected for improvement to journey times, service reliability and comfort levels on the basis of their significance. Routes highlighted as Bus Priority 2 have also been selected for improvements with regard to bus segregation and bus priority. Further to this, orbital routes outside the city centre have also been highlighted for improvement. The NTA will explore the possibility of introducing Bus Rapid Transit to a number of the QBCs. The NTA has stated in its document, that Figure 2.14: Future QBC s and Potential BRT in Dublin it anticipates that a number of the Bus Priority 1 routes will migrate to facilitate BRT type services. Figure 2.14 presents the Bus Priority routes outlined by the NTA. Routes of particular relevance to Grangegorman are shown in Figure 2.14 above include the Swords, Finglas Road, Blanchardstown and Lucan QBCs. The Stillorgan Road QBC is also important to the Grangegorman site as a result of the rerouting of the 46a bus service along the North Circular Road.

16 AECOM Mobility Management Plan 13 Figure 2.15: Planned Green Routes, Dublin City Council Future Rail Services in the Grangegorman Area There are significant proposals planned in Transport 21 that will improve access to the site. Luas Cross City will directly improve services providing high capacity public transport links close to Grangegorman. Luas Cross City will connect the two existing Luas lines, providing enhanced access to the City Centre and will extend the Luas line to Broombridge and connect with the Connolly rail line. The preferred route for Luas Cross City is illustrated in Figure 2.15 below. The proposed Broadstone D.I.T. stop has been designated to serve Grangegorman SDZ while an additional stop (Grangegorman) which could also serve the site may be constructed slightly further north.

17 AECOM Mobility Management Plan 14 Figure 2.16 Proposed route for Luas Cross City Luas Cross City will provide the following benefits to the Grangegorman area: Cross city connectivity between Grangegorman and a number of key city centre public transport nodes. Connection to the Longford / Maynooth commuter rail line at Broombridge. Connection to the Luas Green and Red lines. In addition to bus priority measures, the NTA also have a number of objectives in relation to the Luas. These objectives area as follows: The upgrade of passenger capacity on the existing Luas Green Line as required to meet demand; Extension of Luas Green from Brides Glen to Bray area.

18 AECOM Mobility Management Plan Taxis and other transport modes As shown in Figure 2.16, there are no taxi ranks located in the vicinity of the Grangegorman campus. Figure 2.17 Existing Taxi Rank Locations Access for vehicles is to be limited on Grangegorman Lower. However, some limited coach parking, service bays and mobility impaired car parking spaces are proposed. A taxi rank is proposed to the south of St. Brendan s Way on the east side of Garngegorman Lower, as is indicated in Figure Figure 2.18 Proposed Taxi Locations at Grangegorman Lower

19 AECOM Mobility Management Plan Accessibility Walking Accessibility AECOM carried out accessibility modelling on behalf of the Grangegorman Development Agency using ArcGIS. Figure 2.17 below highlights the 30 minute walking catchment of the Grangegorman site based on existing infrastructure. As illustrated,, a large proportion of the urban area can be reached by walking in less than 30 minutes. Figure 2.19: Grangegorman 30 minute walking catchment The National Transport Authority (NTA) carried out accessibility modelling on behalf of the Grangegorman Development Agency using the Accession modelling tool. The NTA s base model uses data from the 2006 Census to generate travel times to specific locations from a central information point, in this case the Grangegorman site. The NTA found that 14% of the population Greater Dublin Area reside within a 30 minute walking catchment of the subject site Cycling Accessibility AECOM carried out accessibility modelling on behalf of the Grangegorman Development Agency using ArcGIS. Figure 2.18 below highlights the 20 minute cycle catchment of the Grangegorman site based on existing infrastructure. As illustrated, a large proportion of the urban area can be reached by cycling in less than 20 minutes.

