Regional strategy (RSES) · Eastern and Midland Region
Regional Spatial and Economic Strategy 2019–2031
The regional strategy for the Eastern and Midland Region, including the Dublin Metropolitan Area Strategic Plan.
Eastern and Midland Regional Assembly · June 2019 · 244 pages
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- REGIONAL POLICY OBJECTIVES: Decarbonising Transport RPO 7.42: Local authorities shall include proposals in statutory land use plans to facilitate and encourage an increase in electric vehicle use, including measures for more recharging facilities and prioritisation of parking for EVs in central locations. Resilience of Critical Infrastructure Critical infrastructure (CI) provides the essential functions and services that support European societal, economic and environmental systems. As both natural, including extreme weather events, and man-made disaster and crises situations become more common place, the need to ensure the resilience of CI so that it is capable of withstanding, adapting and recovering from adverse events is paramount. Critical infrastructure includes transport Infrastructure, electricity and gas networks, flood risk management, and water services infrastructure. Critical transport infrastructure is often locally clustered, which can concentrate the negative impacts of climate change and create challenges for contingency planning and responses to extreme weather events. It is important that local authorities, as key decision makers and frontline actors in emergency planning, should be supported in identifying risks and vulnerabilities to key infrastructure to build capacity within their organisations and structures. Incorporating renewable energy within Ireland’s energy supply may improve the resilience of energy infrastructure as reliance on energy imports and the associated concentrated infrastructure is reduced. Distributed renewable energy sources can contribute to local energy system resilience. For example, during both Storm Ophelia and Storm Emma, when the operation of many of Ireland’s infrastructures was challenged, wind energy maintained output throughout the adverse conditions and contributed to maintaining local supply and post event recovery to normal operation. The Region should promote best practice in resilience in critical infrastructure, including implementation of emerging European best practice in this regard. REGIONAL POLICY OBJECTIVES: Resilience of Critical Infrastructure RPO 7.43: Climate Action Regional Offices and local authorities should consider the identification of critical infrastructure within their functional areas, and particularly of the interdependencies between different types of sectoral infrastructure, as a first step in ‘future-proofing’ services and to help to inform longerterm adaptation planning and investment priorities. 181Environment and Climate
- 8 Connectivity 8.1 Introduction Connectivity, which includes transport connectivity and digital networks connectivity, has a major impact on the quality of life, the level of community interaction, the economic prosperity, and the environmental quality of the Region. This chapter sets out proposals to help to achieve the National Strategic Outcomes outlined in Project Ireland 2040- The National Planning Framework (NPF) and the Vision Statement and Regional Strategic Outcomes contained in this Regional Spatial and Economic Strategy (RSES). The thematic approach taken in preparation of the RSES is underpinned by the cross-cutting key principles of healthy placemaking, climate action and economic opportunity, all of which are influenced by the provision of a well-functioning, integrated public transport system and high quality digital networks. The RSES identifies regional strategic outcomes which include integrated transport and land use planning, the transition to a low carbon economy by 2050, compact growth, enhanced regional and international connectivity, enhanced green infrastructure and the provision of sustainable settlement patterns. 182 Regional Spatial & Economic Strategy
- 8.2 Transport Strategy Transport demand is determined on the basis of the distribution of population, employment, education and all other socio-economic and cultural uses. 58 http://www.dttas.ie/sites/default/files/publications/corporate/english/cost-congestion-main-report/cost-congestion-main-report.pdf Trends within the Region indicate that there is an overreliance on the private car for travel to work and education. Approximately 46% of Dublin’s population commute by private car while approximately 65% and 69% of the populations of the Eastern and Midland SPAs respectively travel by this mode. In tandem with this a 2017 DTTAS paper58 estimated that congestion in the Dublin area was costing the economy over €350m per year by 2012, in terms of lost time, and that this would grow to more than €2bn by 2033. This congestion impacts on the Region’s commuters, public transport and the efficient movement of goods and services to, from and within the Region. The challenge facing the EMRA is a shift towards alternatives to the private car and promoting greater efficiency in the use of our transport networks. As such, it is of fundamental importance that this distribution of activity is planned in a manner which reduces the impact of the need to travel, on people’s lives. Transport can affect health and wellbeing both directly, for example through traffic accidents, commuter stress, or accessibility to employment and health services and indirectly, for example through higher rates of diseases and ill health as a result of pollution or sedentary lifestyles. Increasing traffic is a health hazard that predominantly effects the more socially disadvantaged and deprived. In contrast the provision of good public transport, greenways and cycleways can enhance areas, contributing to liveable places and creating opportunities to be physically active. There is a need to overcome barriers to better mobility be they political, economic or physical such as poverty, disability, affordability or gender. 183Connectivity
