Cork County Development Plan 2022–2028 – Volume One: Main Policy Material

1. Page 271

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   271 County Development Plan Objective TM 12-5: Bus Transport TM12-5-1: Large scale development proposals (over 100 residential units or employment related development likely to give rise to over 50 jobs) will be required to include a comprehensive public transport assessment, as part of a Mobility Management Plan, to include: a) Assessment of how the proposal will ensure effective links to potential future bus transport; b) Demonstration of options for connection to existing and future transport facilities; c) Where appropriate, examination of the potential for bus connectivity through the development; d) Determination of where additional infrastructure e.g. lay-bys/bus stops may be required. TM12-5-2: Support and prioritise the following in relation to new development: a) Require that new developments are, as much as possible, well connected to their local bus networks; b) Secure the provision of appropriate bus infrastructure as an integral part of new development; c) Secure safe, attractive and convenient walking routes from all new development to the local bus network. TM12-5-3: Support and prioritise the following key Bus Transport initiatives: a) Encourage both the improvement and extension of services so that they offer a realistic alternative to the private car in providing effective linkages between the main locations where people live and where they work; b) Promote improvements to existing bus services and generally encourage the enhancement of service provision in tandem with planned population growth; c) Promote the introduction of new bus services on routes where they can offer a direct alternative to the routes most popular with private car users; d) Encourage the provision of safe and convenient interchange facilities in all main towns; e) Encourage the better management of road space to secure a journey time advantage for bus services. Local Link Cork 12.8.13 Cork is a rural county with over 55% of its population living in rural areas in 2016. The rural economy and the rural social fabric must be supported through the provision of better local connectivity and connectivity to services located in cities and towns. 12.8.14 The NTA provides rural transport services through the Local Link Rural Transport Programme which aims to provide a quality nationwide community based public transport system in rural Ireland which responds to local needs. This Plan acknowledges the role rural transport services can perform in providing for social and economic activity between small villages/rural areas and larger towns and supports the Local Link Rural Transport Programme Strategic Plan 2018-22. Its key priorities include the reduction of social exclusion and the integration of rural transport services with other public transport services. Also, one of its key objectives is greater interaction/co-ordination with Local Authorities regarding the assessment of strategic transport needs and in the development of proposed transport plans for local areas. The Council recognises that there may be potential to expand and diversify the Local Link service to broaden its passenger base in response to local needs. County Development Plan Objective TM12-6: Local Link Support investment in sustainable transport infrastructure that strengthens the connections between rural and urban areas. GO TO CONTENTS

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   272 Connecting Ireland 12.8.15 The NTA is currently working with Cork County Council and other local authorities in the development of Connecting Ireland, the objective of which is to improve the quantity, quality and utility of public transport outside of the major urban areas; to introduce a systematic and strategic approach to planning new routes and services and to apply a partnership approach to bus network planning. 12.8.16 In addition to conventional scheduled services, Connecting Ireland is also exploring the potential of non-conventional measures in addressing the current mobility deficit, including the expansion of existing Demand Responsive Transport Services (DRT), the examination of new technology in DRT and the piloting of new approaches to increasing mobility, for example, the integration of non-emergency HSE services. 12.8.17 A general context for Connecting Ireland and its objectives will be the identification and promotion of complementary measures that reduce the need to travel, including the integration of land use and transport planning, the localisation of service provision and the development of technology hubs. 12.9 Cork Metropolitan Area Transport Strategy 12.9.1 The Cork Metropolitan Area Transport Strategy (CMATS) 2040, finalised in 2020, was developed by the National Transport Authority (NTA) in collaboration with Transport Infrastructure Ireland (TII), Cork City Council and Cork County Council. 