SOCIAL HOUSING DEVELOPMENT EAST WALL, DUBLIN - Mobility Management Plan
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SOCIAL HOUSING DEVELOPMENT
EAST WALL, DUBLIN
Mobility Management Plan
SHB3-EAW-CS-RPS-RP-0004
Mobility Management Plan
S4 P03
03rd March 2022
rpsgroup.com
MOBILITY MANAGEMENT PLAN Document status Version Purpose of document Authored by Reviewed by Approved by Review date P01 Review and Comment PD DK/PMGB DK 22/09/2021 P02 Issue for review PD DK/PMGB DK 04/02/2022 P03 Issue for Part 8 Planning PD DK/PMGB DK 03/03/2022 Approval for issue DK 3 March 2022 © Copyright RPS Group Limited. All rights reserved. The report has been prepared for the exclusive use of our client and unless otherwise agreed in writing by RPS Group Limited no other party may use, make use of or rely on the contents of this report. The report has been compiled using the resources agreed with the client and in accordance with the scope of work agreed with the client. No liability is accepted by RPS Group Limited for any use of this report, other than the purpose for which it was prepared. RPS Group Limited accepts no responsibility for any documents or information supplied to RPS Group Limited by others and no legal liability arising from the use by others of opinions or data contained in this report. It is expressly stated that no independent verification of any documents or information supplied by others has been made. RPS Group Limited has used reasonable skill, care and diligence in compiling this report and no warranty is provided as to the report’s accuracy. No part of this report may be copied or reproduced, by any means, without the written permission of RPS Group Limited. Prepared by: Prepared for: RPS Dublin City Council SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022 rpsgroup.com Page i
MOBILITY MANAGEMENT PLAN
Contents
1 INTRODUCTION ......................................................................................................................................1
1.1 Site Location...................................................................................................................................1
1.2 Proposed Development ..................................................................................................................3
1.3 Policy Background .........................................................................................................................4
2 RECEIVING ENVIRONMENT AND SITE ACCESSIBILITY....................................................................6
2.1 Existing Road Network ...................................................................................................................6
2.2 Public Transport Connectivity ........................................................................................................6
2.2.1 Bus ....................................................................................................................................6
2.2.2 Rail and Luas ....................................................................................................................7
2.2.3 Dublin Bikes ......................................................................................................................8
2.2.4 Car Sharing Clubs ............................................................................................................8
2.3 Cycling Connectivity .....................................................................................................................12
2.4 Walking Connectivity ....................................................................................................................14
2.5 Future Public Transport Schemes................................................................................................15
2.5.1 BusConnects...................................................................................................................15
2.5.2 Metrolink .........................................................................................................................16
3 TRAVEL PATTERNS, OBJECTIVES AND TARGETS .........................................................................17
3.1 Local Census Data Review of Existing Travel Patterns ...............................................................17
3.2 Local Census Data Review of Vehicles per Household ...............................................................18
3.3 Travel Objectives and Targets .....................................................................................................19
3.4 Modal Split Target ........................................................................................................................19
4 PARKING STRATEGY ..........................................................................................................................21
4.1 Car Parking ..................................................................................................................................21
4.2 Bicycle Parking .............................................................................................................................22
4.3 Motorcycle, Mobility Scooter & Cargo Bike Parking.....................................................................22
4.4 Electric Vehicles ...........................................................................................................................22
5 PRELIMINARY ACTION PLAN .............................................................................................................23
5.1 Monitoring and Management .......................................................................................................25
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Figures
Figure 1-1: Site Location (Source: openstreetmap.org) .....................................................................................2
Figure 1-2: Site Boundary ...................................................................................................................................2
Figure 1-3: Site Layout .......................................................................................................................................3
Figure 2-1: Bus Stops in the vicinity of the site (Source: www.google/.com/maps) ...........................................7
Figure 2-2: Left, bus stop on North Strand Road and Right, bus stop on East Wall Road ................................7
Figure 2-3: Car Sharing Club Locations .............................................................................................................9
Figure 2-4: Car Sharing Club Base on North Strand Road ................................................................................9
Figure 2-5: Core Dublin Bus Routes (Source: https://www.dublinbus.ie) .........................................................10
Figure 2-6: Dublin area rail and airport bus services (Source: https://www.dublinpublictransport.ie) ..............11
Figure 2-7: View to the north and south on North Strand Road for cycling facilities ........................................12
