GDA Transport Strategy comments

Uimhir Thagarta Uathúil: 
NTA-C5-872
Stádas: 
Submitted
Údar: 
Vanessa Liston
Comhairliúchán: 
Greater Dublin Area Transport Strategy
Líon na ndoiciméad faoi cheangal: 
0
Údar: 
Vanessa Liston

Tuairimí

16. Climate Action Management

Caibidil: 
Part B: The Strategy » 16. Climate Action Management

The publication of this Draft Greater Dublin Area (GDA) Transport Strategy 2022-2042 for public consultation is an important step in our move to a sustainable future. I welcome the opportunity to comment.  

As a general comment, given the scale and urgency of the transition we need to make to sustainable modes of transport for a growing population, the phasing of the project does not seem sufficiently explained in the Strategy document. The diagram is somewhat simplistic in that it does not show completion or start dates for various projects, despite some already being in progress. Major infrastructure projects would need to be brought to completion before 2042 - particularly the Dart + extension projects and additional core bus corridors. Can the Strategy provide more detail and rationale for the phasing, and the likely impacts or missed opportunities of such a timeframe in terms of our climate targets and social and economic needs? 

With regard to behavioural change, it would be beneficial for the Strategy to include a measure on human-centered transport design. How a person uses a transport system from start to end, their perspective on their journeys from any point is valuable information for incentivising and designing for the significant modal shift we need to make, to enact this strategy. There is new research in this area driving new approaches to transport strategy development that would be beneficial to include (e.g. Maghraoui et al, 2017). A seamless user experience is important to support behaviour change resulting in the required modal shift.

In terms of modeling and data use, is there a future plan to use latest technologies in anonymised mobile data and GIS for mapping for understanding mobility in real time for planning? Other countries also make such data available as Open Data, powering citizen engagement, innovation and new employment opportunities. 

Specific measures

With regard to specific measures in the strategy I suggest thatthe following proposed action should be stated more clearly. Does 'contribute' mean fully achieve or does it mean contribute to a % of this goal? 

MEASURE CLIMATE2 Through the implementation of the full measures set out in this strategy, in combination with the plans and programmes of Government, the NTA will contribute to a reduction in CO2 emissions from transport in the GDA to below 1 MtCO2eq by 2042.

Propose clarifying as:
MEASURE CLIMATE2 Through the implementation of the full measures set out in this strategy, in combination with the plans and programmes of Government, the NTA aims to reduce CO2 emissions from transport in the GDA to below 1 MtCO2eq by or before 2042.

 

Ref: Al Maghraoui, Ouail, et al (2017) Framing key concepts to design a human centered urban mobility system, 21st International Conference on Engineering Design (ICED 17), August, Vancouver, Canada.

10. Walking, Accessibility and Public Realm

Caibidil: 
Part B: The Strategy » 10. Walking, Accessibility and Public Realm

The move to prioritisation of pedestrian and cycling infrastructure is very positive. There is currently one measure proposed to support changes to full pedestrianisation of streets: Measure WALK7 - Pedestrianisation. It would be beneficial to have an additional measure similar to that for WALK7 that accommodates change of street use to cycling and walking: 

Propose:

The NTA will support local authorities in the removal of private car traffic from streets and change of use to a walking and cycling route where there are benefits to transport and/or the local environment and/or the local economy.

The measure should ideally also include benefits to 'active travel connectivity'.

With regard to Measure WALK2 – Improved Footpaths, this measure will have maximum impact where it is initially targeted at priority streets - such as routes to schools or other key services. In my area of Celbridge there are very narrow paths that children and parents struggle with to get to school and these should be prioritised over general path improvements. In other words, a basic level of accessibility and usability should be achieved across an urban area for priority routes although these can require major infrastructural investments. 

In general, the Strategy would benefit from taking a child's view of active travel transport routes. Where transport routes and options in an area are safe and accessibility for children as well as parents with infants and disabled persons it is likely to be successful for the community in general. 