12.9.2 CMATS represents a coordinated land use and transport strategy for the Cork Metropolitan Area. It sets out a framework for the planning and delivery of transport infrastructure and services to support the CMA’s development in the period up to 2040. The Strategy takes its lead at national level from the National Planning Framework 2040 and the National Development Plan 2018-2027 and builds upon previous transport studies including Cork Area Strategic Plan (CASP) and the Cork Metropolitan Cycle Network Plan. 12.9.3 The Strategy, which is fully supported by and informs this Plan, and associated investment frameworks, provides a coherent transport planning policy framework and implementation plan around which other agencies involved in land use planning, environmental protection, and delivery of other infrastructure such as housing and water can align their investment priorities. 12.9.4 The Strategy is considered to be flexible with the ability to scale up public transport capacity and frequencies as necessary to meet changes in population and employment growth along CMATS agreed transport corridors. CMATS is considered to be a ‘live’ document and will be subject to a periodic review process (typically 5 years) over the lifetime of the Strategy. 12.9.5 Its vision is to deliver an integrated transport network that addresses the needs of all modes of transport, offering better transport choices, resulting in better overall network performance and providing capacity to meet travel demand and support economic growth. It will reduce the need to travel by car and it will support vibrancy, accessibility and liveability of town centres. County Development Plan Objective TM12-7: CMATS Support the implementation of the Cork Metropolitan Area Transport Strategy. 12.10 Remote Working 12.10.1 Remote working is a feature of the approach to avoid the need to travel. The Council’s policy regarding remote working is set out in the Economy and Employment chapter of this plan. Where remote working hubs are developed they are to be fully accessible via sustainable transport modes and are to consider additional measures to promote sustainable transport (e.g. provision of, or contribution to shared provision of, a range of facilities for cyclists such as showers, wet clothes area, secure bike parking, bike maintenance stands, provision of EV charge points etc.). See Chapter 8 Economic Development 12.11 Traffic/Mobility Management and Road Safety 12.11.1 Mobility planning by business and institutions that have high numbers of employees can assist employers in achieving reduced car dependency. It is a way of promoting sustainable travel, reducing traffic congestion in urban areas and making more efficient use of land by reducing the need for car parking. Mobility management plans will be required to accompany planning applications for significant new development or trip intensive developments. GO TO CONTENTS

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   273 12.11.2 Where traffic movements associated with a development proposal have the potential to have a material impact on the safety and free flow of traffic on a National or Regional Route, this Plan will require the submission of a Traffic Impact Assessment (TIA), Traffic and Transport Assessment (TTA) and a Road Safety Audit to be prepared in accordance with the Traffic Management Guidelines Manual 2003 issued by the Department of Transport and the Traffic and Transport Assessment Guidelines published by the TII in 2014. 12.11.3 National Guidance is available in relation to best practice in ‘Achieving Effective Workplace Travel Plans – guidance for local authorities’ published by the NTA in 2012. 12.11.4 It is of critical importance to road safety that any new vehicular access is designed with adequate provision for visibility, so that drivers emerging from the access will have adequate visibility of oncoming vehicles, cyclists and pedestrians. 12.11.5 The Council is currently progressing a Bandon Transportation and Public Realm Enhancement Plan and is preparing a Transportation and Public Realm Enhancement Plan for Carrigaline. These plans aim to optimise the transport network to improve accessibility and safety for all modes of transport; identify opportunities for improving the public realm to enhance the movement experience and social interaction throughout the towns; and provide a guide to future investment in transport infrastructure and public realm enhancement. See also Chapter 3 Settlements and Placemaking and Volume Five Bandon / Kinsale and Volume 4 Carrigaline Municipal District Chapters of this plan. County Development Plan Objective TM 12-8: Traffic/Mobility Management and Road Safety a) Where traffic movements associated with a development proposal have the potential to have a material impact on the safety and free flow of traffic on National, Regional or other Local Routes, the submission of a Traffic and Transport Assessment (TTA) and Road Safety Audit will be required as part of the proposal. Where a Local Transport Plan exists, it will inform any TTA. b) Support demand management measures to reduce car travel and promote best practice mobility management and travel planning via sustainable transport modes. c) For developments of 50 employees or more, residential developments over 100 units, all education facilities, community facilities, health facilities, as well as major extensions to existing such uses developers will be required to prepare Mobility Management Plans (travel plans), with a strong emphasis on sustainable travel modes consistent with published NTA guidance to promote safe, attractive and convenient, alternative sustainable modes of transport as part of the proposal. Where a Local Transport Plan exists, it will inform any Mobility Management Plan. d) Ensure that all new vehicular accesses are designed to appropriate standards of visibility to ensure the safety of other road users. e) Improve the standards and safety of public roads and to protect the investment of public resources in the provision, improvement and maintenance of the public road network. f) Promote road safety measures throughout the County, including traffic calming, road signage and parking. g) Co-ordinate proposed zoning designations and/or access strategies in settlement plans with speed limits on national roads. 