Development plan · Cork County Council
Cork County Development Plan 2022–2028 – Volume One: Main Policy Material
The council's development plan written statement: its strategy, policies, objectives and development standards. Variations adopted since are not in this text.
Cork County Council · 2022–2028 · 564 pages
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- 261 Table 12.3 2016 Baseline mode share for commuting to work Commuting to or within % traveling to work by driving a private car % traveling to work by walking % traveling to work by cycling % traveling to work by public transport County 82 7 0.85 2.6 Settlement Metropolitan Cork Carrigaline 73.6 7.78 1.21 2.15 Carrigtwohill 88.71 1.77 0.37 0.87 Cobh 66.33 21.43 0.73 1.09 Little Island 83.23 1.61 0.67 3.05 Midleton 76.69 9.956 1.306 9.77 Passage West 72.60 12.46 1.07 1.78 Ringaskiddy 91.95 0.60 0.39 1.41 Greater Cork Ring Bandon 75.71 13.19 0.17 0.72 Fermoy 77.49 10.74 0.38 1.34 Kinsale 70.99 18.73 1.23 1.16 Macroom 76.72 12.219 0.426 0.49 Mallow 77.47 9.57 0.71 0.78 Youghal 70.47 15.14 0.82 0.87 North Cork Buttevant 74.38 14.29 0.49 1.48 Charleville 80.54 6.73 0.36 1.26 Kanturk 77.81 10.35 0.25 0.25 Millstreet 73.20 6.62 0.86 6.10 Mitchelstown 78.56 10.97 0.44 0.50 Newmarket 73.30 8.20 0.47 0.23 West Cork Bantry 77.65 9.77 0.42 0.62 Castletownbere 69.72 12.26 1.33 0.15 Clonakilty 74.79 14.57 1.69 0.69 Dunmanway 78.53 8.03 0.42 0.83 Schull 73.36 15.16 1.64 0.41 Skibbereen 78.10 10.19 0.96 0.45 GO TO CONTENTS
- 262 Table 12.4 2016 Baseline data: Jobs Occupied by Persons Working from Home within Settlements, 2016 Town/Strategic Employment Location Percentage of Jobs occupied by people working from home Town/Strategic Employment Location Percentage of Jobs occupied by people working from home County Metropolitan Cork Strategic Planning Area North Strategic Planning Area Carrigaline 10.87 Buttevant 7.55 Carrigtwohill 7.09 Charleville 2.40 Cobh 11.52 Kanturk 4.83 Little Island 0.43 Millstreet 3.66 Midleton 3.82 Mitchelstown 3.51 Passage West 27.58 Newmarket 4.06 Ringaskiddy 3.60 Greater Cork Ring Strategic Planning Area West Strategic Planning Area Bandon 3.90 Bantry 2.75 Fermoy 3.32 Castletownbere 5.12 Kinsale 8.75 Clonakilty 3.54 Macroom 4.07 Dunmanway 4.88 Mallow 3.71 Schull 8.28 Youghal 6.90 Skibbereen 3.61 Table 12.5 2028 target share for commuting to work Commuting to or within % traveling to work by private car % traveling to work by walking % traveling to work by cycling % traveling to work by public transport Settlement Metropolitan Cork Carrigaline 60 13 4 8 Carrigtwohill 60 6 4 22 Cobh 60 21 4 5 Little Island 60 6 4 19 Midleton 60 14 4 20 Passage West 60 16 4 8 Ringaskiddy 60 6 4 24 Greater Cork Ring 0 Bandon 60 17 4 9 Fermoy 60 15 4 11 Kinsale 60 20 4 8 Macroom 60 16 4 10 Mallow 60 14 4 11 Youghal 60 18 4 5 North Cork Buttevant 60 17 4 10 Charleville 60 12 4 13 GO TO CONTENTS
- 263 Table 12.5 2028 target share for commuting to work Commuting to or within % traveling to work by private car % traveling to work by walking % traveling to work by cycling % traveling to work by public transport Kanturk 60 15 4 10 Millstreet 60 12 4 11 Mitchelstown 60 15 4 11 Newmarket 60 13 4 5 West Cork Bantry 60 14 4 10 Castletownbere 60 14 4 5 Clonakilty 60 17 4 11 Dunmanway 60 13 4 10 Schull 60 18 4 8 Skibbereen 60 15 4 10 12.6 Transport Demand Management Liveable Towns 12.6.1 There are many features that combine to make a town liveable – to make a town an attractive place to live in. Chapter 3: Settlements and Placemaking, in this Plan, explores this in detail. A key concept underpinning liveable towns is that in these towns a large portion of the population may choose to walk to access most of their everyday needs within an attractive 10 minute walk or cycle of their home. Such needs include local employment opportunities, education, shops, local health care, recreation facilities and open spaces, public transport. This approach requires diverse and higher density residential development and requires safe, inclusive and attractive pedestrian connections. Regional Planning Objective 176 of the Southern RSES sets out a detailed objective to attain sustainable, compact settlements within the 10 minute town concept. Figure 12.1: Features of a Livable Town GO TO CONTENTS