20 AECOM Mobility Management Plan 17 Figure 2.20: Grangegorman cycling catchment. A modelling exercise was undertaken by the NTA based on travel to the site by bicycle only. This assessment showed that in the base year approximately a quarter of the population of the Greater Dublin Area live within an acceptable 20 minute cycling time of Grangegorman. The 20 minute time band encompasses the following areas: Fairview; Glasnevin; Finglas; Castleknock; Chapelizod; Ballyfermot; Inchicore; Crumlin; Harolds Cross; Ranelagh; and Ringsend. These areas are well served by the existing cycle network in Dublin City illustrated in Figure 2.18 above. It is anticipated that the population within acceptable cycling distance will increase in the near future as a result of the expected improvement in cycle links identified by GDA Cycle Network Plan and Dublin City Council. Therefore, it can be concluded that Grangegorman is ideally located to offer excellent connectivity to adjacent existing pedestrian and cyclist links Public Transport Accessibility To achieve the ideal integration with the external transport network and the best possible access to public transport, the Grangegorman development scheme has been designed with excellent permeability for all transport modes in mind. High quality, prominent accesses into Grangegorman, via Broadstone Gate to the east, and on Prussia Street to the west. These access points will ensure that Grangegorman SDZ integrates successfully into the existing community and provides excellent permeability through the site. The access via Broadstone Gate to the east will provide access to the Luas Cross City line, which is currently under construction and due for completion in A pedestrian access route will be provided to the Blanchardstown QBC, which runs along Stoneybatter/Prussia Street to the west. Other possible routes include via Park Shopping Centre, while an opportunity for access across third party lands to the south of the SDZ site will increase connectivity to the Smithfield area. Bus Accessibility Figure 2.3 in the preceding chapter illustrates the existing Quality Bus Corridors and also the numerous bus services with stops in the vicinity of the subject site. In addition to this a large number of additional bus services along O Connell Street and at numerous bus stops along the quays of the River Liffey will be used by Grangegorman visitors. The location of the subject site in relation to O Connell Street, an important public transport interchange will ensure that additional QBCs other than the

21 AECOM Mobility Management Plan 18 Blanchardstown, Ballymun and Lucan QBCs will be utilised in gaining access and egress to the site. The key bus routes primarily serving the Grangegorman area includes the following: Bus Nos 4; 9; 25; 25a; 25b; 25x; 26; 37; 39; 39a; 38; 38a; 38b; 39; 39A; 46a; 51d; 51x; 66; 66a; 66b; 66X; 67; 67X; 68; 69; 69x; 70; 79; 79a; 83; 83a; 120; 122; 140; 145. Rail Accessibility The subject site is located 2.1km from the Drumcondra Railway Station which also considered an acceptable walking distance. Connolly Station is located 3km walk from the subject site with the north-south Dublin Area Rapid Transit (DART) services. Access can also be provided by the Luas Red Line via the Smithfield Luas stop. The Grangegorman area is located within 25 minutes walk of Heuston Station which will provide patrons on the Kildare line and other Inter City services with access to the subject site. Light Rail Accessibility The Luas Red line operating between Tallaght and Connolly Station currently has three stops in close proximity to the subject site namely; Museum; Smithfield; and Four Courts. Each of these Luas stops are within walking distance of Grangegorman, the closest being the Smithfield stop located approximately 1.2km from the site, equating to minute walk from the site. The Luas provides a fast and reliable service between Tallaght and the City Centre and will form an attractive mode of transport to potential staff and students. Figure 3.5 below highlights the walk time isochrones from the development site to the nearby existing Luas Red line stops. Figure 2.21 Walk time Isochrones to Rail and Luas Stops

22 AECOM Mobility Management Plan 19 Walking and Public Transport Connections. Using the Accession modelling programme the NTA were also able to establish journey times to the Grangegorman area using a combination of the modes of walking and public transport. Figure 2.20 below highlights the journey times by walking and cycling in the base year. Bus, rail and light rail accessibility will be discussed in greater detail in the paragraphs below. Figure 2.22 Journey time (2006) to Grangegorman by walking and public transport (source NTA). The NTA have that 95% of the existing Greater Dublin Area catchment is within a 90 minute commute of the Grangegorman site via the combined modes of walking and public transport.