Figure 2-8: Existing Cycle Facility Types (Source: https://www.nationaltransport.ie) ......................................13
Figure 2-9: Proposed Cycle Network Dublin City Centre (Source: https://www.nationaltransport.ie) ..............14
Figure 2-10: Existing footpaths and signalised crossings on East Wall Road / North Strand Road ................15
Figure 2-11: New H Spine BusConnects (Source: Transportforireland.ie) ......................................................16
Figure 3-1: Census 2016 Small Area Population Statistic Areas (Source: https://cso.maps.arcgis.com) .......17
Figure 3-2: Census 2016 Small Area Population Statistic Data (8 SAPS areas) .............................................18
Figure 3-3: Census 2016 Small Area Population Statistic Data (Vehicles per Household - 8 SAPS
areas) ...........................................................................................................................................18
Appendices
Existing Transport Maps
Proposed Transport Maps
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MOBILITY MANAGEMENT PLAN 1 INTRODUCTION RPS are the appointed Civil and Structural Engineering advisors for the proposed residential development on East Wall Road, East Wall, Dublin. This project will deliver 68 residential units to Dublin City Council. The objective of this Mobility Management Plan (MMP) is to provide a co-ordinated approach to managing travel demand for the proposed social housing development as well as identifying and actively promoting sustainable travel for future residents. This MMP has gathered information on existing travel patterns in the surrounding areas in order to set achievable and sustainable travel targets for the development. These targets take account of existing and future transportation infrastructure around the proposed site. The recommended measures (in the form of an action plan) will promote the attractiveness of walking, cycling, public transport, and other travel alternatives while reducing dependence on the private car, especially single occupancy journeys. MMPs have the overall aim of reducing CO2 emissions, traffic congestion and noise pollution while increasing air quality, physical activity and overall wellbeing. A fundamental element of a MMP is the appointment of a mobility manager (or co-ordinator) who will be responsible for the revision and implementation of this ‘live’ plan after the occupation of the development. The NTA Publication ‘Workplace Travel Plans: A Guide for Implementers’ highlights the importance of a dedicated ‘Mobility Manager’ who can give their time on a regular basis to promote sustainable travel. The PPP consortium will be responsible for the appointment of a mobility manager for the development. RPS undertook a site visit of the external road network surrounding the East Wall site on 10 November 2020 to assess the existing site accessibility in terms of public transport, cycling and walking. 1.1 Site Location The proposed site is located along East Wall Road in Dublin 3, on the southern bank of the Tolka River. The site is bounded to northeast by East Wall Road, to the northwest by the North Strand Fire Station and to the south and west by private dwellings along Leinster Avenue and Hope Avenue respectively. The site has an existing access gate onto East Wall Road. The site location and boundary are shown in Figure 1-1 and Figure 1-2 respectively. The site is located in the predominantly residential area of North Strand, within Dublin City. The site is well served by local amenities including shops, schools, employment centres, churches, sports grounds, Fairview Park and Croke Park Sports Stadium. In the wider areas surrounding the site are Dublin City centre, Dublin Port, Dublin Docklands, various business parks and major transport hubs including Connolly Station and Busáras. SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022 rpsgroup.com Page 1
MOBILITY MANAGEMENT PLAN
East Wall Site
Figure 1-1: Site Location (Source: openstreetmap.org)
Annesley Bridge
Road R105
Figure 1-2: Site Boundary
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1.2 Proposed Development
The East Wall site is located on a disused industrial site on East Wall Road. The proposed development
comprises 68No. units including:
• 17no. 1 bed, 2 person apartments
• 28no. 2 bed, 4 person apartments
• 23no. 3 bed, 5 person apartments
A number of units will be designed to universal design standards to accommodate visually, mobility or
sensory impaired residents. The site layout comprises three main residential blocks, two of which form a
boundary along East Wall Road. These two residential blocks along East Wall Road have separate
pedestrian accesses. Cyclist and vehicular access to the site is facilitated by a single central access as
shown in Figure 1-3.
There are 34No. car parking spaces proposed within the site boundary, equating to a parking ratio of 0.50
per apartment. Secure and sheltered parking for 70No. bicycles is proposed within the site boundary, plus an
additional 18No. spaces for visiting cyclists.
Figure 1-3: Site Layout
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1.3 Policy Background
Promoting and facilitating alternative modes of travel to single, private car occupancy is a key national policy.
This section reviews some of the key national and local policy, plans and programmes relevant to this
development.
Smarter Travel ‘A Sustainable Transport Future. A New Transport Policy for Ireland 2009 – 2020 - The
Department of Transport, Tourism and Sport (DTTAS) launched this policy document as a vision for
sustainability in transport and it sets out five key goals: (i) to reduce overall travel demand, (ii) to maximise
the efficiency of the transport network, (iii) to reduce reliance on fossil fuels, (iv) to reduce transport
emissions and (v) to improve accessibility to transport.
A key target for 2020 was that 500,000 more people will take alternative means to work to the extent that the
total share of car commuting will drop from 65% to 45%. Alternatives such as walking, cycling and public
transport will be supported and provided to the extent that these will rise to 55% of total commuter journeys
to work. Achieving sustainable transport will require a suite of actions that will have complementary impacts
in terms of travel demand and emissions. Although the policy document contains 49 actions, they can be
grouped into four overarching goals:
– Actions to reduce distance travelled by private car and encourage smarter travel, including focusing
population and employment growth predominantly in larger urban areas and the use of pricing
mechanisms or fiscal measures to encourage behavioural change.
– Actions aimed at ensuring that alternatives to the private car are more widely available, mainly
through a radically improved public transport service and through investment in cycling and
walking.
– Actions aimed at improving the fuel efficiency of motorised transport through improved fleet
structure, energy efficient driving, and alternative technologies.
– Actions aimed at strengthening institutional arrangements to deliver the targets.