- 264 Figure 12.2: Walkability Requirements (adapted from Alfonso, 2005) 12.6.2 Realising the 10 minute town concept, and an increased sustainable transport mode share generally, will deliver significant economic, health, climate action and social benefits. Such benefits include reduced transport costs, reduced travel times, improved health and fitness, increased footfall in retail areas, increased vibrancy, increased social contact, improved air quality, resource efficiency and climate action progress. The 10 minute town concept facilitates thriving local economies. Significantly, in the context of transport, it reduces the distances travelled and offers the opportunity to choose active travel modes. 12.6.3 Achieving 10-minute towns will lead to better public health. Fewer cars on the roads will result in improved air quality in towns as well as quieter and safer environments. An increase in walking and cycling will result in improved fitness levels. Being active also reduces stress and anxiety. Research tells us that regular exercise can reduce obesity and diabetes levels, can reduce heart disease and cancer, and can also reduce the risk of developing Alzheimer’s disease by up to 50 percent. 12.6.4 Healthy Ireland, A Framework for Improved Health and Wellbeing 2013-2025, published by the Department of Health, is the national framework for Government and society action to improve the health and wellbeing of people living in Ireland. Through its National Physical Activity Plan and its Healthy Workplaces initiative it recognises and promotes the role of active travel. The National Physical Activity Plan notes that ‘being physically active is one of the most important steps that people of all ages can take to improve their health and wellbeing’. 12.6.5 The 10-minute town concept supports the delivery of Goals 3, 11 and 13 of the UN Sustainable Development Goals: Good Health and Wellbeing, Sustainable Cities and Communities, and Climate Action. Ireland is signatory to the United Nations Sustainable Development Goals which frame national policy to 2030. Figure 12.3 : UN Sustainable Development Goals 12.6.6 Realisation of the 10-minute town requires thoroughly integrated land use and transport as well as a proactive, infrastructure led approach to the promotion of attractive active modes. It will be complemented by the Town Centre First policy outlined in the Programme for Government which takes a strategic approach to regeneration of settlements to promote residential occupancy in our towns and villages. 12.6.7 This plan focuses on facilitating and promoting liveable, compact towns, primarily through setting out guiding policy for new development but also through promoting retrospective enhancement of permeability and public realm in our settlements. Ensuring that all settlem nts, including rural towns and villages are walkable, with appropriate scaled footpaths and pedestrian facilities, will have benefits in terms of pedestrian safety and also quality of the urban environment of the settlements. It is intended that a future study will undertake a more detailed analysis of connectivity and walkability within our larger main towns and will recommend specific permeability and connectivity enhancements or interventions. GO TO CONTENTS
- 265 12.6.8 This plan supports the principle of reduced speed limits in towns and villages. Lower speeds will create more pleasant urban environments and will increase the safety of our most vulnerable road users such as pedestrians, cyclists and children. This is critical to the delivery of objectives in this plan to promote active travel and also complements other objectives in the development plan, particularly those of Chapter 3, Settlements and Placemaking and Chapter 9, Town Centres and Retail, to create more attractive urban environments. The application of speed limits in particular towns and villages is a separate legislative and procedural process outside the remit of this plan. 12.7 Active Travel Choices 12.7.1 Walking and cycling are the most sustainable and cost effective modes of transport with considerable environmental, social and wellbeing benefits. Every public transport trip has an active travel element. Almost every journey has a walking component. Many short journeys are only practical by walking. 12.7.2 Active travel measures must achieve inclusivity with the needs and requirements of people of all ages and those with disabilities (including mobility, sensory and cognitive impairments) considered. This Plan supports, and will actively seek to implement, the requirement of the UN Convention on the Rights of Persons with Disabilities, ratified by Ireland, to ensure to persons with disabilities, access, on an equal basis with others, to the physical environment and to transportation, both in urban and in rural areas; and supports the National Disability Inclusion Strategy 2017-2021 which includes specific actions assigned to Local Authorities such as in relation to ‘dishing ‘ of footpaths and in relation