23 AECOM Mobility Management Plan Existing Road Network The road network surrounding the site provides a variety of movement functions. The R147 Cabra Road, the R135 Constitution Hill, and the R132 Dorset Street (the old N1 has been reclassified as the R132 in 2012) provide strategic movement functions by providing connectivity to the Greater Dublin Area. The North Circular Road provides an orbital function within Dublin City Centre and plays an important role in cross city movement. These routes provide for pedestrians, cyclists and motorists alike and a general commentary on these facilities is presented below: Figure 2.23 Local Road Network R101 North Circular Road North Circular Road is a high quality single carriageway road approximately 7.5m wide with approximate 2m wide footpaths on both sides. It runs in a general southwest to northeast direction and forms part of regional route R101. It is envisaged that the North Circular Road will form a key access route to the proposed Grangegorman SDZ development. The North Circular Road forms a signalised junction with the R147 Cabra Road in the northeast and another signalised junction at Old Cabra Road/Prussia Street in the southwest. This signalised cross-road to the southwest of the site is known locally as Hanlon s Corner. This road is currently assigned a 50km/h speed limit. There are good quality footpaths provided on both sides of the North Circular Road for its length. On-road cycle lanes are provided in both directions between St Peter s church and the junction with Rathdown Road while a westbound on-road cycle lane is provided for the majority of its remaining length. R147 Cabra Road (Old N3) Cabra Road is a high quality single carriageway road which runs in a general east to west direction in proximity to the site and was part of the N3 National Primary Route which was downgraded to the R147 in 2012, when the majority of the NRA s National Roads where downgraded inside the M50 motorway. The R147 forms an arm of a signalised junction with the North Circular Road (commonly referred to as St. Peter s Church ) approximately 900m from the northern boundary of the proposed site. There

24 AECOM Mobility Management Plan 21 are good quality footpaths provided on both sides of the R147 for the majority of its length. An eastbound bus lane is provided in the vicinity of the junction with the North Circular Road. Photo 2.1 North Circular Road at Junction with Grangegorman Upper Grangegorman Lower/Upper Grangegorman Lower is a local road which runs between North Brunswick Street in the south before diverging into Grangegorman Upper and Rathdown Road which both form junctions with North Circular Road in the north. Traffic travels in both directions along the road which is approximately 10.9m wide in the vicinity or the existing access to St Brendan s Campus. Good quality footpaths are provided on both sides of Grangegorman Lower/Upper with some sections of footpath closer to North Brunswick Street in possible need of repair. Rathdown Road Rathdown Road runs between North Circular Road and Grangegorman Lower and provides access to existing houses which line both sides of the road. The total carriageway width is approximately 9.9m which comprises of 2 general traffic lanes as well as on street parallel parking on both sides of the road. Good quality footpaths of approximately 2.5m width are provided on both sides of the road. Prussia Street/Manor Street/Stoneybatter/Blackhall Place Prussia Street runs from North Circular Road and becomes Manor Street, Stoneybatter and then Blackhall Place before joining Ellis Quay to the south. The junction between Prussia Street and North Circular Road is locally known as Hanlon s Corner and the distance between this and Ellis Quay is approximately 1.25km. The total carriageway width varies between 7.9m and 16.9m while minimum footpath widths of 1.9m are present on both sides along the route. The southbound lane of Blackhall Place is bus only between King Street North and the quays. General traffic must turn left onto King Street North before accessing the quays via Queen Street. A further section of southbound bus lane is provided between the Aughrim Street and Arbour Place junctions. A northbound bus lane is provided between the quays and the Blackhall Street junction while a northbound section of on road cycle lane is provided between Arbour Place and Hanlon s Corner. North Brunswick Street North Brunswick Street is a one way street for the majority of its length and runs in a west to east direction between Stoneybatter and Church Street. The street is two way for a limited section between its junction with Stoneybatter and Fountain Place to allow for local access. The road is approximately 9.0m wide and consists of 2 lanes of eastbound traffic between its junction with Grangegorman Lower and Church Street. Footpaths are provided on both sides of the road for its entire length. A limited section of on road cycle track is provided in a westbound direction between George s Lane and Stoneybatter. King Street North King Street North is also a two lane one way street which runs between Stoneybatter and Church Street. Traffic flows in an easterly direction from Stoneybatter before turning left onto George s Lane and right towards Queen Street. There is no through