Project Ireland 2040 National Planning Framework 2018 - Sustainable mobility is a stated shared goal in
the National Planning Framework, including a move away from polluting and carbon intensive propulsion
systems. The framework has ten National Strategic Outcomes with Number 4 being ‘Sustainable Mobility
and a well-functioning integrated public transport system to enable mobility choices for citizens’. The
framework identifies significant projects like the Metro Link, DART Expansion and BusConnects as well as a
comprehensive network of safe cycling routes in metropolitan areas as key future growth enablers for Dublin.
Project Ireland 2040 National Development Plan 2018 to 2027 - This plan expands upon National
Strategic Outcome Number 4 to develop sustainable mobility. Several sustainable transport projects are
identified for delivery by 2027 across Dublin to provide additional sustainable travel options in the cities.
These include traffic management, bus priority and other smarter travel projects along with new urban
cycling and walking routes to allow transport infrastructure to function more effectively and relieve
congestion. The National Planning Framework identifies the full delivery of the BusConnects programme and
delivery of priority elements of DART Expansion including a new train fleet, infrastructure and electrification
of existing lines.
Transport Strategy for the Greater Dublin Area 2016 to 2035 – The strategy states its purpose is to
“contribute to the economic, social and cultural progress of the Greater Dublin Area by providing for the
efficient, effective and sustainable movement of people and goods.” The policy sets out an objective of a
maximum of 45% of car-based work commuting by 2035. The strategy outlines behavioural change
programmes which will enable people to make sustainable travel choices on a daily basis. The NTA regard
behavioural change programmes as a core element of the strategy and as such, commit to the continued
implementation and support for programmes like the Smarter Travel Workplaces / Campuses and a School
Travel programme up to 2035.
Dublin City Council Development Plan 2016 to 2022 – This plan, informed by the Transport Strategy for
the Greater Dublin Area (2016 – 2035) and the Dublin City Centre Transport Study outlines the objectives
and requirements of Mobility Management Plans for Dublin in Section 8.5.5 and in Appendix 4. It is the policy
of Dublin City Council in MT13 to “promote best practice mobility management and travel planning to
balance car use to capacity and provide for necessary mobility via sustainable transport modes.” The plan
sets out a number of objectives including a requirement for travel plans for new developments, that Dublin
City Council Mobility Management Section would review and monitor travel plans and for the growth of
electric vehicles and e-bikes as an alternative to fossil-fuel-burning vehicles.
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MOBILITY MANAGEMENT PLAN Sustainable Urban Housing: Design Standards for New Apartments December 2020 – This design standard states it is the default policy for car parking provision to be minimised, substantially reduced or wholly eliminated in certain circumstances for apartments in central or accessible locations that are well served by public transport. Developments that are well served by public transport may include locations within a 15-minute walking distance of city centres or centrally located employment locations. 10 minutes walking distance of the DART, commuter rail or Luas stops or within 5 minutes walking distance of high frequency (min 10-minute peak hour frequency) bus services. Making Residential Travel Plans Work, Department of Transport UK 2007 – This UK guidance document provides a framework for residential specific mobility management plans. The content of this report has been informed by the guidance document. It is considered the above policy documents reinforce the need for an active modal shift away from private car use to more sustainable forms of transport such as walking, cycling, public transport and innovative vehicle use (carpooling or car sharing clubs). SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022 rpsgroup.com Page 5
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2 RECEIVING ENVIRONMENT AND SITE ACCESSIBILITY
2.1 Existing Road Network
The site is bounded to northeast by East Wall Road (R131). The R131 extends from Drumcondra, across the
River Liffey on the East Link Bridge and into Ringsend. In the vicinity of the site East Wall Road is a wide,
urban two-way carriageway with footpaths on both sides of the road. There are currently no dedicated cyclist
facilities on East Wall Road in the vicinity of the site. There are some residential parking spaces on East Wall
Road approximately 100m to the east. Approximately 100m to the west of the site is the North Strand Road
(R105) / East Wall Road (R131) signalised junction. The R105 extends from Dublin City Centre at Busáras
and Connolly Station to Howth. Between the site and Dublin City centre, the R105 is a wide, urban two-way
carriageway with footpaths on both sides of the road and a combination of cycle lanes, advisory cycle lanes
or shared cycle and bus lanes. In the vicinity of the site a number of narrow two-way residential streets are
located with residential parking on both sides of the carriageway.
2.2 Public Transport Connectivity
The proposed site is currently well serviced by public transport facilities and non-motorised road user
infrastructure. These facilities will support the promotion of sustainable travel to future residents. The various
transport facilities in the vicinity of the site are discussed in the following sections.
2.2.1 Bus
The site is located approximately 100m from two bus stops on North Strand Road and directly opposite one
bus stop on East Wall Road as shown in Figure 2-1 and Figure 2-2. The bus stops on North Strand Road
both have bus shelters and facilitate stops for 12No. Dublin Bus routes to the wider Dublin area as shown in
Table 2-1. The bus stop on East Wall Road facilitates a stop for 1No. Dublin Bus route to the ferry port.
There is also a real-time electronic bus sign located at the southbound bus stop on North Strand Road. A
map of the core Dublin Bus route is shown in Figure 2-5.