to accessible infrastructure, including bus stops. Active Travel Investment 12.7.3 By the end of 2020 the Council had delivered recent sustainable transport projects with an investment value of €12.45m, primarily through NTA funding with some elements being supplemented by the Council. Active travel expenditure by the Council amounted to over €5m between 2018 and the end of 2020. An additional almost €1m of NTA funding, and DTTAS funding, part of the Government’s 2020 July Jobs Stimulus Plan, is delivering further sustainable transport and public realm improvements under Project ACT (Activating County Towns) in towns throughout the County. While some of these projects may be relatively small in scale their cumulative and individual potential to achieve local modal shift is significant. 12.7.4 The delivery by the Council of over 40km of active travel infrastructure is planned for the County’s Metropolitan Area over the next 5 years. 12.7.5 In February 2021 the NTA announced an allocation of €240 million to Local Authorities for sustainable travel projects. Cork County Council received an associated grant of €15.8 million; €7.5 million for on-going projects within the County Metropolitan Cork Area, and an indicative additional €8.3 million to be invested in walking and cycling infrastructure in towns and villages across the county. 12.7.6 In March 2021 the NTA gave approval to the Council, to progress, under this grant allocation, a total of 101 no. interventions for towns and villages countywide with approval for additional schemes likely to be forthcoming. 12.7.7 Active travel infrastructure includes hard measures such as infrastructure design (foot and cycle paths) as well as measures such as safety, attractive environment, greening of routes and a high quality public realm. Some locations, due to their sensitivity, might not accommodate minimum active travel standards such as minimum cycleway widths. This may be due to environmental, nature conservation, landscape or other heritage considerations. The identification, design and construction of new cycling and walking routes will be subject to an Ecological Impact Assessment at the project inception stage. 12.7.8 The DMURS Interim Advice Note – Covid-19 Pandemic Response (2020) provides guidance to Local Authorities in order to assist in the implementation of measures to deliver improved walking and cycling infrastructure across the country, in response to the Covid-19 pandemic. Being physically active is one of the most important steps that people of all ages can take to improve their health and wellbeing. GO TO CONTENTS
- 266 Walking and Cycling 12.7.9 In order to promote walking, and implement and maximise the 10-minute town concept, this Plan seeks to create liveable settlements which will promote wellbeing and will give a competitive advantage over use of the car. 12.7.10 This requires the protection and enhancement of walking routes, in particular routes which provide access to neighbourhood or town centres, public transport, local employment areas, areas of recreation, community facilities, and schools. It requires the creation of safe, convenient and enjoyable routes. New development should be optimally permeable for walking and cycling and opportunities for retrospective implementation of walking and cycling routes should be taken where practical in existing neighbourhoods. In creating or enhancing active travel links, attention should be given to regreening opportunities to enhance attractiveness and biodiversity. See Chapter 14 Green Infrastructure and Recreation and Chapter 15 Biodiversity and Environment . 12.7.11 This Plan promotes high quality urban environments that maximise sustainable travel permeability to the standards in the Design Manual for Urban Roads and Streets (DMURS, 2020 or later revisions). Land use patterns and settlement patterns in this plan will not encourage private car use. To encourage more sustainable travel patterns and higher quality environments, pedestrian and cyclist use must be prioritised. DMURS sets out an integrated approach to street design in urban areas to balance user needs and create connected physical, social and transport networks that promote sustainable alternatives to car journeys. New developments shall comply with latest DMURS standards. The National Transport Authority’s Permeability Best Practice Guide (2015) is a useful guide. TII Standard DN-GEO-03084 ‘The Treatment of Transition Zones to Towns and Villages on National Roads’ describes the requirements that shall be implemented on National Roads on the approaches to towns and villages in terms of the provision of traffic calming measures and pedestrian crossings. 