25 AECOM Mobility Management Plan 22 traffic allowed in an eastbound direction beyond this point. All southbound traffic wishing to access the quays from Stoneybatter Stoneyb must do o so via King Street North because Blackhall Place caters for buses and taxis only between North King Street and Ellis Quay. Traffic flows in a westbound direction only from Church Street with no through traffic allowed beyond the junction with Queen Streett and George s Lane. Therefore, traffic either turns right onto George s Lane or left onto Queen Street. King Street North is approximately 9.5m wide in the vicinity of the junction with Church Street and footpaths are provided on both sides of the road for its entire length. A westbound on road cycle lane is provided from Church Street and continues onto Queen Street. Photo 2.2 North Brunswick Street facing east towards Church Street Photo Existing junction between North King Street/Queen Street / Georges Lane Church Street/Constitution Hill The R108 commences as Bridge Street just south of the River Liffey and becomes Church Street as it crosses to the north side. The road becomes Constitution Hill in the vicinity of the CIE Broadstone depot depot before it becomes the R135. The R108 varies between a two and three lane road on both sides north of the River Liffey. A northbound cycle lane is provided north of Broadstone while cycle lanes are also provided on both sides of the road for the majority majority of its length. The maximum carriageway width is approximately 15m which includes a solid central median in the vicinity of its junction with Brunswick Street. S

26 AECOM Mobility Management Plan Parking Grangegorman Planning Scheme Parking Table 5.4 of the Planning Scheme sets out the proposed car parking provision for the various uses proposed within the Grangegorman Campus. Parking was identified as a key element to the management of travel demand to the development site as an over - provision of car parking may lead to the inducement of vehicular trips while an under - provision may lead to an overspill to the surrounding on street car parking facilities. The provision of car parking on the site was optimised to ensure that it satisfies the operational requirements of the various land uses while protecting the adjacent amenity. The parking provision was quantified and assigned with reference to the Dublin City Council Development Plan maximum standards. The approved parking provision for each land use at Grangegorman is set out below: Table 2.1 Grangegorman Planning Scheme Approved Car Parking Element Car Parking Allocation HSE 385 Core & Core Additional 350 Ancillary 43 Student Residential Accommodation 200 School 8 Library 0 DCC Elderly Housing 21 Mixed Use Development 143 Total 1,150 currently has 300 parking spaces across its existing campus locations, 100 of which are provided at Aungier Street. It is felt that the provision of 350 spaces for at Grangegorman is a very small quantum when it is considered that will eventually expand its facilities by 58% when compared to its existing facilities. The parking provision will be carefully managed so as to discourage the unnecessary use of the private vehicle. Therefore, the proposed quantum of 350 spaces is deemed appropriate due to the nature of the development. An outline of the indicative on-site car parking locations as well as the proposed vehicular access routes are presented in Figure 2.20 below. (It should be noted that this Figure shows maximum parking numbers at each location which will be refined at a later date such that the on-site total of 1,150 car parking spaces will not be exceeded).