The site is also located approximately 1.5km from the Busáras Central Station which equates to a 20-minute
walk or a 6-minute cycle. Additionally, the Airlink 757 and 747 Bus running to Dublin airport can be accessed
from Busáras Central Station.
Table 2-1: Bus Routes facilitated from bus nearby bus stops
Route Route Description
Bus stop number 616 and 519 – North Strand Road
14 Beaumont (Ardlea Rd.) Towards Dundrum Luas Station
15 Clongriffin To Ballycullen Rd.
27 Clare Hall To Jobstown
27a Eden Quay To Blunden Drive
29a* Lwr. Abbey St. To Baldoyle (Coast Rd.)
31* Talbot St. To Howth Summit
31b* Talbot St. To Howth Summit
32* Talbot St. To Malahide
42 Talbot St. Towards Sand's Hotel (Portmarnock)
43 Talbot St. To Swords Business Park
53 Talbot St. To Dublin Ferryport
130 Lwr. Abbey St. Towards Castle Ave.
Bus stop number 2255 – East Wall Road
53 Talbot St. To Dublin Ferryport
*To be replaced by the new BusConnects Phase 1, H spine officially launched 27th June 2021
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Bus Stop on East
Wall Road
Bus Stops on
North Stand Road
Proposed Site
Access
Figure 2-1: Bus Stops in the vicinity of the site (Source: www.google/.com/maps)
Figure 2-2: Left, bus stop on North Strand Road and Right, bus stop on East Wall Road
2.2.2 Rail and Luas
The site is located between four main rail routes, namely the Dart (Bray/Greystones to Howth/Malahide),
Northern Commuter Train, Southwestern Commuter Train and the Western Commuter Train. The Dart has a
high frequency service, especially during peak travel times, usually every 5 – 15 minutes. The other
commuter trains are generally medium frequency and the timetables for these are available on
www.irishrail.ie. The Dublin are rail and airport bus services map is also included in Appendix A.
These rail services can be accessed from the Connolly, Clontarf or Drumcondra Stations. The nearest rail
stations to the site, along with walking and cycling distances are shown in Table 2-2. These rail routes are
displayed on the Dublin area rail and airport bus services map in Figure 2-6.
The Luas tram service has two main routes through Dublin City. The Luas Red Line runs in a predominantly
east west direction from Saggart/Tallaght to the Point and has a stop at Connolly Station. The Luas Green
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Line extends in a north south direction through the city from Broombridge to Brides Glen and is accessible
from the Luas Red Line. Trams operate at 3 - 5 minute frequencies during peak travel times and 12 – 15
minute frequencies during off peak travel times generally between 05:30 – 12:00. It should also be noted the
Luas Red Line also provides a connection to Heuston Station.
Table 2-2: Train stations in proximity to the East Wall Site
Station Routes Distance from the site
1.2km
• Dart
Clontarf 15-minute walk
• Northern Commuter Train
4-minute cycle
• Dart
• Northern Commuter Train 1.4km
Connolly • Southwestern Commuter Train 17-minute walk
• Western Commuter Train 4-minute cycle
• Luas Red Line
1.4km
Drumcondra • Southwestern Commuter Train
20-minute walk
• Western Commuter Train
6-minute cycle
2.2.3 Dublin Bikes
Dublin Bikes is a self-service bike rental system open to those over 14 years old and is run by Dublin City
Council. An annual card is available which costs €25 and gives the user unlimited access to the bikes. The
bike rental scheme can also be used with a Leap card. Three Dublin bike stations are located within walking
distance of the site at:
• Killarney Street - 12-minute walk or 0.9km
• Buckingham Street Lower - 15-minute walk or 1.2km
• North Circular Road - 16-minute walk or 1.2km
2.2.4 Car Sharing Clubs
Car sharing clubs are membership-based schemes which provide shared vehicles for short duration hire. Car
sharing clubs remove the need for vehicle ownership as users have access to a vehicle therefore reducing
ownership costs, parking area requirements, congestion and environmental impacts. Vehicles are generally
parked in reserved parking spaces throughout Dublin City and are paid for on an hourly, daily or weekly
basis. A number of car sharing clubs, including GoCar and Yuko have a base in close proximity to the East
Wall site as shown in Figure 2-3.
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East Wall Site
East Wall Site
Source: https://www.gocar.ie/locations/ Source: https://www.yuko.ie/
Figure 2-3: Car Sharing Club Locations
Figure 2-4: Car Sharing Club Base on North Strand Road
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Figure 2-5: Core Dublin Bus Routes (Source: https://www.dublinbus.ie)
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Figure 2-6: Dublin area rail and airport bus services (Source: https://www.dublinpublictransport.ie)
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2.3 Cycling Connectivity
The site on East Wall Road is within cycling distance of various shops, schools, community amenities and
transport hubs.
There are no dedicated cycle facilities on the East Wall Road. Cycle facilities are provided on the R105 North
Strand Road extending in a north south direction, including cycle lanes, advisory cycle lanes or shared cycle
and bus lanes. The cycle route on the R105 is classified by the NTA as a Primary Route. This primary cycle
route provides connections to Dublin City Centre, surrounding shops and schools as well as major transport
hubs such as Connolly Station and the Luas Red Line. The cycle facilities on North Strand Road are shown
in Figure 2-7.