12.7.12 Cycling is a key component of a sustainable transport system and it can become a realistic choice for daily short or medium trips throughout the County in both urban and rural areas if we provide an environment which protects and prioritises this mode of transport. Cycling needs to become the norm for short trips and the presence of cyclists on our roads and streets needs to be expected. 12.7.13 In order for cycling to become a safe and attractive option, cycle specific infrastructure will be required including the availability of appropriate cycle parking facilities at either end of a trip which can significantly influence the decision to travel by bike. The delivery of cycle infrastructure may also be achieved through non road functions such as public realm and recreational areas where appropriate. The design or redesign of streets or roads should include consideration of the needs of cyclists, as outlined in the National Cycle Manual. Cycle welfare facilities such as changing/showering facilities, wet clothes areas and bicycle maintenance stations at places of employment are also a determinant in encouraging people to cycle. The quality and quantity of cycle parking provision in developments is a factor influencing mode of transport choice – see Bicycle Parking, section 12.12 of this chapter. 12.7.14 Actions to promote cycling between our towns and villages must be explored. Increased availability of and accessibility to E-bicycles is likely to enhance the attractiveness of travelling by bicycle as a viable alternative to cars for commuters in rural areas. 12.7.15 This Plan supports the implementation of the Cork Cycle Network Plan for the metropolitan area originally published in 2017 and now included in CMATS. A key element of this in the County area is the Cork Harbour portion of the Lee to Sea Greenway which has subsequently been identified as a transport priority for Metropolitan Cork in the RSES. The Lee to Sea Greenway route comprises an east-west greenway through Cork city centre, connecting major employment/ education hubs to Ballincollig, in the city, and Carrigaline in the county, and it is specifically supported in Southern RSES Cork MASP objectives 8i and 17c. CMATS identifies the ‘flagship Lee to Sea Greenway from Ballincollig to Crosshaven’ as a short to medium term deliverable. 12.7.16 This plan supports the Safe Routes to School Programme funded by the NTA and co-ordinated by An Taisce’s Green Schools programme. The Safe Routes to School programme aims to create safer walking and cycling routes within communities, alleviate congestion at the school gates and increase the number of students who walk or cycle to school by providing walking and cycling facilities along school access routes close to schools and at schools. Interventions may range from an upgraded footpath or new cycle lane to a complete reworking of the road outside a school’s entrance and may include provision of cycle and scooter parking. Greenways 12.7.17 Greenways are significant infrastructure developments and with a range of economic, social and environmental benefits. They increase visitor numbers offering a significant boost to local economies. The recreational value of greenways is widely recognised but it is important to maximise the potential of this active travel infrastructure and to seek opportunities to connect greenways to nearby residential, employment, town centre areas and public transport nodes. The Council will engage with Iarnród Éireann and the NTA regarding any integration of cycleways and walkways with the existing rail stations along the eastern rail corridor. See also Chapter 10 Tourism. See also Chapter 10 Tourism. 12.7.18 Cork County Council commenced development of the 24km, €19m, Midleton to Youghal Greenway in 2020 on the disused railway line between Midleton and Youghal, incorporating stop-off points at the former stations in the villages of Mogeely and Killeagh. Also in 2020 the conduction of a feasibility study was approved for a 39km greenway from Mallow, along the former railway line (Via Fermoy) to Ballyduff on the Waterford border. GO TO CONTENTS