27 AECOM Mobility Management Plan 24 Figure 2.20 Proposed vehicular access points and possible car parking areas (Grangegorman Planning Scheme) Phase 1 Parking Table 5.4 of the Planning Scheme sets out the proposed car parking provision for the various uses proposed within the Grangegorman Campus. It is noted that 350 spaces are specified for Core & Core Additional uses. This provision of 350 parking spaces will serve entire future core educational population, estimated as approximately 23,625 people. It is proposed that car parking for the Core uses will be allocated and provided on a pro rata basis according to the population it will serve. This approach to the provision of car parking will control the demand for vehicular access to the site and will ensure that modal split targets set down in the Planning Scheme are met. The proposed modal split for the core educational uses is illustrated in Figure 2.21 below. Figure 2.21 Modal Split based on Existing Transport Infrastructure Phase one of the Campus (Structures 8, 17, 19, 20 & 22) will provide accommodation for a total of 913 people which comprise of approximately 150 staff and 763 students. On the basis of approximately 913 people it is proposed to provide 14 car parking spaces to serve the subject scheme. It can be seen from the SIPR planning submission that 8 disabled parking bays are proposed in the vicinity of Protected Structures 17, 19, 20 & 22. It is proposed that 7 of these spaces be used as standard parking spaces to serve the protected

28 AECOM Mobility Management Plan 25 structures 17, 19, 20 & 22 in the short term. The remaining parking space will serve disabled motorists. An additional 6 parking spaces will be provided to the south of the Top House (Structure 8), with one of these spaces provided for disabled motorists. Following the occupation of other facilities within the campus in 2015 a combined temporary car park will be provided, in accordance with Figure 8.1 of the Planning Scheme, from Grangegorman Lower to the south. Specific car parking quanta, in this combined car park, will be assigned to different buildings depending on the land use and in accordance with the Planning Scheme. Temporary car parks will be managed to ensure that parking spaces assigned to specific uses are used as such and that excess parking by certain users will be controlled by access control in the form of permit parking. Figure 2.21 Proposed Temporary Car Parking at Grangegorman Parking in the Vicinity of Grangegorman

29 AECOM Mobility Management Plan of Travel Information (Existing Travel Information) Visitors and staff can find some information about how to access through sustainable travel modes via the website (dit.ie/life/transport). Walking and Cycling On the site walking routes in Dublin can be easily inputted for different walking route options and an estimated walking time. Cycling is provided by OpenCycleMap.org, which highlights the existing cycle facilities in the city. Public Transport Links to the Dublin Bus, Bus Eireann, Luas and Irish Rial websites are provided ont he transports page, along with information about sudent travel tickets.

30 AECOM Mobility Management Plan 27 Visitors and staff can find some information about how to access the new campus within the website (( Figure 2.29: Travel information provided on the website A general map gives the exact location of the site, and directions are given by car and by bus. A link to a number of bus services is provided. Links to Car Sharing website, with registration through a is also provided.

31 AECOM Mobility Management Plan 28

32 Travel Patterns & Attitudes

33 AECOM Mobility Management Plan 30 3 Travel Patterns & Attitudes To effectively plan for more sustainable mobility management, it is necessary to understand existing travel patterns and the factors influencing them. To undertake this task, there are two important data sources available for this study, as follows: - POWSCAR database assessment: The Places of Work, School or College Census of Anonymised Records database permits a detailed investigation into travel patterns from across Ireland to the electoral zone within which the differentent locations sit. This comprehensive database looks at various modes used as well as distance travelled. ; - Student and Staff Survey: As part of the Mobility Management Plan (MMP) review, the results of a travel survey conducted in 2012 as part o the smarter travel workplace programme are outlined below. Outputs from each of these data sources are presented in the following sections. 3.2 POWSCAR Results ***Awaiting CSO Approval*** 1.4 Campus Travel Survey Results has been a part of the Smarter Travel Workplaces programme since 2009 and is also a participating member of the Green campus programme run by An Taisce. Travel surveys were conducted as part of the Smarter Travel programme in January 2009 and again in January staff and students responded to the travel survey in January Approximately half of the responses were from students and the other half from staff. This represents a response rate of 2.5% for students based on a total of 19,217 students and a response rate of 19% for staff based on a total of 2,407 staff. The response rate is low but is similar to the survey conducted in January Mode The existing modal split for is an attractive one with the majority of the respondents travel to sites by bus, (40%), followed by walking, (14%), driving a car, (14%), train or DART, (12%), bicycle, (12%) and LUAS, (5%). 2% travelled by motorcycle or scooter and 2% as a car passenger. Figure 3.1 General modal Split 14.1% 1.5% 12.1% 4.6% 2.1% 0.2% 14.3% Walking Cycling Bus, minibus or coach 11.6% Luas Train or DART Motorcycle or scooter Car driver Car passenger 39.5% Other means