Measure WALK4 – Crossing Times. It would be beneficial to implement smart junction lights at all locations where appropriate to provide greater priorisation to pedestrians and cyclists, facilitate efficiencies in movement and reduced emissions. 

 

14. Traffic Management & Traffic Options

Caibidil: 
Part B: The Strategy » 14. Traffic Management & Traffic Options

MEASURE TM17 – On-Street Parking states: The NTA will support local authorities in seeking to reduce the level of free or cheaply available on-street parking with a view to the reallocation of the roadspace to sustainable modes, and/or the implementation of charging regimes which facilitates motorists contributing to the local economy.

This measure is not articulated in a way that is helpful to achieving a clear modal shift away from driving short distances to a local shop and a clear transition to sustainable and vibrant public realm spaces. Research generally shows a significant increase in footfall in local businesses where there has been a transition to cycling and walking as the predominant transport mode. There is no clear 'charging regime' that would 'facilitate motorists contributing to the local economy'. Also, such a measure should be evidence based. 

The measure would be more beneficial in supporting local authorities and communities to plan for change with a measure that states: The NTA will support local authorities to reduce the level of free or cheaply available on-street parking with a view to the reallocation of the roadspace to sustainable modes. 

As the current status quo is on-street parking, which we need to move away from, a high-bar of evidence should be required for demonstrating local economy impacts for continuation of on-street parking with varied charging regimes. This evidence should take community and environmental impact into account. Currently, moves to transition away from on-street parking are resisted with arguments about impacts on local businesses yet I have yet to find empirical evidence to support these claims. Where the measure includes the provision in the final clause it should state a clear requirement for evidence that factors in negative consequences also.

 

8. Planning for Sustainable Transport

Caibidil: 
Part B: The Strategy » 8. Planning for Sustainable Transport

Hierarchy of road users: More granularity would be beneficial in the hierarchy of road users, to include children for example and disabled persons. They need additional considerations in the design. If we design for children and accessibility we design better spaces.

Measure PLAN12 – Urban Design in Major Infrastructure Projects. The current language of this measure is weak in 'considering' only how biodiversity could be fostered'. I suggest revising the measure

  • Change from
    The NTA will incorporate a high standard of urban design and placemaking into the planning and design of all major public transport infrastructure schemes, and will consider how greater biodiversity could be fostered

    to

  • The NTA will incorporate a high standard of urban design and placemaking into the planning and design of all major public transport infrastructure schemes, and will take measures to ensure biodiversity can be enhanced to the greatest extent possible.

 

Measure PLAN10 – Design of Schools states 'Planning for new schools and the expansion of existing schools in the GDA should ensure that the detailed design is undertaken in a manner which maximises the priority for pedestrians and cyclists. Access, footpaths, car parking (if required) and cycle parking should all be arranged so as to eliminate, as far as practicable, interference and conflict between motorists and pedestrians and cyclists'. 

This measure should be strengthened to actively disincentivise car transportation to school. The location of car parks at the front of the school and exits is not only a safety hazard but only does not support our children experiencing a world without car domination. Even if the design manages to navigate children around the car park, it is not consistent with the message and vision of a sustainable environment. For this reason, the measure should include 'Planning for new schools and the expansion of existing schools in the GDA should ensure that the detailed design is undertaken in a manner which maximises the priority for pedestrians and cyclists. Access, footpaths, car parking (if required) and cycle parking should all be arranged so as to eliminate, as far as practicable, interference and conflict between motorists and pedestrians and cyclists and the realisation as far as possible of a car-free environment within the school compound'. 

Measure PLAN13 – Urban Design in Walking and Cycling Projects In the design, planning and prioritisation of walking and cycling schemes, the NTA and the local authorities will ensure the incorporation of urban design and placemaking considerations.

to

In the design, planning and prioritisation of walking and cycling schemes, the NTA and the local authorities will ensure the incorporation of of high-quality urban design and placemaking improvements.