Figure 2-7: View to the north and south on North Strand Road for cycling facilities
The NTA published a map of existing cycle facilities in Dublin City Centre in 2013. Although this is becoming
out of date, it provides a general overview of the wider cycle network in the vicinity of the site. The existing
cycle facilities as of 2013 are shown in Figure 2-8 and future cycle facilities as of 2021 are shown in Figure
2-9. Full scale versions of these images are also included in Appendix A and B.
It is shown in Figure 2-9 that a number of cycling routes are proposed in the vicinity of the site and on East
Wall Road outside the development access including a greenway and secondary cycling routes.
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East Wall Site
Figure 2-8: Existing Cycle Facility Types (Source: https://www.nationaltransport.ie)
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East Wall Site
Figure 2-9: Proposed Cycle Network Dublin City Centre (Source: https://www.nationaltransport.ie)
2.4 Walking Connectivity
The site is within walking distance of various shops, schools, community amenities and transport hubs.
There is a good level of pedestrian facilities on the surrounding road network which are well lit and have a
good level of crossing facilities at surrounding major junctions.
There are existing footpaths on East Wall Road and all of the surrounding road network. Signalised
pedestrian crossings are provided to the east and west of the site on East Wall Road which have dropped
kerbs and tactile paving and are suitable for the mobility, visually and sensory impaired. Additionally, a
dedicated pedestrian bridge is provided across the Tolka River into Fairview Park. The surrounding
pedestrian facilities are shown in Figure 2-10.
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rpsgroup.com Page 14MOBILITY MANAGEMENT PLAN Figure 2-10: Existing footpaths and signalised crossings on East Wall Road / North Strand Road 2.5 Future Public Transport Schemes A number of future public transport schemes are at various stages of planning in Dublin City which will provide a significant benefit to the proposed site. 2.5.1 BusConnects BusConnects in Dublin is an NTA scheme which will greatly improve the bus services in the city, including development of the Network Redesign and the Core Bus Corridors. The proposal includes a number of new routes in close proximity to the East Wall site including the Spine / Branch Routes (D Spine, H Spine) on North Strand Road, Orbital Routes (O) and other city bound routes (6, 8, 10 and 58). The programme was officially launched on the 27th June 2021 with Phase 1 including the H spine, adjacent to the East Wall site. This new spine includes stops at East Wall Road and North Strand Road with a combined frequency of 8- minutes. The benefits of new spine to the area will include increased capacity and frequency, increased evening and weekend services and a new sustainable fleet. A map of the proposed routes for the city centre is included in Appendix B. An extract from the new H-spine information booklet is shown in Figure 2-11. In conjunction with improved bus services, the BusConnects scheme will provide new and revised cycle facilities in the city. SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022 rpsgroup.com Page 15
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East Wall Site
Figure 2-11: New H Spine BusConnects (Source: Transportforireland.ie)
2.5.2 Metrolink
Metrolink is a proposed light rail system extending from Swords, via Dublin Airport to Dublin city centre and
Charlemont. A station is proposed at O’Connell Street which will provide a vital link for the development to
Dublin Airport. An emerging preferred route is now available for the scheme at (www.metrolink.ie).
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3 TRAVEL PATTERNS, OBJECTIVES AND TARGETS
As this is a proposed residential development on a brown field site, a baseline travel survey (questionnaire)
could not be undertaken. Therefore, the indicative baseline modal split was estimated using CSO data from
the 2016 census using information from the Small Area Population Statistics (SAPS) which includes modal
splits for overnight residents to their places of work or study.
3.1 Local Census Data Review of Existing Travel Patterns
In order to get a broad picture of the existing travel patterns in the surrounding area, the census data for
eight surrounding SAPS were examined which include a mix of both houses and apartments, with and
without parking available. The SAPS examined as shown in Figure 3-1.
The data indicated that in these eight SAPS areas a total of 835 or 70% of respondents travel to work or
school by a sustainable from of transport (walking, cycling, or public transport). 203 or 17% of respondents
drive to work or school in a car/van, 38 or 3% of respondents travel as a passenger in a car, while small
numbers of respondents used a motorcycle, scooter or worked from home. For the purposes of this
assessment it is assumed the respondents who did not state an answer did not own a car or did not regularly
travel for work or school. The combined figures for the eight SAPS areas are presented in Figure 3-2.
This data indicates that the more sustainable forms of transport (walking, cycling, or public transport) are
already an attractive and viable option for existing residents in this locality.
It is considered there is potential for improvements since the 2016 census given the continual promotion of
cycling in Dublin City as well as new, sustainable transport improvements such as the recently launched
BusConnects programme.
Site Location
Figure 3-1: Census 2016 Small Area Population Statistic Areas (Source: https://cso.maps.arcgis.com)
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Modal Spilt - 8 SAPS Areas
450 426
400
350
300 248
250
187
200
150 119
98
100
42 38
50 3 16 2 14
0
Figure 3-2: Census 2016 Small Area Population Statistic Data (8 SAPS areas)
It should be noted that this data obtained from the Small Area Population Statistics (SAPS) for overnight
residents traveling to their places of work or study is an estimation of the likely travel patterns, and is subject
to variation when compared to a social housing apartment development in this area.