34 AECOM Mobility Management Plan 31 The results were then filtered based upon whether or not the respondent stated they were a member of staff or a student and are presented in Figures 3.2 and 3.3. Car use alone is higher by staff, bus use is higher by students, rail use is higher by staff and levels of active travel is similar for both groups. Figure Main mode of transport (staff) 2% 22% 16% 3% 2% 11% 28% 16% Walking Cycling Bus, minibus or coach Luas Train or DART Motorcycle or scooter Car driver Car passenger Figure Main mode of transport (students) 7% 3% 0% 0% 9% 6% 49% 15% 11% Walking Cycling Bus, minibus or coach Luas Train or DART Motorcycle or scooter Car driver Car passenger Other Respondents were asked if they occasionally use an alternative mode to their regular mode of travel, as per Figure 3.4. The most popular responses were the more sustainable travel options, in particular bus, minibus or coach (46%) and walking (29%). 24% of respondents stated they occasionally drove a car,16% stated train or DART, 14% stated LUAS and 13% stated they travelled by bicycle for occasional use. 9% stated they occasionally travelled as a passenger in a car going to a different destination, 6% stated as a passenger going to the same destination and 5% stated taxi.

35 AECOM Mobility Management Plan % Figure 3.4 Occasional Modes Used 29.4% 24.1% 13.4% 14.1% 15.6% 0.4% 5.8% 8.9% 5.0% 0.1% 0.3% 2.0% Walking Cycling Bus, minibus or coach LUAS Train or DART Motorcycle or scooter Respondents were asked about what other modes they would consider for their journey. Figure 3.5 shows that 58% stated they would consider using public transport, 32% stated bicycle, while 29% stated they would consider walking or driving respectively and 28% stated they would consider car sharing. These results along with those for occasional use indicate a large opportunity for increasing respondents use of the active modes of travel and of public transport. Car Driver Passenger in a car with driver going to same destination Passenger in a car with driver going to different destination Figure 3.5 Which of the following modes would you consider? Taxi Lorry or van Other Means Work mainly at or from home Car 28.5% Walking 29.2% Bicycle 32.0% Public Transport 58.0% Car-sharing 27.6% Changes in travel patterns The results of the 2012 travel survey were compared to the baseline survey, which was conducted in January 2010 by Smarter Travel Workplaces. The results indicate that further measures may need to be introduced and promoted to encourage and support behavioural change in favour of more sustainable forms of transport to. In summary the 2012 survey has shown the following: A reduction in travel on foot Bike usage has remained the same

36 AECOM Mobility Management Plan 33 An increase in bus use A reduction in train, Dart or Luas usage An increase in car use 45% 40% 35% 30% 25% 20% 15% 10% 5% 0% 18% Figure 3.6 Comparison of Travel Survey Results (%), January 2010 vs. January % 12% 12% 38% 40% Walking Cycling Bus, minibus or coach % 17% Train, DART or LUAS 2% 2% Motorcycle or scooter 10% 14% Car Driver Passenger in a car with driver going to same destination 1% 1% 1% 1% Passenger in a car with driver going to different destination The 2012 survey showed that a number of the respondents had taken part in activities on site over the last year. A summary of responses is below: 17% of respondents had used a Dublin bike 9% of respondents stated they had accessed the secure cycle parking 12% of staff had purchased an annual tax saver ticket for public transport 7% of staff had purchased a bike through the Cycle to Work scheme. With 17% of respondents indicating that they used a Dublin Bike in 2011 and with the expansion of the Dublin Bike scheme currently underway there is an opportunity for a station to be provided on the Grangegorman site. In September 2014 there will be approximately 1050 students and 150 staff moving to Grangegorman. When the current modal split for car drivers is applied to these numbers there would be a demand of approximately 95 parking spaces for staff and students at the Grangegorman site. However in September 2014 parking will be limited to 14 spaces provided on a first come first serve basis which indicates a strong need for the car mode share to be reduced further and to be brought in line with the Grangegorman planning scheme which recommended a car mode share of 7% as shown in Figure 3.7 below.