12.12 Parking Bicycle Parking 12.12.1 An adequate provision of safe, secure and convenient cycle parking is essential to support cycling as a realistic transport choice. The bicycle parking standards of this plan have been set to reflect this and the required provision has increased significantly relative to the previous plan. 12.12.2 Quality bicycle parking needs to be provided at trip destinations - within the public realm of our urban areas and within almost all new developments including residential, employment, schools, public transport nodes, shops, community facilities and recreational areas. Secure bicycle storage facilities at trip origins is also critical. Proposals for new development in town centre areas, public transport accessible locations, or other appropriate locations must be comprehensively equipped with high quality cycle parking and storage facilities for residents and visitors. GO TO CONTENTS

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   274 12.12.3 Cycle parking should be convenient, accessible and be sited as close as possible to the principal destination and routes to cycle parking should be of a high standard and should benefit from passive surveillance to increase personal safety. Visitor parking should be easy to find and located next to all main entrances. The provision of secure bicycle lockers may be appropriate and their use within the public realm or at public transport nodes may be considered. However, they must be the subject of effective management regimes that cover their allocation, access and monitoring of use. Secure cycle parking facilities should be provided at new and upgraded strategic transport Interchanges such as bus and rail interchanges, multi storey car parks and public buildings. Where appropriate, consideration is to be given to the provision of secure charging facilities for electric micro mobility vehicles. 12.12.4 To successfully influence the choice to cycle, bicycle parking provision should also be supported, where possible, by cycle welfare facilities and cycle repair stations and this should be reflected in workplace travel plans. 12.12.5 Cycling parking is to comply with Standards set out in this plan in Section 12.24 which sets out requirements regarding the quantum of parking spaces. These standards are to ensure adequate cycle parking for both residents/employees and visitors. Cycle parking and associated parking facilities are also to comply with Standards for Cycle Parking and Associated Cycling Facilities for New Developments (Dun Laoghaire Rathdown County Council, 2018) in relation to the general principles to be applied to cycle parking location and design considerations. The NTA’s National Cycle Manual is also a useful guide. Sustainable Urban Housing: Design Standards for New Apartments Guidelines for Planning Authorities sets out national guidance in relation to parking provision and apartments. 12.12.6 See Section 12.24 of this chapter for Parking Standards. Car Parking 12.12.7 The Council’s car parking policy seeks to ensure adequate and appropriate provision of car parking in town centres and in relation to almost all forms of new development. It also seeks to balance car parking provision so that it aligns with and supports compact growth and sustainable transport. 12.12.8 As transport policy reduces the use of the private car and achieves modal shift to sustainable transport forms, car parking requirements will reduce accordingly. Greater sustainable mode share and a more compact growth form will be substantially less dependent on road capacity and car parking requirements, with less land being required for the latter thereby reducing costs for developers who choose to locate in an area well served by sustainable transport modes. Car parking provision must be carefully managed so as not to allow an overprovision of parking which could undermine measures to achieve modal shift. Reduced availability of car parking forms part of a range of tools to promote modal shift. Where a Local Transport Plan exists, it may determine the appropriate level of car parking provision. 12.12.9 Retail, employment, and other trip intensive developments should be located in areas well supported by public transport. Guidelines on Sustainable Residential Development in Urban Areas require that maximum parking standards should be applied along public transport corridors to reflect proximity to public transport facilities. It also outlines, for certain development, that standards of off-street car parking might be relaxed to encourage the occupation of dwellings by households owning fewer cars. These guidelines and the accompanying Urban Design Guide also highlight key design considerations. In addition car parking provision should, to the extent practicable, incorporate sustainable urban drainage systems in line with best practice. 