Kildare County Development Plan 2023–2029 — Chapter 5: Sustainable Mobility and Transport

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   TM O9 Support and encourage the transition from fossil fuel use and consider the preparation of guidance for decommissioning of changing infrastructure to more sustainable uses, through the preparation of the Local Climate Action Plan. Actions It is an action of the Council to: TM A1 Prepare a County Kildare Sustainable Mobility Plan that addresses the long-term mobility needs of communities and businesses in the county in co-operation with the National Transport Authority that is aligned with the National Sustainable Mobility Policy (2022), the National Investment Framework for Transport in Ireland and the Draft Transport Strategy for the Greater Dublin Area 2022-2042. The plan should address urban and rural transport issues, the integration of transport modes and public transport connections between the towns and villages of the county. TM A2 Prepare, implement and review (where appropriate) Local Transport Plans (LTPs)/ Area Based Transport Assessments (ABTAs)5 for each of the statutory LAP settlements6 in County Kildare in consultation with TII and the NTA, based on the following ABTA guidelines published by the TII/NTA – ABTA ‘How to Guide’, Pilot Methodology (September, 2021) and the Area Based Transport Assessment Advice Note (December, 2018). LTPs/ABTAs will include the transport priorities for each settlement in terms of public transport infrastructure and services; cycle investment; improvements to the pedestrian environment; parking measures and road enhancements. LTPs/ABTAs must be developed to provide a framework to cater for the movement of pedestrians, cyclists, public transport services and private vehicles which are aligned with the hierarchy of users and modal shift targets set out in this Plan. The Accessibility and Movement Objectives of Local Area Plans should be based on relevant LTPs/ABTAs. TM A3 Identify filtered permeability 7 measures including, home zones 8 and low-traffic neighbourhoods9 in all towns throughout the county in order to reduce greenhouse gas emissions and promote a more sustainable, connected way of life for the citizens of the county. 5 Note: Area Based Transport Assessment (ABTA) sets out the methodology for the preparation of Local Transport Plans. 6 Naas, Maynooth, Newbridge, Celbridge, Leixlip, Athy, Kilcock, Kildare Town, Clane, Monasterevin, Kilcullen and Sallins 7 Filtered permeability is an urban planning concept that “filters out” through car traffic on selected streets to create a more attractive environment for walking and cycling, while maintaining accessibility for local inhabitants, deliveries or emergencies. (Integrated Cycling Planning Guide 2021-2027, European Union). 8 A Home Zone is street or group of streets designed to meet the needs of pedestrians, cyclists, children and residents and where the dominance of the car is reduced. 9 Low traffic neighbourhoods comprise groups of residential streets, bordered by distributor roads, where “through” motor vehicle traffic is either discouraged or removed entirely.148

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   5.4 Sustainable Movement The Council recognises the overall benefits of sustainable modes of transport, which include: Figure 5.3 - Sustainable Movement Benefits Ireland has set a target to develop a low/near zero carbon emission transport network by 2050. This plan will prioritise active modes of travel and the use of public transport to provide for the sustainable movement of people and goods in a way that aims for maximum impact on the national transition to net zero carbon by 2050. Heavy rail has a pivotal role to play based on the unique ability of electrified rail services to move large numbers of people quickly and safely. County Kildare: Travel Mode Share According to the Census 2016 POWSCAR data, the commuting patterns in County Kildare for employment and educational purposes rely heavily on motorised private transport. Active transport and public transport accounts for a very small proportion of journeys to work as can be seen in Figure 5.4 below. Figure 5.4 - County Kildare Mode Share10 More than half of the car-based journeys to education are for journeys of 6km and under and 16% of the journeys to education are for journeys less than 6km. Considering the ‘10-minute settlement’ concept, an opportunity exists for many of these short journeys within an approximate 10-minute commute to be made by walking or cycling, given the right conditions. 10 Census 2016 POWSCAR data Reduced Traffic Reduced number of road accidents Improved air quality Economic Benefits Improved physical and mental health of population Lower levels of noise pollution149