- 267 12.7.19 The development of a greenway strategy for the County is required to guide consideration of future greenway identification and development in a plan-led approach. Eastern Corridor: Inter- Urban Cycle Route/ Greenway 12.7.20 It is an objective of Cork County Council to provide high-quality pedestrian cycle connectivity between its boundary with the city at Dunkettle, to Midleton in the east, ultimately connecting to the Midleton-Youghal Greenway. It is envisaged that this will generally follow the indicated alignment of Interurban Route IU-1 of CMATS and the Cork Cycle Network Plan 2017. 12.7.21 Cork County Council is currently implementing IU-1 as a high-quality shared pedestrian and cycle facility. An alignment from Dunkettle to Carrigtwohill has been established following planning consent and is currently progressing through various stages of construction. It is an objective of the Council to implement the Carrigtwohill to Midleton section of IU-1 as a high-quality pedestrian and cycle facility. Design of Phase 1, from Wise’s Road to Ballyadam, is currently being progressed. This includes the objective of providing direct high quality segregated links for pedestrians and cyclists from IU-1 to Carrigtwohill Town centre, the IDA Business and Technology Park, the permitted Carrigtwohill Schools’ Campus, and existing and future residential areas. 12.7.22 In addition, it is an objective of the Council to provide high-quality linkage to Inter-Urban Route IU-1 from Little Island (linking Little Island Train Station, Inter-Urban Route IU-1 and Little Island) and Cobh (via Fota Island). In the future an active travel route between Midleton and Whitegate may be provided which could connect to route IU-1. Figure TM 12.3 Cork Harbour Cycle Network Cork Harbour Greenway: 12.7.23 It is an objective of the Council to deliver the Cork Harbour Greenway, a strategically important active travel commuting route linking Carrigaline to both Passage West and Ringaskiddy and forming an element of the Lee to Sea Greenway. 12.7.24 The design of a pedestrian/cycle bridge in Carrigaline to link the Carrigaline – Crosshaven cycleway across the Owenabue River into the wider network, is currently being progressed. 12.7.25 The following active travel objectives apply in the County: GO TO CONTENTS
- 268 County Development Plan Objective TM 12-2: Active Travel TM12-2-1: Deliver a high level of priority and permeability for walking and cycling to promote accessible, attractive, liveable, vibrant and safe settlements to work, live, shop and engage in community life, within a ten minute walk of one’s home. Prioritise development in our settlements that is well located and designed to facilitate walking, cycling and public transport trips. Promote equal access for all through the adherence to universal design in the external built environment to facilitate greater use of public transport, walking and cycling. a) New development areas will be permeable for walking and cycling, via safe, convenient and enjoyable routes, and the retrospective implementation of walking and cycling facilities shall be undertaken where practicable in existing neighbourhoods, to give competitive advantage to these modes. See DMURS (2020 or later revision) and National Cycle Manual and Permeability Best Practice Guide (NTA) for guidance. b) All new developments are to be designed to latest DMURS standards, unless precluded by space or other constraints, to be accessible and permeable for pedestrians, cyclists and those of reduced mobility. c) Applications for all new developments are to be accompanied by a statement of how enhanced and inclusive permeability will be achieved, to include a statement of compliance with DMURS (2020 or later revision) and a quality audit (as referred to in DMURS). d) Development should incorporate the retention of existing routes and linkages which contribute to permeability of an area, particularly those providing access to key services, facilities and public transport infrastructure. Loss of existing links shall not occur if their loss results in more circuitous trips. e) Walkability and accessibility by walking mode will be a central objective in the planning and design of all new transport infrastructure and public transport services. f) Public realm upgrades will be promoted to enhance walking and cycling provision in settlements. g) Deliver settlements that offer a broad range of services as well as diverse and higher density residential development to support walking and cycling. h) Support the function of the Cork Metropolitan Area Transport Strategy to achieve higher rates of modal shift to sustainable transport. i) Encourage mixed use developments on regeneration-sites within town centres where appropriate. TM12-2-2: Promote and facilitate an active travel culture in the County where active travel is a viable choice. a) Engage with representatives of disability rights associations when planning accessibility works to ensure that the perspective of vulnerable road users is taken into account. b) Support the delivery of the cycle network set out in the