12.12.10 Car parking standards need to be set at realistic levels, while having regard to proximity to public transport, in order to avoid parked vehicles causing obstruction. The 2014 County Development Plan set out maximum car parking standards (in terms of quantum of parking spaces) for different categories of development (excluding residential) and this plan continues to set maximum car parking standards as per Table 12.6, and in addition it applies maximum standards to residential areas in Metropolitan Cork, in town centres and in areas within walking distance of a high quality public transport service. The parking standards also include dimensions of parking bays. 12.12.11 Normally, developers will be expected to provide on-site car parking in line with this plan’s standard. In some limited circumstances a higher or lesser standard may be appropriate and the details of this are set out in Section 12.24. In certain locations which benefit from a high frequency public transport offering (such as Little Island and Carrigtwohill), the Council may apply car parking caps to new developments where appropriate. 12.12.12 For all types of location, where it is sought to eliminate or reduce car parking provision, it is necessary to ensure, where possible, the provision of an appropriate number of drop off, service, visitor parking spaces and parking for the mobility impaired. 12.12.13 Given the requirement to deliver 30% of all new urban development on infill/brownfield sites within the built footprint of existing settlements, and in order to encourage and incentivise those wishing to invest in and develop town/village centre locations, the County Council will not normally seek the provision of on-site parking or a monetary contribution in lieu of car parking where the development involves the re-use/refurbishment of an existing occupied or vacant building, any change of use, or where small scale infill developments (including residential) are proposed within the town centre or village centre. The Council will monitor town centre parking provision to ensure that on-street parking does not negatively impact the placemaking and sustainable mobility aims of this County Development Plan. If deficiencies in specific areas arise the Council will seek to address them through the development management process and by the provision of adequate off-street public parking. GO TO CONTENTS

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   275 12.12.14 Larger format town centre developments such as medium/large scale convenience retail developments or office developments will still be required to provide on-site parking up to a maximum standard and to pay a monetary contribution where this cannot be provided as part of the development. 12.12.15 See Section 12.24 at the end of this chapter for all Parking Standards. County Development Plan Objective TM 12-9: Parking Secure the appropriate delivery of car parking and bicycle spaces and facilities in line with the Standards set out in Section 12.24 of this document: a) All non-residential development proposals will be subject to maximum parking standards as a limitation to restrict parking provision to achieve greater modal shift. b) All residential development proposals, in Metropolitan Cork, in areas within walking distance of town centres and public transport services, will be subject to maximum parking standards as a limitation to restrict parking provision to achieve greater modal shift. c) Cycle parking will be appropriately designed into the urban realm and new developments at an early stage to ensure that adequate cycle parking facilities are located and designed in accordance with cycle parking design guidelines; The National Cycle Manual (NTA, 2011), and the Standards for Cycle Parking and Associated Cycling Facilities for New Developments document (Dun Laoghaire Rathdown County Council, 2018). d) On street car parking is to be designed such that it does not occupy unnecessary street frontage. e) Connectivity and accessibility between key car parking areas and primary town centre streets is to be safe and convenient. f) A high standard of design, layout and landscaping, including application of sustainable urban drainage systems where appropriate, is to accompany any proposal for surface car parking. Planning permission will be granted only where all the following criteria are met: • Respects the character of the streetscape/landscape; • Will not adversely affect visual amenity, and • Makes provision for security, and the direct and safe access and movement of pedestrians and cyclists within the site. g) Car parking provision is to comply with Sustainable Urban Drainage practices and other climate change adaptation and mitigation measures are to be considered, including considering the potential for landscaping to provide shade, shelter and enhancement of biodiversity. h) Measures to facilitate the complementary use of private car, through appropriate local traffic management including the siting of destination car-parking, is central to achieving the correct balance of modal use; i) The provision of multimodal facilities including carpooling spaces, secure bicycle lockers, public bicycle sharing, etc. are to be considered in the provision of parking for all non-residential developments or multi-unit residential developments where appropriate. 