- Transport as a sector is one of the significant contributors to our national Green House Gas (GHG) emissions and as a nation we need to act on climate change and adapt and mitigate all sectors accordingly. The need to transition to a low carbon society by reducing transport usage and transitions to lower carbon options, including transition to clean renewables is a key aspect of Ireland’s response to climate change. Transition to a low carbon transport system is firstly about reducing the need for travel and then shifting to economically efficient modes, i.e. active travel modes and public transport. Transitioning existing fossil fuel vehicles to clean renewable vehicles is a vital further step. Policy measures outlined in this chapter have been prepared with regard to the National Climate Change Mitigation Plan and DTTAS’s first adaptation plan for the transport sector, Developing Resilience to Climate Change in the Irish Transport Sector. For additional policies with respect to transport and climate change refer to Chapter 10 Infrastructure and Chapter 7 Environment. The Strategy aims to provide a spatial framework to promote smart compact growth as an alternative to continued periurban sprawl around our cities and towns, with a resultant negative impact on the environment and people’s health and wellbeing due to increased commuting and loss of family and leisure time. In the Region the trend is for large scale urban growth in the suburbs and peri-urban areas around Dublin and large towns, resulting in increased length of trips facilitated by the dominance of the private motor car. There is significant evidence linking the experience of sprawl and long-distance commuting with poor health outcomes and impacts on employee productivity and absenteeism. The design of buildings and streets and the creation of compact sustainable towns where citizens can have a good quality of life is key to the provision and promotion of sustainable travel choice. Places that are typified by poor connectivity and lower residential and employment densities are characterised by lower rates of walking and cycling and a significantly higher rate of private car travel than their denser counterparts. There is a need to ensure alternatives to the car in the design of streets and public spaces prioritise cycling and walking as active transport modes. The objective of transport investment is, therefore, to contribute to economic, social and cultural progress of the Region, and the protection and enhancement of the environment, in line with Government priorities in other sectors. The success of transport planning in meeting society’s needs requires close integration of transport investment and land use planning, to guide the direction of future development within the Region. 184 Regional Spatial & Economic Strategy
- 8.3 Framework for the Integration of Transport planning with Spatial Planning Policies Given the diverse character of the EMRA area, the RSES encompasses the demand for transport and associated movement patterns from regional down to local level. The NTA’s Transport Strategy for the Greater Dublin Area (GDA) provides a framework for the planning and delivery of transport infrastructure and services over the period 2016 - 2035. This Transport Strategy has informed this chapter of the RSES. The RSES is required by legislation to be consistent with the National Transport Authority’s Transportation Strategy for the Greater Dublin Area. Transport policies and objectives for the Midlands and County Louth, as well as the GDA are set out in this chapter, with a focus on: • The on-going management and enhancement of the national and strategic road networks to address the Region’s intra-regional, interregional and international connectivity • The maintenance of an appropriate level of rail service and enhancements • Provision for enhanced regional and local bus services • Improvements to walking and cycling provision in towns and villages; and • Improvements to public transport provision in rural areas. Table 8.1 sets out the hierarchy of policies and plans, against which transport policy in the EMRA area is formulated and implemented. The role of the transport system is to meet the travel needs resulting from existing and future land uses in a manner that is consistent with the policies of the National Planning Framework and the Transport Strategy for the Greater Dublin Area. Table 8.1 Hierarchy of Plans and Policies International The Trans-European Transport Network (TEN-T) National National Planning Framework, Smarter Travel – A Sustainable Transport Future, Planning Land Use and Transport Outlook – PLUTO 2040 Regional Level Transport Strategy for the Greater Dublin Area 2016-2035. Transport Plans for Athlone (multiple regions), Dundalk (cross border) and Drogheda (multi county) Dublin- Belfast Economic Corridor. Metropolitan Area Transport Strategy for the Greater Dublin Area 2016-2035. County Level Development plans, county cycling and walking strategies. Settlement Level Settlement walking and cycling strategies, local area plans, Local Transport Plans, Local Link Rural Transport Programme, Mobility management plans. At the most strategic level, the transport objectives underpinning the RSES are based on two complementary elements with the overarching goal of prioritising sustainable transport modes in order to achieve improvements in air quality, reduction in CO2 emissions and noise reduction: • The effective integration of transport planning with spatial planning policies, from regional down to local level; and • Associated transport investment priorities. Key targets set out in the Government’s Smarter Travel Policy in terms of modal share include a reduction of the total share of car commuting from 65% to 45% while alternatives such as walking, cycling and public transport will be supported and provided to the extent that these will rise to 55% of total commuter journeys to work. 185Connectivity
- Figure 8.1: EMRA Strategic Transport Infrastructure 186 Regional Spatial & Economic Strategy