3.2 Local Census Data Review of Vehicles per Household
The number of vehicles per households were examined in the CSO data for the 8 SAPS shown in Figure 3-3
to establish the requirements for vehicle storage in the area. It showed that 454 or 53% of households did
not own a car, 276 or 32% had one car and 58 or 7% had two cars. Only 6 households had 3 or more
vehicles and 7% did not state an answer, which may indicate they also did not own a car.
Given the combined number of households in the 8 SAPS are 858 and the total number of vehicles in these
areas are 410, this equates to a vehicle ratio per housing unit of 0.48 for the existing, established
households in the areas surrounding the site.
Vehicles per Household - 8 SAPS Areas
500
454
450
400
350
300 276
250
200
150
100 58 64
50
6 0
0
No motor car One motor car Two motor cars Three motor cars Four or more Not stated
motor cars
Figure 3-3: Census 2016 Small Area Population Statistic Data (Vehicles per Household - 8 SAPS
areas)
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3.3 Travel Objectives and Targets
The overall objectives of this MMP are to:
1. Actively encourage the use of sustainable transport options;
2. Reduce the use of the private car, especially single occupancy journeys, for
future development residents;
3. Ensure future development residents are aware of their existing and future
sustainable transport options as they make travel decisions;
4. Encourage the most effective use of cars when they are needed (Via. Carpooling,
carsharing, electric vehicles or car rental);
5. Outline the key requirements for the implementation of the MMP to the mobility
manager post development occupancy;
6. Promote various smarter working and living arrangements which reduce the need
for excessive commuting; and
7. Promote the benefits of sustainable travel for health and general wellbeing,
especially walking and cycling.
These objectives will be achieved through a combination of both soft and hard measures. Soft measures
include information campaigns and promotions for public transport, cycling, walking and other sustainable
transport modes. Whereas hard measures include items such as reduced car parking provision and
infrastructural provision for walking and cycling.
3.4 Modal Split Target
An indicative baseline modal split for the area in which the development will be sited was determined from
CSO data from the 2016 census, as shown in Table 3-1. In order for a MMP to succeed, sustainable travel
targets need to be set along with a number of ambitious but achievable targets. The NTA Publication
‘Workplace Travel plans – A Guide for Implementers’ states that sustainable travel actions need targets
which are ‘SMART’ (Specific, Measurable, Achievable, Realistic and Time-bound) so that the results can be
assessed and measured in periodic reviews.
It is important that minor changes in travel behaviour are recognised, as they contribute to a wider
sustainable modal split.
The number of trips to work or school in private vehicles should be reduced from a combined 20% to 16% in
year one and 11% in year five. Given the city location of this development, the already existing significant
use of public transport, future public transport schemes, cycling and walking, this is considered an
appropriate target for the development.
SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022
rpsgroup.com Page 19MOBILITY MANAGEMENT PLAN
Table 3-1: Modal Split Targets
Baseline Target Year 1 Target Year 5
Means of Travel Existing Modal Split in Suggested Modal Split for Suggested Modal Split for
Surrounding Areas Proposed Development Proposed Development
On foot 36% 37% 38%
Bicycle 10% 12% 14%
Bus 21% 22% 23%
Rail (DART or LUAS) 4% 4% 5%
Car/Van driver or Other (incl.
lorry) 20% 16% 11%
Work mainly at home 1% 1% 1%
Not stated* 8% 8% 8%
*Assumed don’t travel to work or school on a regular basis
It should be noted the figures in Table 3-1 are subject to the completion of a baseline travel survey
(questionnaire) of residents once the development is occupied. The travel survey should be undertaken no
later than 6 months after occupation to establish the initial travel patterns of residents. Subsequently this
information should be used by the mobility manager to update and revise the targets.
The PPP consortium in charge of the management of this residential development shall be committed to the
achievement of these targets and the further promote sustainable methods of transport.
SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022
rpsgroup.com Page 20MOBILITY MANAGEMENT PLAN
4 PARKING STRATEGY
4.1 Car Parking
Given the nature of the development (social housing scheme), its city location, the low car use of
surrounding areas, proximity to existing and future public transport services, the availability of existing
amenities such as schools, parks, sports fields, shops and centres of employment, it is considered
reasonable that the car parking ratio for the development is reduced below the maximum ratio set out by
Dublin City Council.
The proposed development is located in Zone 3 of Map J in the Dublin City Council (DCC) Strategic
Transport and Parking Areas. The DCC Development Plan 2016 – 2022 in Table 16.1 states a maximum
parking ratio of 1.5 per dwelling should be provided for residential developments in Zone 3. As shown in
Table 4-1 below, there are 34No. carparking spaces proposed which equates to a car parking ratio of 0.50.
This is lower than the maximum parking ratio outlined by DCC, however it is considered acceptable for this
social housing development for the following reasons:
• Guidance from the Department of Housing, Local Government and Heritage in December 2020 in
‘Sustainable Urban Housing: Design Standards for New Apartments’ states car parking provision should
be minimised, substantially reduced or wholly eliminated in certain circumstances for apartments in
central or accessible locations that are well served by public transport. This development is considered
in a central and/or accessible urban location as it is positioned adjacent to a number existing Dublin Bus
routes with high frequencies, the future BusConnects H-spine and is within walking distance to the
DART in Clontarf.