12.13 Park and Ride 12.13.1 Park and ride car parking facilities located at public transport interchanges provide onward access to key destinations, including the city centre, via high frequency public transport, walking and cycling. 12.13.2 This plan will seek the provision of strategic Park and Ride facilities at Dunkettle/North Esk, in line with CMATS recommendations. The provision of park and ride facilities at locations outside of Metropolitan Cork may also be considered where appropriate. Park and Ride will support multi modal trips which will allow at least part of trips to be undertaken by sustainable transport means. It will enable interchange between car and bus or rail services. Park and Ride facilities are to include EV charge points. Park and Ride facilities should also, where appropriate, incorporate bike-andride facilities, ideally with bicycle stations for overnight storage for public transport commuters. County Development Plan Objective TM 12-10: Park and Ride The Council will liaise with the NTA and TII to develop an overall Park and Ride Implementation Plan, including the provision of multimodal facilities (e.g. EV charging/bicycle parking). GO TO CONTENTS

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   276 12.14 Smart Mobility 12.14.1 Smart mobility refers to mobility measures, including digital innovation, to facilitate multi modal travel and/or mobility as a service. This plan supports measures which will support emerging innovations in the transport and mobility sector and assist in delivering multi modal integration such as through the provision of facilities for Bike and Ride, Park and Cycle, Park and Car Pool, public bicycle sharing, car sharing, bike charging, EV charging, taxi drop off etc. 12.14.2 CMATS proposes that strategic Park and Ride facilities be complemented by a number of smaller, local facilities referred to as mobility hubs. These may include formalising existing car parks at locations including Little Island. Typically they will be supported by frequent public transport, quality active travel network catchments, and facilities including car pooling spaces, cycle parking, EV charging facilities, taxi drop off facilities, bicycle sharing systems, etc. 12.14.3 Carpooling is more energy efficient than using single occupancy vehicles on our roads and results in reduced pollution and GHG emissions relative to single occupancy vehicles. As it reduces the number of cars on the road it decreases congestion. It also provides an opportunity for shared fuel costs and reduced running costs. It can be a feature of multi modal travel integration. County Development Plan Objective TM 12-11: Smart Mobility Support smart mobility to encourage innovation in sustainable mobility to facilitate multi-modal travel and mobility as a service. 12.15 EV charging 12.15.1 The Government’s Climate Action Plan aims to develop the EV charging network necessary to support the growth of EVs to at least 800,000 by 2030 and sets a target for the supply of infrastructure to stay sufficiently ahead of demand. It requires new non-residential buildings with more than 10 parking spaces to have at least one recharging point installed by 1 January 2025 and also requires the installation of a minimum number of recharging points for all existing non residential buildings with more than 20 parking spaces by 1 January 2025 at the latest, and it intends to review the level of provision to ensure it is ahead of demand. It sets out its intention to develop and implement planning rules and guidelines across residential and non residential parking locations for EV charging infrastructure. All new development proposals will need to comply with these national requirements in terms of EV charge provision. 12.15.2 National targets to increase electric vehicle usage will need to be supported by increased capacity in public EV charge points also and EV charge point provision within the public realm is to be supported where appropriate. County Development Plan Objective TM 12-12: EV Charging a) Infrastructure for Electric Vehicles will be integrated into developments in line with national requirements. b) The Council will liaise with other agencies to secure the retrospective provision of EV recharging points within the public realm of settlements where appropriate. Within public realm enhancements or reconfiguration schemes, any provision of EV charge points will be located so as not to inhibit pedestrian or cyclist movement or priority. c) New applications for non-residential development with more than 10 parking spaces, or applications for substantial renovation of a building with more than 10 associated parking spaces, are to provide for the installation of at least one EV recharging point (or as required by national policy should such requirement specify a higher provision). d) All residential development should be constructed to be capable of accommodating future charging points as required within the curtilage of the dwelling where possible. 12.16 Strategic Road Infrastructure Investment 12.16.1 The County’s road network facilitates movement of goods, services and people and maintaining, improving and protecting its strategic function is therefore crucial for the County’s economy and society. 12.16.2 Key planned road infrastructure projects for the county, supported by this plan, are listed below. Of these the M8/N25/ N40 Dunkettle Junction upgrade and improved Ringaskiddy Port access (N28) have been identified as key future growth enablers in the National Development Plan for the Cork Metropolitan Area. The N/M20 project is identified in the NDP, in relation to enhanced regional accessibility/connectivity, as a major national infrastructure project. GO TO CONTENTS