- GUIDING PRINCIPLES Integration of Land Use and Transport The RSES provides the basis for the integration of land use and transport planning in the Region, informing the preparation and implementation of plans, programmes and projects at all levels. To achieve this the EMRA, in conjunction with local authorities, the NTA and other agencies, will seek to apply the following Guiding Principles in statutory land use plans, taking into consideration the requirements of both urban and rural areas across the Region. • For urban-generated development, the development of lands within or contiguous with existing urban areas should be prioritised over development in less accessible locations. Residential development should be carried out sequentially, whereby lands which are, or will be, most accessible by walking, cycling and public transport – including infill and brownfield sites – are prioritised. • City and county development plans shall undergo assessment of their impact on carbon reduction targets in their preparation, and shall include measures to monitor and review progress towards carbon reduction targets. • Larger scale, trip intensive developments, such as high employee dense offices and retail, should in the first instance be focused into central urban locations. • Within the Dublin Metropolitan Area, except in limited planned circumstances, trip intensive developments or significant levels of development should not occur in locations not well served by existing or proposed high capacity public transport. • The strategic transport function of national roads and associated junctions should be maintained and protected. • All non-residential development proposals should be subject to maximum parking standards; • In locations where the highest intensity of development occurs, an approach that caps car parking on an area-wide basis should be applied. • The management of space in town and village centres should deliver a high level of priority and permeability for walking, cycling and public transport modes to create accessible, attractive, vibrant and safe, places to work, live, shop and engage in community life. Accessibility by car does need to be provided for, but in a manner, which complements the alternative available modes. Local traffic management and the location / management of destination car parking should be carefully provided. • Planning at the local level should prioritise walking, cycling and public transport by maximising the number of people living within walking and cycling distance of their neighbourhood or district centres, public transport services, and other services at the local level such as schools. • Support the ’10 minute’ settlement concept, whereby a range of community facilities and services are accessible in short walking and cycling timeframes from homes or accessible by high quality public transport to these services in larger settlements. • New development areas, including peripheral areas, should be permeable for walking and cycling and the retrospective implementation of walking and cycling facilities should be undertaken in existing neighbourhoods, in order to a give competitive advantage to these modes. Where possible, developments shall provide for filtered permeability. • Proposals for right of way extinguishments should only be considered where these do not result in more circuitous trips for local residents accessing public transport, or local destinations. • Cycle parking should be appropriately designed into the urban realm and new developments at an early stage to ensure that adequate cycle parking facilities are provided. • Support investment in infrastructure and behavioural change interventions to encourage and support a shift to sustainable modes of transport and support the use of design solutions and innovative approaches to reduce car dependency. Development will have regard to the Design Manual for Urban Roads and Streets, where appropriate. • Where additional road capacity is provided within or around any town which has an objective to cater for traffic that currently uses the road network in central areas and their immediate environs, that this additional capacity would be used for the improvement of the public transport, walking and cycling networks within the towns through the reallocation of road space to these modes. • Ensure the protection of Natura 2000 networks and associated ecological linkages. Plans and projects that have the potential to negatively impact on Natura 2000 sites should be subject to the requirements of the Habitats Directive. 187Connectivity
- REGIONAL POLICY OBJECTIVES: Integration of Transport and Land Use Planning RPO 8.1: The integration of transport and land use planning in the Region shall be consistent with the guiding principles expressed in the transport strategy of the RSES. RPO 8.2: The capacity and safety of the Region’s strategic land transport networks will be managed and enhanced, including through the management of travel demand in order to ensure their optimal use. RPO 8.3: That future development is planned and designed in a manner which maximises the efficiency and protects the strategic capacity of the metropolitan area transport network, both existing and planned and to protect and maintain regional accessibility. RPO 8.4: Land use plans within the GDA shall demonstrate a consistency with the NTA’s Transport Strategy for the Greater Dublin Area and plans with or outside of the GDA shall be consistent with the guiding principles expressed in the RSES. REGIONAL POLICY OBJECTIVE: Regional Strategy for Freight Transport RPO 8.5: To support the preparation of a regional strategy for freight transport in collaboration with the relevant transport agencies and the other Assemblies. Local Transport Plans (LTP) Local Transport Plans (LTP) will represent the lowest tier of the NPF’s framework for the integration of land use and transport planning and the achievement of the NPF’s objective of ‘compact smart growth’, they will be subject to further environmental assessment at local level as appropriate. LTPs will be based on a clear set of objectives and the most recent demographic and travel information taking into account the policies and objectives of the local authorities, insofar as they align with those of National and Regional Policy. LTPs will include the transport priorities for each settlement in terms of public transport infrastructure and services; cycle investment; improvements to the pedestrian environment; and road enhancements. Local Link Offices (Transport Coordination Units) will be consulted in the development of LTPs. The policies, objectives and measures which emerge from the LTPs shall be incorporated into the relevant statutory land use plans pertaining to each settlement. The settlements for which Local Transport Plans will be made will include, but will not be limited to, Athlone, Dundalk, Drogheda, Arklow, Ashbourne, Balbriggan, Longford, Mullingar, Portlaoise, Naas, Navan, Newbridge, Tullamore, and Wicklow-Rathnew and certain large settlements or development areas within the Dublin Metropolitan Area. REGIONAL POLICY OBJECTIVE: Local Transport Plans RPO 8.6: In order to give local expression to the regional level Transport Strategy within the Region in conjunction with the NTA, Local Transport Plans (LTP) will be prepared for selected settlements in the Region. 