37 AECOM Mobility Management Plan 34 Figure 3.7: Proposed future Modal Split based on existing public transport 14% Bus 11% 7% 35% Train Luas Car Walk 14% 19% Cycle In August 2006, the National Institution of & Logistics (NITL) produced a report, Towards a Transport Plan for s Grangegorman Campus on behalf of with the development of Grangegorman in mind. As part of the report, extensive travel surveys were undertaken at each of the campus buildings of both staff and students. A response of 2,184 surveys was received by NITL of which 1,330 were completed by students. The overall response rate to the survey was approximately 10%. When looking at the attitudinal results from the NITL survey it was found that 60% of the staff surveyed felt positively towards changing their mode of transport. The results below outlines the dominant measures suggested that may encourage modal shift from car to walking and cycling, use of public transport and car sharing as shown in Figures below. Figure 3.8: Measures that would encourage walking and cycling at (NITL Report) Secure bike parking Safer, better lit paths to campus Better on road cycle lanes to campus of shower and changing facilities Information on cycle routes and cycle facilities None Other 2% 5% 14% 17% 19% 19% 25% 0% 10% 20% 30%

38 AECOM Mobility Management Plan 35 Figure 3.9: Measures that would encourage use of public transport at (NITL Report) More direct bus services to campus Luas tram line with stop at campus More frequent bus services to campus Underground Metro line to service campus Discounted tickets for local bus services Real time information at the bus stops More convenient bus drop off points to campus Better connections from DART stations to campus Improved waiting facilities Better information on fares Road user charging None Other 3% 1% 2% 2% 5% 6% 8% 9% 13% 12% 11% 11% 16% 0% 5% 10% 15% 20% Figure 3.10: Measures that would encourage car sharing at (NITL Report) Reserved parking for car sharers Reduced parking charges for car sharers Assistance infinding participants with smarter travel patterns Car share database Emergency ride home service None Other 2% 5% 8% 17% 21% 20% 26% 0% 10% 20% 30% It is also worth noting that the NITL survey has indicated that 28% of respondents would consider changing their place of residence closer to the Grangegorman site. 41% of student respondents indicated that they would relocate their residence whilst 19% of staff stated that would consider residential relocation which reflects the general transient nature of the student population. Within each of the surveys undertaken for the Grangegorman area, a number of measures were identified that would encourage more sustainable modes of transport such as cycling, the use of public transport and car sharing. The key measures identified from each of the surveys are summarised in Table 4.1 below.

39 AECOM Mobility Management Plan 36 Table 4.1: Possible measures to encourage sustainable transport modes (determined from travel surveys) Cycling Public Transport Car Sharing Additional direct bus routes / services to campus Secure, covered bicycle parking in close proximity to building entrances Reserved car parking for car sharers Shower and changing facilities Improved bus waiting facilities Development of a car sharers database Information on cycle routes Incentives in terms of discounted fares Safe well lit paths to campus Real time information at bus stops Improved cycle lanes to campus Bicycle maintenance classes Cycle training Dublin Bikes station on campus More convenient drop off points to campus Emergency ride home service should the car share arrangement break down momentarily The table above highlights the measures suggested by the future occupants of the Grangegorman area that would encourage sustainable travel to / from the site. A large proportion of these measures could easily be accommodated within the various phases of development at the Grangegorman site. These measures will form part of the action plan to be adopted within the Grangegorman area.