Metropolitan Area Cycle Network Plan subject to SEA and AA where required. c) Support delivery of cycle routes, Greenway and Blueway corridor projects subject to appropriate site selection and environmental assessment processes, having regard to the Strategy for the Future Development of National and Regional Greenways July 2018. d) Support the development of a safe, coherent and continuous cycling infrastructure to cater for the needs of all groups of cyclists, especially new cyclists, school children and the elderly and support safe walking and cycle routes particularly in the approach to schools. e) Engage with other agencies to explore the potential for the designation of cycling corridors, such as grey lanes, on particular routes within the existing road network. f) Where appropriate, identify alternative routes, signposted for cycling and walking, to improve the experience and uptake of active travel. g) Promote sustainable pedestrian and cyclist greenway initiatives, maximising the potential for inter connections between greenways, and connections from residential and employment areas to greenways, subject to robust site selection processes and environmental assessment processes. h) Seek to improve connectivity within the County and region for walking routes and commuter cycling routes and recreational amenity functions. TM12-2-3: Explore alternative transport data sources and continue to generate primary transport data measuring active travel infrastructure usage, to enable effective and responsive monitoring of transport policy. GO TO CONTENTS
- 269 County Development Plan Objective TM 12-2: Active Travel TM12-2-4: Deliver Inter-Urban Cycle Route IU-1 (CMATS), high-quality pedestrian cycle connectivity between Dunkettle and Midleton, ultimately connecting to the Midleton-Youghal Greenway. TM12-2-5: New paths and cycleways/ greenways and upgrades to existing paths and cycleways/greenways will be sensitively designed having regard to environmental, nature conservation, landscape and other heritage considerations, and committing, in particular to providing appropriate set-backs from water courses where new paths and cycleways/greenways are proposed along rivers, streams, lakes or other sensitive areas. The development of a greenway strategy for the County is required to guide consideration of future greenway identification and development in a plan-led approach. TM12-2-6: Deliver the Cork Harbour Greenway, a component of the Lee to Sea Greenway, subject to environmental assessment. See also TM 12-2-5 12.8 Public Transport 12.8.1 For medium to long trips, well integrated public transport provision is critical to a sustainable transport strategy and to enhancing the competitiveness of the County. Public transport networks and multi modal interchanges, fully accessible by active travel modes, are important to maximise public transport. Park and Ride provision, where appropriate, also has a role in broadening the passenger base of public transport modes. 12.8.2 Metropolitan Cork, where population density is highest, and frequency of service is higher, has significant potential to achieve modal shift to public transport. However, census 2016 data reflects that while the area has received the greatest investment in public transport it has seen less than 1% growth in public transport mode share between 2011 and 2016 in relation to commutes to jobs in towns in the area. 12.8.3 To achieve significant modal shift to public transport use bus and rail services must be expanded and enhanced so that they are more convenient and attractive, and of higher frequency, thereby offering a realistic alternative to use of the private car. 12.8.4 It is important that public transport is inclusive and that the ‘whole journey’ approach, to make public transport fully accessible to all people, including those with disabilities, is adopted. This approach refers to all elements that constitute a journey from the starting point to destination. Local Authorities are a key stakeholder in this regard in the context of ensuring a universal design approach to the built environment, including footpaths, cycle paths, roads, pedestrian crossing points, town greenways and bus stops/shelters. Rail 12.8.5 Cork benefits from a rail service to Mallow Key town and the East Cork suburban rail network serving Little Island, Cobh, Glounthaune, Carrigtwohill and Midleton and representing an important sustainable transport opportunity. Successive County Development Plans and Local Area Plans have provided for increased residential developments in the catchments of existing and proposed stations on the East Cork rail network. 