188 Regional Spatial & Economic Strategy
- Mobility Management Plan (MMP) A Mobility Management Plan (MMP) is a management tool that brings together transport and other staff and site management issues in a coordinated manner. It normally brings together a package of measures tailored to the needs of an individual work site or a collection of work sites. This package generally includes measures to promote and improve the attractiveness of using public transport, cycling, walking, car sharing, flexible working or a combination of these as alternatives to drive-alone journeys to work. It can consider all travel associated with the work-site, including business travel, fleet management, customer access and deliveries. A MMP is not a plan for physical transport infrastructure such as cycle and pedestrian routes. REGIONAL POLICY OBJECTIVE: Mobility Management and Travel Plans RPO 8.7: To promote the use of mobility management and travel plans to bring about behaviour change and more sustainable transport use. The Role of Transport in Rural Development The importance of development which supports the rural economy and the rural social fabric is of fundamental importance to the future development of the Region. The rural economy and the rural social fabric should be supported through the provision of better local connectivity and connectivity to services and commercial activities located in cities and towns. In addition to this, urban-generated development in rural areas needs to be managed in such a way so as to safeguard the integrity of rural areas and to support the accommodation of urban-generated development within urban areas. The Role of Transport in enabling Access for All The planning process affords an opportunity to facilitate and deliver a more socially inclusive society through the mitigation of the built environment through better design, greater integration and accessibility across all societal needs and disabilities. Transport is one of a number of key policy areas through which social inclusion can be effectively addressed in this manner. Transport policies and investments will be developed to assist the greatest number of people with mobility, sensory and cognitive impairments in the shortest possible time with a particular focus on meeting the needs and opportunities of an ageing population. 189Connectivity
- 8.4 Transport Investment Priorities Major transport infrastructure investments, identified in the Project Ireland 2040 - National Development Plan, have an important role in enabling the sustainable and balanced development of the Region over the period of the RSES. Proposals for infrastructure investment should clearly demonstrate their consistency with spatial planning objectives, at regional and national level. Such proposals will be subject to environmental assessment and feasibility where assessment has not already taken place. The management, maintenance and improvement of existing transport infrastructure is also a key consideration, to ensure that the safety, capacity and the efficiency of the networks are maintained and factored into the capital funding process. Rail The primary function of the rail network in the Region is to provide commuter rail services to Dublin City, and major employment locations within the Metropolitan Area and in large towns. Intercity rail services also play a key role in offering sustainable travel alternatives for longer distance trips, providing improved interregional connectivity. REGIONAL POLICY OBJECTIVES: Rail Infrastructure RPO 8.8: The RSES supports delivery of the rail projects set out in Table 8.2, subject to the outcome of appropriate environmental assessment and the planning process. Table 8.2: Rail Projects for the Region DART Expansion Programme - new infrastructure and electrification of existing lines, including provision of electrified services to Drogheda or further north on the Northern Line, Celbridge-Hazelhatch or further south on the Kildare Line, Maynooth and M3 Parkway on the Maynooth/ Sligo Line, while continuing to improve DART services on the South-Eastern Line as far south as Greystones Provide for an appropriate level of commuter rail service in the Midlands and South-East Complete the construction of the National Train Control Centre. New stations to provide interchange with bus, LUAS and Metro network including Kishoge, Heuston West, Cabra, Glasnevin, Pelletstown and Woodbrook. A feasibility study of high-speed rail between Dublin Belfast, Dublin Limerick Junction/Cork will be carried out. Reappraisal of the extension of the Dunboyne/ M3 Parkway line to Navan during the Mid Term Review of the GDA Transport Strategy. Complete construction of Metrolink from Swords to Sandyford and consider underground extensions to other locations from Charlemont. LUAS Green Line Capacity Enhancement in advance of Metrolink. Undertake appraisal, planning and design of LUAS network expansion to Bray, Finglas, Lucan and Poolbeg. Undertake assessment, and, if appropriate, planning and design of LUAS network expansion to Hazelhatch and Booterstown. In principle there is a need to carry out an evaluation of underground metro routes within the M50. 190 Regional Spatial & Economic Strategy
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