• The site is within walking distance of Dublin city centre and large centres of employment (i.e. Eastpoint
Business Park and commercial areas on East Wall Road).
• The proposed parking ratio is greater than the existing requirement for vehicle storage in the
surrounding SAPS areas as indicated in the 2016 census data. As outlined in Section 3.2, the existing
vehicle ratio per household was 0.48 in the census data. This vehicle ratio is lower than the proposed
parking (vehicle) ratio of 0.50 for the East Wall development.
• The carparking will be managed by a PPP consortium for a period of 25 years, who will be able to
discourage the inappropriate use of car parking spaces provided and promote more sustainable forms
of travel.
• The proposed parking ratio is greater than the expected private vehicle requirement for daily commuting
to work or school derived from the 2016 census data. The census data indicated that in 2016 20% of
respondents used a private vehicle to travel to work or school. For the purposes of this assessment, the
maximum potential number of drivers in this development was assumed as 136No. (based on two
driving adults per household). Therefore 20% of 136No. driving adults equates to a potential of 27No.
vehicles required for daily commuting from the development, which is less than the 34No. provided. It is
considered these extra parking spaces could be used for short term fluctuations in modal split and
visitor parking.
Table 4-1: Car Parking Ratios
Item Number
1 Bed, 2 Person Units 17
2 Bed, 4 Person Units 28
3 Bed, 5 Person Units 23
Total apartment units 68
Maximum parking ratio per dwelling as per DCC parking standards for Zone 3 (Map J) 1.5
Proposed parking ratio per dwelling 0.50
Proposed number of car parking spaces 34
To reduce the car parking demand further in line with the modal split targets outlined previously, an MMP
Action Plan has been prepared outlining specific measures which should be developed to encourage a
SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022
rpsgroup.com Page 21MOBILITY MANAGEMENT PLAN modal shift away from the private car towards sustainable modes of transport. Details of the Action Plan are included in Section 5. 4.2 Bicycle Parking It is proposed to provide 70No. new sheltered and secure bicycle parking spaces and a further 18 bicycle parking spaces in the courtyard for visitor parking within the development (a total of 88No.). It is an objective of DCC that secure cycle parking will be provided in apartment blocks, stating ‘where a modal share for cycling is outlined within a Mobility Management Plan for a development, cycle parking should be provided at a level sufficient to support this’ in Section 16.39 in their development plan 2016 - 2022. DCC Development Plan 2016 – 2022 in Table 16.2 states that one cycle space per housing unit should be provided for residential developments in all zones. The proposed provision of 70No. is in excess of this requirement and equates to a ratio of 1.03. The modal split target currently set for cycling after Year 5 is 14%. Taking a conservative assumption that all future residents can cycle (2 persons in a 1 bed unit, 4 persons in a 2 bed unit and 5 persons in a 3 bed unit, totalling a potential 261No. future residents). This equates to a cycle parking need of 37No. for future residents wishing to cycle to work or school in Year 5. Therefore, the remainder of the cycling provision can be used for leisure cyclists and for the expected continued growth of cycling within Dublin City. 4.3 Motorcycle, Mobility Scooter & Cargo Bike Parking No dedicated motorcycle parking is currently proposed within the development. It is assumed that motorcycle parking will be accommodated for within the proposed parking bays. No common mobility scooter parking is currently proposed within the development. Mobility scooter parking will be accommodated within the apartment units where required. 4.4 Electric Vehicles No on curtilage parking is proposed in this development. Therefore, a separately metered electric vehicle (EV) charging network is proposed for the site, managed by the PPP consortium. Please refer to the M&E report included with this planning application for further details. SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022 rpsgroup.com Page 22
MOBILITY MANAGEMENT PLAN 5 PRELIMINARY ACTION PLAN The NTA Publication ‘Achieving Effective Workplace Travel Plans – Guidance for Local Authorities’ sets out a sample action plan which this preliminary action plan is based on in Table 5-1. The action plan has been adapted for use by the future mobility manager of the social housing development operated under the PPP consortium. To ensure the implementation and success of the MMP, a member of the PPP Consortium staff appointed as the mobility manager will be required to coordinate mobility management measures once the development is occupied. A Resident’s Group should also be established to aid in awareness, promotion and feedback to the MMP process. The NTA Publication ‘Workplace Travel Plans: A Guide for Implementers’ also highlights the importance of appointing a dedicated mobility manager or ‘champion’ who can give their time on a regular basis to promote sustainable travel. This action plan is ‘live’, meaning it should be updated regularly following travel surveys, resident feedback or the launch of new or innovative sustainable transport. Table 5-1: Preliminary Action Plan Mobility Travel Plan Coordinator (Mobility Manager) – PPP Consortium & Management Company Infrastructure Measures Actions Person Responsible Timeline Car Sharing Following baseline survey results, assess the options PPP Consortium 12 – 24 months for provision of parking bays within the development for a carsharing company Walking / Cycling Providing 70 sheltered and secure bicycle parking spaces PPP Consortium As part of new development and a further 18 bicycle