12.8.6 This Plan continues to integrate transport and land use and will provide for compact growth in these towns seeking to maximise the number of people who can access public transport and also seeking to provide attractive pedestrian and cycle links to the rail stations. The Council is delivering land use framework plans to maximise the potential for rail travel and this will enhance connectivity between the stations and the towns they serve. CMATS outlines planned enhancements to the commuter rail service in Cork including additional stations (Carrigtwohill West, Ballynoe and Waterrock), rail fleet, and Dunkettle Park and Ride. 12.8.7 The Council will advocate for the examination of the feasibility of reopening former stations along the Charleville to Cork City railway line in conjunction with other stakeholders. GO TO CONTENTS
- 270 County Development Plan Objective TM12-3: Rail Transport Support and prioritise the following key Rail Transport initiatives: a) Encourage the enhancement of service provision in tandem with planned population and employment growth; b) Secure the delivery of new stations to support planned population growth in: Carrigtwohill (Carrigtwohill West), Midleton (Waterrock), Cobh (Ballynoe), and Monard; c) Secure the delivery of a Park & Ride facilities where and as appropriate including at Carrigtwohill and Dunkettle/North Esk. d) Support the provision of rail infrastructure, including depot facilities, to deliver CMATS objectives for rail service provision. e) Support other agencies in delivering an appropriate integrated land-use and transportation framework to maximise rail use and facilitate connectivity with other transport modes. f) Provision of enhanced rail station access and multi modal facilities to include secure, sheltered bicycle parking, public bicycle sharing facilities, bicycle maintenance stations, EV charging, park and pool facilities, car sharing facilities, where appropriate. County Development Plan Objective TM 12-4: Protecting Existing Disused Rail Infrastructure Where there is a strong case supporting the potential reopening of an existing or disused railway station (or railway infrastructure) for service, it is an objective to safeguard the station (or infrastructure), its access and the surrounding lands, against encroachment by inappropriate uses, which could compromise the future development as a rail facility. The use of disused railways for the provision of active travel infrastructure may be considered as such a use retains the option to reinstate to rail use at a future point. Bus 12.8.8 In most parts of the County, including Metropolitan Cork, the bus is the primary mode of public transport and service improvements are necessary if they are to offer a realistic alternative to the private car. In Metropolitan Cork an upgrade of service frequencies linking metropolitan towns with cork city centre is critical. The introduction of new services on routes linking the metropolitan towns and the suburban rail network directly with key employment locations in the city also needs to be promoted. 12.8.9 Outside Metropolitan Cork the County’s Interurban bus network is the primary form of public transport for the main towns. As with rail, there is a need to enhance the accessibility and connectivity of the bus network to other public transport, active travel and private car modes. This may include provision of car parking, EV charging, car pooling facilities, car sharing facilities, secure, sheltered bicycle parking, public bike sharing facilities, cycle maintenance station or other suitable facilities where appropriate. 12.8.10 The Council is delivering an NTA funded countywide programme of regional and urban bus service infrastructure upgrades, delivering new bus shelters and accessible bus stops, with an allocation of over €1.2m of funding between 2020 and 2021. This was expected to see the upgrade of 44 no. bus stops countywide, 35 no. to accessible standard. 12.8.11 Few, if any, of the County’s towns have a population that could sustain an internal bus service. However, the Council will support those seeking to operate such services. 12.8.12 It is important that proposals for new, trip intensive developments include comprehensive public transport assessment to maximise potential for modal shift. GO TO CONTENTS
Source Cork County Council: Cork County Development Plan 2022–2028 – Volume One: Main Policy Material (2022–2028) · Licence the publisher's termsText read from the publisher’s PDF; tables, maps and drawings do not survive as text, and page numbers are the PDF’s (its first page is 1). Check the original before relying on a passage.