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   277 12.16.3 Many of the new /upgrade roads projects identified in this plan are in environmentally sensitive areas. It is important that climate change, environmental, nature conservation and heritage considerations are taken account of in the identification of routes/works areas, and at design and construction stages. National Primary and Secondary Roads 12.16.4 The Council, in consultation with TII will protect proposed national road route corridors where the route selection process has been completed/approved and where preferred route corridors have been identified. The Government’s Spatial Planning and National Roads Guidelines (2012) remain a key guiding document in relation to planning policy and National Roads. Motorway Service Areas 12.16.5 TII’s Service Area Policy (2014) sets out the policy basis on which service areas will be provided to meet the needs of road users on the national road network. In relation to off-line facilities it states that, provided off-line facilities are in close proximity to the roadway and of sufficient standard, the TII will take these locations into account when evaluating the level of provision and prioritisation of development for on-line TII service areas. The Service Area policy is currently under review and any updates to it will apply in this plan. Section 2.8 of the Spatial Planning and National Roads Guidelines relates to motorway service areas. Motorway service area proposals are to comply with same. County Development Plan Objective TM 12-13: National, Regional and Local Road Network a) Support the sustainable development of infrastructure that strengthens the quality of inter-regional connectivity from Cork to Limerick (proposed N/M20 and Rail), and from Cork to Waterford (N25) as identified in the NDP. b) Support the maintenance of the efficiency and safety of the existing national primary and secondary roads network by targeted transport demand management and infrastructure improvements. c) Support the following National, Regional and Local Road investment projects as outlined in Project 2040 and the RSES for the Southern Region: Key Project 2040 projects: • N/M20 Cork to Limerick • M8/N25 Dunkettle Interchange • N28 Cork to Ringaskiddy Road • N22 Baile Bhuirne to Macroom Road • N72/N73 Mallow Relief Road • N25 Carrigtwohill to Midleton GO TO CONTENTS

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   278 d) Support the following projects identified in the RSES as strategic regional priorities to achieve NSO Enhanced Regional Accessibility: • Cork Northern Transport Project . • Improvements to the N71, N72, N73, inter regional and intra regional corridors . • Access to Monard SDZ . • N27 Cork-Cork International Airport. e) Support key regional and local road projects identified in the RSES as strategic regional priorities to achieve NSO Enhanced Regional Accessibility: • Carrigaline Western Distributor Road (Identified Under the NDP). • Upgrade of the R624 Regional Road linking N25 to Marino Point and Cobh and designation to National Road Status. See also TM 12.13 footnote. • Upgrade of the R630 Regional Road linking Midleton to Whitegate Road (Energy Hub) and designation to National Road Status. • Upgrading the R586 Regional Road from Bandon to Bantry via Dunmanway and support for designation to National Road Status. • Upgrading of the R572 Regional Road linking Castletownbere Port to the N71. f) Support upgrade of Cobh Cross junction. g) Support upgrading of the R585 Regional Road between Cork City and Bantry via Crookstown, Cappeen and Kealkill. h) Support and provide for improvements to the national road network including reserving corridors for proposed routes to prevent inappropriate development which might compromise future road schemes. i) Promote the improvement of strategic Regional and Local Roads throughout the County in accordance with the strategies identified for the main settlements in this plan. j) Restrict individual access onto national roads in order to protect the substantial investment in the national road network, to improve carrying capacity, efficiency and safety and to prevent the premature obsolescence of the network. k) Limit access to regional roads where appropriate so as to protect the carrying capacity of the network and have regard to safety considerations, particularly where access to a lower category road is available. l) Ensure that all route upgrades are planned, designed and constructed to be compliant with EU environmental directives and to minimise impacts on biodiversity, built heritage and landscape. m) Avoid the creation of additional access points from new developments or the generation of increased traffic from existing accesses onto national roads to which speed limits of greater than 50kph apply. n) Prevent the undermining of the strategic transport function of