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   According to ‘Get Ireland Walking’ an individual can walk 1km in approximately 10 minutes, therefore many of the 0-3km trips can be made by walking or cycling. Within urban areas in Ireland cyclists typically travel between 15 and 20km/h 11 which translates to approximately 3km in 10 minutes. Therefore, many of the car-based journeys between 3km and 6km can be done by cycling. Similarly, many of the carbased trips for distances greater than 6km can be undertaken by public transport, where it is available. The challenge for this plan is to put in place the foundations for the series of interventions required to achieve this model. JOURNEYS TO WORK JOURNEYS TO EDUCATION Figure 5.5 - Distance of Car Journeys to work and education originating in County Kildare12 In 2019, the transport sector was responsible for 20.4% of National GHG emissions, the second highest contributor13. The energy use for transport was the highest by sector in 2018, accounting for 42% of total final consumption14. It is therefore essential to achieve a significant modal shift in the county during the lifetime of the CDP. Considering the urgent need to transition to more sustainable modes of transport, Kildare County Council will endeavour to deliver a reduction in private car usage broadly in line with the 51% reduction in emissions by the end of this decade target set out in the Climate Action and Low Carbon Development (Amendment) Bill 2021. 11 NTA. National Cycle Manual. https://www.cyclemanual.ie/manual/designing/d-junction-introduction/. Date of Access: 30/09/2021 12 Census 2016 POWSCAR data 13 EPA. https://www.epa.ie/our-services/monitoring--assessment/climate-change/ghg/transport/. Date of Access: 24/08/2021 14 SEAI. https://www.seai.ie/data-and-insights/seai-statistics/key-statistics/transport/. Date of Access: 24/08/2021150

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   The 2016 baseline figures for trips to work and education are provided in Table 5.1 and Table 5.2 below. Mode share 2016 Baseline % Walking 6% Cycling 1% Bus 5% Train 5% Car share 4% Car* 74% Working from Home 4% * Includes motorbike, scooter, van & lorry. Table 5.1 – Trips to work in County Kildare – Census 2016 Mode share 2016 Baseline % Walking 28% Cycling 2% Public Transport 20% Car* 50% * Includes motorbike, scooter, van & lorry. Table 5.2 – Trips to education in County Kildare – Census 2016 Achieving such a significant modal shift is dependent on a wide range of factors many of which are outside the remit of Kildare County Council, such as national economic performance, Government investment in sustainable transport infrastructure, the speed of delivery and operation of sustainable transport options, private bus service provision and a societal willingness to embrace change. However, the recent (7 December 2021) Government approval of the Dart+West project to enter the planning system is a crucial milestone in transforming the rail network that will provide a reliable alternative to the private car. The project will see the construction of a new depot near Maynooth as well as the electrification of the current Maynooth Line and the upgrading of infrastructure at both Connolly and Docklands stations in the city centre. In addition, Kildare County Council has identified a number of interventions for the County which will assist in delivering this modal shift, such as the provision of cycling infrastructure and public transport measures. These interventions are based on the main commuter flow patterns to work as identified below, with a specific focus on commuter flow patterns in and around the Key Towns of Maynooth and Naas.151

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   Commuter Flow Patterns * Those working from home and without a fixed place of work are excluded. Figure 5.6 - Kildare County Commuter Flow Patterns to work15 *Dublin figures includes Dublin City, South Dublin, Fingal and Dun Laoghaire Rathdown Figure 5.7 - Town level commuter flow to work 15 Census 2016 POWSCAR data152

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   43% of workers in County Kildare commuted to Dublin city and suburbs in 2016. 71% of Leixlip and 40% of Naas being the highest of these, where large numbers of commuters travelled into Dublin city and suburbs for work. More than half of those commuting to locations outside the county travelled by car, 64% of the Leixlip and 80% of the Naas commuters. Strong commuter flow patterns are evident between Naas and Newbridge, between Leixlip and Maynooth and between Kildare town and Newbridge (Figure 5.7 above refers). High levels of car use are recorded for commuting to work from these towns to their destinations (Figure 5.8 below refers). Figure 5.8 - Car-based travel to work per settlement16 In November 2019, a commuter survey was undertaken by Kildare County Council which measured commuter satisfaction (Table 5.3 refers). Leixlip and Maynooth registered the highest satisfaction with commuting costs and Athy residents registered the lowest satisfaction with the costs of commuting. The towns that attracted the highest ratings in relation to their satisfaction with their mode of travel was Leixlip and Maynooth. Naas Maynooth Leixlip Newbridge Athy Kildare Travel Mode 2.7 2.9 3.0 2.8 2.5 2.7 Commuting Costs 2.6 2.8 2.9 2.1 1.8 2.0 Table 5.3 - Satisfaction levels with commute to work17 16 Census 2016 POWSCAR data 17 Commuter Survey, November 2019153