 

11: Cycling and Personal Mobility Devices

Caibidil: 
Part B: The Strategy » 11: Cycling and Personal Mobility Devices

It is welcome that the NTA will be reviewing its current cycling infrastructure design standards and the National Cycle Manual.

With reference to Measure CYC2 – Cycle Infrastructure Design, the implementation of the required cycling infrastructure design in our area in Celbridge has created a number of issues and consequences that undermine other objectives of the strategy. 

One examples is the Shackleton Road in Celbridge which was lined with mature trees. These provided a high level of amenity and sense of safety for the community in traveling to the schools along this route. With the development of the very welcome cycle infrastructure, these trees were felled as the design required the cycle path to be dropped to the road. This has created a situation where

  1. Many parents do not feel safe to allow their children to cycle alone to the primary school as the cycle lane feels so close to the road
  2. We now have to implement pencil bollards at most of the cycle lane improvements to stop cars parking there. The design seems to invite cars to park outside the school on the cycle lane. 
  3. We now have a wide hard surface on the Shacketon Road with no landscaping or scope for reinstating any landscape along a long straight road. With the expected increase in heating, urban heating will be a major problem and green infrastructure is essential for shade. The design is not consistent with climate adaptation needs particularly for our urban areas. In the Netherlands many cycle lanes on roads of of similar (and narrower width) are divided from the road by lines of trees. This is both a pleasure to cycle as well as safe. It also promotes climate resilience and prevents car parking. The amenity of the trees along this street has been an immense loss to the community in terms of place-making and while cycling infrastructure is very welcome, infrastructure must be blended into a community's sense of place enhancing rather than destroying the natural environmental to the greatest extent possible. Where the design changes it would be welcome to have the opportunity to restore trees and green infrastructure where there are currently hard road, path, cycle environments with no greenery or shade.   

In this respect I would welcome changes to the design that reflect on issues and unintended consequences that undermine related goals and climate ambitions of active travel measures in the GDA Transport Strategy. In this sense, it would be beneficial to reflect the need for climate adaptation considerations in Measure CYC2.

Measure CYC2 – Cycle Infrastructure Design

It is the intention of the NTA to ensure that cycle infrastructure in the GDA provides an appropriate quality of service to all users, in a way that supports climate adaptation, through the implementation of the design guidance contained in the latest version of the National Cycle Manual.

 

12. Public Transport (Bus, Light & Heavy Rail)

Caibidil: 
Part B: The Strategy » 12. Public Transport (Bus, Light & Heavy Rail)

The Connecting Ireland programme is very welcome to address gaps in connections to local and regional centres in rural Ireland. It would be beneficial to ensure that the Strategy prioritises connecting rail stations together and with centres of employment. For example, between Celbridge and Leixlip as outlined in the North Kildare Study, Backweston is not adequately serviced by cycle infrastructure or buses and yet this campus will see significant growth over the coming years. There is an opportunity provide cycle infrastructure and a bus service connecting Louisa bridge and Hazelhatch station in Celbridge to Backweston campus. 

I would also like to see consideration for the Luas to be extended to Hazelhatch to be included in the Strategy. The extension of the Dart to Hazelhatch is very welcome.  

With regard to the following measures, it would be beneficial to strengthen the language by removing the text in brackets and inserting the word 'will'.

Measure BUS15 – Local Link and Demand Responsive Transport [It is the intention of] The NTA [to] will further develop the Local Link programme as a key element of the regional transport system, in order to ensure that rural areas are adequately served.

Measure BUS13 – Connecting Ireland [It is the intention of] The NTA [to] will complete and implement the Connecting Ireland programme in the short term as a means of ensuring that the towns and villages of the GDA are well served by public transport. 

Faisnéis

Uimhir Thagarta Uathúil: 
NTA-C5-872
Stádas: 
Submitted
Dáta a cuireadh isteach: 
10.01.2022 - 23:34
Líon na ndoiciméad faoi cheangal: 
0
Comhairliúchán: 
Greater Dublin Area Transport Strategy