national roads and protect the capacity of interchanges from locally generated traffic. o) Ensure that in the design of new development adjoining or near National, Regional or Local Roads, account is taken of the need to include measures that will serve to protect the development from the adverse effects of traffic noise for the design life of the development. p) Control the proliferation of non- road traffic signage on and adjacent to national roads having regard to TII’s ‘Spatial Planning and National Roads Guidelines’. Note: The upgrading of the R624 may require the development of a new crossing of the Belvelly Channel as well as road widening in a sensitive location relative to the Cork Harbour SPA and the Great Island Channel SAC. In addition to natural heritage considerations, there are significant built and archaeological heritage sensitivities at this location. All of these constraints will need to be considered carefully at design stage and construction stages. The proposed project will be subject to all necessary environmental, ecological (including Appropriate Assessment) and built heritage assessments as part of the consenting process. The project will only proceed if it is assessed to be compatible with the requirements of EU environmental directives and the principles of proper planning and sustainable development. GO TO CONTENTS

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   279 12.17 Freight and Ports 12.17.1 The efficient movement of goods is vital to our economic welfare and Cork has a significant role both regionally and internationally as a major logistics centre. Ireland is an export-led economy but is also heavily reliant on imported manufactured goods. The export of goods and services represented 126% of GDP in Ireland in 2019 compared to the EU average of 46.6%. Imports of goods and services in 2019 in Ireland represented 114% of GDP compared to the EU average of 47%. Ireland is also heavily reliant on imported manufactured goods. 12.17.2 In 2016, 141,669,000 tonnes of road freight were carried in Ireland and 12,880 trading vessels (of 100 gross tonnes or more) arrived in Irish ports. 12.17.3 As a relatively small island nation with a dispersed population, good access to port facilities is critical and alternatives to road freight are difficult to justify on cost grounds. Improved access routes to the Port of Cork is particularly necessary in light of Brexit and growth projections for Cork. CMATS sets out overarching objectives for the management of freight movement in Metropolitan Cork as follows: • Re-directing the through movement of freight from densely populated areas and unsuitable local roads to the strategic road network; • Examining the feasibility of consolidation centres and break-bulk facilities outside of the national road network in the medium term, to facilitate smaller vehicles delivering to the City Centre; • Examine the potential for rail freight movement; • Requiring area-based construction, and delivery and servicing plans as part of new development with a view to consolidating deliveries where practical; • Re-timing freight trips to out-of-hours wherever practicable; and • Ensuring that delivery, servicing and waste management trips are made as green and quiet as possible through the use of zero or low emission vehicles such as electric vehicles or cargo bikes, where appropriate. 12.17.4 This Plan aims to: • Secure the appropriate infrastructure for the effective movement of goods, especially to and from the region’s ports; • Safeguard the regions rail-freight infrastructure so that it can be brought back in to use if appropriate conditions prevail; and • Facilitate the planned development of port infrastructure to enhance the region’s sustainability and general economic competitiveness. 12.18 Rail Freight 12.18.1 There are many environmental and social benefits to be gained from utilising rail to transport goods. Rail produces significantly less CO2 than road per tonne carried and uses less than half the fuel as road per tonne km. Therefore, rail can play a valuable role in our efforts to cut carbon emissions. The potential for electrification of rail increases this value. 12.18.2 Iarnród Éireann’s Bulk Freight business specialises in the movement of products in full train loads. Trains can operate with an achievable payload of up to 600 tonnes. Some of the products currently transported include mineral ores and pulpwood. In some cases, the rail infrastructure has been provided to enable the operation of trains directly from the customer’s production facility to a Port or rail connected site. There is potential to develop this type of facility at Marino Point. 12.18.3 Iarnród Éireann’s intermodal business specialises in the transport of ISO containers or tanks in full trainloads. The maximum train size permitted on the network is 42 TEU’s between Dublin and Cork. The lines between Ballina and Dublin Port and Ballina and Waterford Port are cleared to carry 9’6” high cube containers on standard floor wagons, thus allowing a dramatic increase in possible payloads on trains but this facility is not currently available on routes to Cork. 12.18.4 Adaptation of the route between Portarlington and Cork to allow similar payload improvements may be possible. This Plan includes objectives intended to safeguard the intermodal facilities at North Esk so that they can be brought into use if appropriate conditions prevail. GO TO CONTENTS