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   Objectives It is an objective of the Council to: TM O10 Facilitate and secure the delivery/implementation of the public transport projects that relate to County Kildare as identified within the Integrated Implementation Plan (2019-2024), (or any superseding document), including the DART+ programme (Including DART+ West and DART+ South West), BusConnects and the light rail investments. The DART+ projects present an opportunity to improve journey time, reliability, and train frequency. TM O11 Facilitate and secure the delivery/implementation of the public transport regional corridor proposals that relate to County Kildare and the County Kildare local route proposals as identified within the NTA’s ‘The Connecting Ireland Rural Mobility Plan’ (November 2021), specifically prioritising the proposed new local route from Naas to Newbridge. Such developments shall be subject to AA screening and where applicable, Stage 2 AA. TM O12 Investigate the feasibility of developing high-quality, suitable, safe and sustainable cycling pathways: i) from Leixlip, Maynooth and Naas into Dublin; and ii) between Naas and Newbridge, iii) Kildare town to Newbridge and westwards towards Portlaoise as far as the Kildare county boundary, and iv) Kildare Town to Monasterevin. Where feasibility is established, a Corridor and Route Selection Process will be undertaken where appropriate, for relevant new road infrastructure in two stages”, Stage 1 – Route Corridor Identification, Evaluation and Selection and Stage 2 – Route Identification, Evaluation and Selection. TM O13 Promote and facilitate the implementation of public transport projects (bus and rail) and encourage transport providers and other agencies (e.g. NTA, developers etc.) to improve public transport (bus and rail) and to have regard to and support recently implemented and/or planned routes under NTA’s Bus Connects and proposed / planned routes under NTA’s Connecting Ireland Rural Mobility Plan; Including: 1. Kilcock, Maynooth and Leixlip into Dublin; 2. Celbridge into Dublin; 3. Maynooth to Naas; 4. Leixlip to Naas; 5. Celbridge to Naas; 6. Naas to Caragh. in addition to a range of rural transport routes. Such developments shall be subject to AA screening and where applicable, Stage 2 AA. TM O14 Support the implementation of the Bus Connects projects in County Kildare and those that connect towns in Kildare with towns in adjoining counties. TM O15 Ensure the delivery of the transport proposals of the Strategic Land Use, Employment and Transportation Study of North East Kildare, when prepared, in co-operation with all relevant stakeholders. (Refer to154

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   Objective RE O17) TM O16 Support and facilitate the improvement of public transport for Monasterevin. TM O17 Support and facilitate the provision of electric vehicles including Battery Electric Vehicles (BEV) and Plugin Hybrid Electric Vehicles (PHEV) including electric cars, bikes and scooters as a more sustainable low carbon option to the conventional private motor vehicle. The support of e-scooters will be subject to the enactment of legislation to regulate and legalise e-scooters. TM O18 Support action 87 of the National Sustainable Mobility Policy | Action Plan 2022-2025. In this regard, the Council will support the NTA to expand shared car, bike and powered personal transporters (PPT) services at transport hubs and interchanges. Action It is a Action of the Council to: TM A4 Continue to work with NTA to identify best route options to serve the county over the period of the plan in line with the NTA’s Connecting Ireland Plan, Bus Connects, Greater Dublin Area Cycle Network Plan, GDA Transport Strategy and other relevant strategies and to continue to seek funding from the NTA for suitable Smarter Travel projects. Target It is a target of the Council to: TM T1 As a minimum, reduce the current car-based trips to work from 74% to 50% and the car-based trips to education from 50% to 40% by the end of this Plan period.18 18 Interim targets until completion of Sustainable Energy Climate Action Plan when a review will occur.155