parking spaces in the courtyard for visitor parking within the development Provide a clear and direct route from the main entrance to PPP Consortium As part of new development the cycle parking to promote a cycling friendly development. Provide a clear and direct route from the main entrance PPP Consortium As part of new development (and the cycle parking) to the various building entrances to promote a walking friendly development. Parking Management Study Assess the assignment of parking spaces within the PPP Consortium 12 – 24 months development upon opening. Road Safety Investigate the need for dedicated cycle lanes on the East PPP Consortium As part of new development Wall Road to link with existing cycle lanes on the North Strand Road. General Provide an ‘information area’ within a sheltered, common PPP Consortium As part of new development area in the development which can be used for all sustainable travel information and updates Information and Incentives Actions Person Responsible Timeline General Appointment of a mobility manager PPP Consortium As part of new development SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022 rpsgroup.com Page 23
MOBILITY MANAGEMENT PLAN Develop and distribute a ‘Welcome Pack’ for new PPP Consortium Upon opening residents on occupation describing in detail the various suitable travel options as outlined in the MMP in a concise and attractive manner. Car Sharing Hold an information evening for a carsharing company PPP Consortium 0 – 12 months with nearby carsharing hubs (i.e. ‘gocar’ on the North Strand Road) to inform residents of the details and hear about the benefits. Provide information and literature to residents on PPP Consortium Upon opening carsharing schemes and developments in the welcome pack. Provide a map of the nearest car sharing hubs in the PPP Consortium As part of new development information area. In a up to date and attractive manner. Walking Promote local walking routes / amenities in the PPP Consortium 0 – 12 months development and in the Welcome pack (i.e. Fairview Park) Host a community Walking Event for development PPP Consortium 0 – 12 months residents (e.g. the Irish Heart Foundation’s Step Challenge) Host a Road Safety Week in connection with the RSA. PPP Consortium 0 – 12 months Information should be provided about walking and cycling to work and school safely and high vis. jackets should also be made available. Cycling Promote the Cycle to Work Scheme and Dublin Bike PPP Consortium 0 – 12 months registration in the welcome pack Organise a bike maintenance class/ course for residents PPP Consortium 0 – 12 months Organise cycle training/ on-road skills for residents, PPP Consortium 0 – 12 months especially children Set up a Bicycle Users’ Group to discuss issues and liaise PPP Consortium 0 – 12 months with the mobility manager Provide information on where cycling equipment can be PPP Consortium 0 – 12 months purchased (pump, puncture repair kit etc.) in the information area or provide cyclists’ equipment (pump, puncture repair kit etc.) Promote local cycling routes / amenities in the information PPP Consortium 0 – 12 months area and in the Welcome pack (i.e. Fairview Park) Public Transport Display a local area map with public transport stops/ route PPP Consortium As part of new numbers marked – this can go online and in the information development area. Include Bus Stop numbers and timetables (and relevant apps for smart phones). Provide info on tax saver tickets and annual commuter PPP Consortium Upon opening tickets in the welcome pack Publicise the national Journey Planner on PPP Consortium Upon opening www.transportforireland.ie Other SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022 rpsgroup.com Page 24
MOBILITY MANAGEMENT PLAN
Advance planning of promotional activity also enables the PPP Consortium 0 – 24 months
mobility manager to capitalise on national or international
promotional events, such as European Car Free Day, to
launch and promote new initiatives.
5.1 Monitoring and Management
In order to ensure the Mobility Management Plan is effectively implemented the PPP consortium will appoint
a member of staff as the mobility manager. This person will have the overall responsibility of the
implementation of the action plan to achieve the targeted modal shift. The PPP consortium should ideally
appoint someone based in the locality, a relatively senior member of staff who will be able to drive forward
with the plan.
It is proposed the mobility manager will liaise with Dublin City Council Transportation Department and the
National Transport Authority at agreed intervals. This is to ensure that the sustainable travel initiatives being
implemented are consistent with the policies and objectives of these organisations.
The mobility manager will undertake a travel survey (questionnaire) within 6-months of occupation to review
the preliminary baseline travel patterns and adjust the modal shift targets where required. The Mobility
Management Plan should be reviewed annually to gauge the success of the plan in meeting the modal split
targets. Where necessary, new / amended measures should be proposed and implemented.
The NTA Publication ‘Workplace Travel Plans – a Guide for Implementers’ resource is available to the
mobility manager to aid them carry out with their duties. This document contains sample appendices which
can be adapted for a residential setting including:
• Sample Travel Plan Coordinator Job (Mobility Manager) Description;
• Sample Travel Survey Launch Text;
• Sample Employee Travel Survey;
• Marketing your Travel Plan; and
• Useful Links and Resources.
SHB3-EAW-CS-RPS-RP-0004 | Mobility Management Plan | S4 P03 | 03rd March 2022
rpsgroup.com Page 25MOBILITY MANAGEMENT PLAN
Existing Transport Maps
SHB3-WHL-CS-RPS-RP-0010 | Mobility Management Plan | S4 P03 | 03rd March 2022
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