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    280 12.19 Road Freight and Logistics 12.19.1 Facilitating the movement of freight, particularly for perishable goods and for movements to and from the ports, is an important function of the County’s road network and it is important that road capacity is maintained so that these journeys can be made efficiently. 12.19.2 Efficient freight distribution and logistics networks (that rely on road freight) are important to the County’s infrastructure providing access for Cork’s agricultural, marine and industrial sectors to national and international markets. These networks are also an important component in delivering goods produced outside the region to shops and residents. As a result Cork is an important location for the distribution of convenience goods and major retailers have chosen to locate distribution warehouses serving southern and western Ireland at a number of locations. 12.19.3 Cork is part of the EU TEN-T network (Belfast to Cork route on the North Sea-Mediterranean TEN-T Corridor) which aims to achieve efficient, safe and seamless transport chains for passengers and freight. 12.19.4 Road infrastructure in the Metropolitan Area, serving the Port of Cork, is intensively used and, at certain times of the day parts of the network have only limited spare capacity. The County Council is working actively with other agencies to manage competing demands for transport over this part of the network, taking into account the needs of the freight sector. Mobility management planning could reduce the HGV impact on the road network during peak periods. 12.19.5 In relation to new development, the aim of this Plan is to encourage new industrial, commercial and logistical development that is heavily reliant on road freight movements to locate within the urban centres of the County but in locations where goods vehicles can gain access to the national road network without passing through town centres or residential areas. 12.19.6 A shift to more sustainable means of road freight and logistics transport, including EV and low emission fuels, is necessary to decarbonise transport. In the medium term, freight is likely to be fuelled by a range of fuel types or combinations of such types as biogas, biofuels, electricity, hydrogen, CNG and LNG. However the level of contribution from biofuels is expected to have limits over the long term due to various resource constraints, demand/supply and land use issues. 12.19.7 National policy aims to explore renewable compressed natural gas (CNG) expansion and hydrogen as fuel source for medium and heavy duty trucks. The Causeway Project, an EU co-funded project with the objective of increasing customer awareness of the potential for alternative fuels such as CNG for transport and the future role of renewable gas in the market, will see the formation of a national CNG refuelling network of 14 fuelling stations, a renewable gas injection facility and grant support for the deployment of a fleet of c74 CNG vehicles. There may also be a role for plug in hybrid electric heavy goods vehicles and emerging technologies such as hydrogen vehicles, biomethane and AD substitutes for natural gas. County Development Plan Objective TM 12-14: Freight a) Create an efficient freight network that operates in harmony with other transport users and the residents of the Cork area. b) Protect the potential for rail-freight facilities to the former IFI plant at Marino Point and North Esk in Glounthaune. c) Support the development of a Framework for Sustainable Freight Distribution for the County. d) Encourage development that is heavily dependent on road freight to locate where goods vehicles can access the national road network without traversing urban areas. e) Support the use of the existing rail system for the transport of appropriate materials where feasible. f) The use of low emission vehicles such as electric vehicles, or cargo bikes, is to be considered where appropriate. 12.20 Port of Cork 12.20.1 The Cork Harbour area is considered a critical regional and national spatial asset. Cork Port is the second most significant port in the state. It is critical to the economic success of the South West Region. The Cork port activities are divided between several locations in the harbour, including traditional open wharves and container facilities on the eastern approaches to the City at Tivoli and a modern deep-water facility with ‘Ro-Ro’ facilities and car/passenger links to France at Ringaskiddy. There are a number of specialised facilities for oil and petroleum at Whitegate and general cargo at Passage West. Disused facilities at Marino Point, a Specialist Employment Centre, has potential to handle bulk cargos transported to or from the port by rail. Handling non-rail cargos at this location will require the upgrading of the R624 linking the site to the N25. 12.20.2 The Port of Cork is identified in National Ports Policy (NPP) as a Port of National Significance (Tier 1) and is a Core Port within the TEN-T (European Union’s Trans European Network – Transport). Inclusion in the core network reflects Cork Port’s significant volumes of traffic and its high level of international connectivity. 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.