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   5.4.1 Walking and Cycling Active travel is the most sustainable mode of transport. Advancing walking and cycling as alternatives to private car use will prove crucial to the sustainable development of County Kildare. Pedestrian and cycle infrastructure are required that form an integrated, safe, convenient, direct and comfortable network of routes. This will mean reclaiming car-dominated space for upgrading walking and cycling infrastructure to better serve the daily, local trips of people of all ages, abilities and backgrounds in every neighbourhood. Policy It is the policy of the Council to: TM P2 Prioritise and promote the development of high-quality, suitable, safe and sustainable walking and cycling pathways and facilities, both intercounty, intra-county (in consultation with all relevant stakeholders including neighbouring local authorities) and within the towns and settlements of County Kildare within a safe road/street environment that will encourage a shift to active travel that is accessible for all, regardless of age, physical mobility, or social disadvantage, subject to all relevant and cumulative environmental assessments and planning conditions. New projects (including greenways, blueways and cycleways) should first be subject to the undertaking of feasibility assessment. Where feasibility is established, a Corridor and Route Selection Process will be undertaken where appropriate, for relevant new road infrastructure in two stages”, Stage 1 – Route Corridor Identification, Evaluation and Selection and Stage 2 – Route Identification, Evaluation and Selection. Objectives It is an objective of the Council to: TM O19 Ensure regular maintenance of walking and cycling routes and ensure that all roads in new developments are designed in accordance with the principles, approaches and standards contained in the Design Manual for Urban Roads and Streets 2019, the National Cycle Manual (NTA, 2011 – or the pending update) and the Draft GDA Cycle Network Plan (NTA, 2021). TM O20 Ensure new development areas are fully permeable for walking and cycling at a minimum, public transport (where appropriate) and provide for filtered permeability for private vehicle access in accordance with the NTA Permeability Best Practice Guide in order to give a competitive advantage to active travel modes for local trip making. TM O21 Ensure site layout proposals detail present and possible future connections to pedestrian/cycle links and improve permeability between existing and proposed developments including adjacent developments thereby facilitating the ‘10-minute settlement’ concept. TM O22 Investigate the feasibility of dedicating a street(s) to pedestrian only activity on certain days of the week or at certain times of the day, in a pilot town during the life of this Plan.156

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    TM O23 Secure the development and delivery of the cycle network identified in the Draft Greater Dublin Area Cycle Network Plan (2021) and any subsequent updates to same to be published alongside the Transport Strategy for the Greater Dublin Area 2022-2042 and the TII National Cycle Network, subject to funding from the NTA. TM O24 Implement the greenway and blueway projects that promote walking and cycling in conjunction with the relevant organisations and bodies including: • Naas to Sallins Greenway and Naas to Corbally Harbour greenways and linking these to the national Grand Canal Greenway network. • The development of a walking route from Palmerstown House through Kerdiffstown Amenity lands to link with the Sallins Aylmer Greenway in consultation with all relevant landowners subject to appropriate environmental assessments and considerations. • The development of a walking route between Lullymore, Killinthomas Woods and Rathangan in consultation with all relevant landowners.The delivery of the Barrow Blueway with Waterways Ireland and associated works to enhance the amenity use of the river and canal area. • The development of further Sli na Sláinte routes in the county. Investigate the feasibility of further connections from existing and proposed greenways in County Kildare. • Investigate the feasibility of re-opening/upgrading and re-developing the historic Barrow Drainage Scheme access routes and trail along the eastern bank of the river Barrow between Monasterevin and Athy. TM O25 Investigate the feasibility of connecting the Naas to Corbally Harbour Greenway with the proposed Greenway along the former Tullow/Harristown railway line/ Naas-Baltinglass Greenway and, where considered feasible, to initiate the delivery of this project within the lifetime of the Plan in conjunction with all relevant landowners. TM O26 Investigate the feasibility of developing a cycle connection between the Royal Canal and Grand Canal Greenways between Leixlip, Louisa Bridge and Hazelhatch. TM O27 Support the development of the Grand Canal Greenway and all associated infrastructure, from Aylmer Bridge to Clonkeen. TM O28 Investigate the feasibility of developing a greenway/cycle way connecting the Corbally Line through Dowdingstown Wood and Two Mile House to Kilcullen. TM O29 Support the creation of a ‘learn to cycle park’ as part of the development of Greenways, adjacent to existing playgrounds and/or other suitably sized amenity areas in the county. TM O30 Support action 27 of the National Sustainable Mobility Policy | Action Plan 2022-2025. In this regard, the Council will support the NTA and TII to develop and implement an active travel infrastructure programme for Naas. TM O31 Ensure the delivery of robust and efficient cycle and walking infrastructure in Naas by enhancing permeability and improving linkages between Naas Town Centre, surrounding residential and employment areas, Sallins Railway Station and the Northwest Quadrant.157

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