SOUTH DUBLIN COUNTY PUBLIC TRANSPORT REPORT DRAFT REPORT V2.10

Transcription

1 SOUTH DUBLIN COUNTY PUBLIC TRANSPORT REPORT DRAFT REPORT V2.10

2 Introduction Transport Insights, on behalf of South Dublin County Council, has undertaken a study of public transport provision within the County. The study has emerged as an action of County s Local Economic and Community Plan to undertake a local transport feasibility study to address difficulties in securing and accessing employment. compounded by a lack of public transport. The study has incorporated a full review of the public transport network and infrastructure, accessibility analysis, a survey of local residents and consultation with local businesses. The findings of this review have been used to identify key public transport accessibility challenges and to recommend potential future improvements. This report outlines the analysis underpinning the study, the challenges identified and the emerging recommendations. Study Approach The flow chart below outlines the basic approach and methodology to the study. The study consisted of an initial desktop data gathering exercise before further analysis was undertaken in order to identify deficits in public transport provision within the County. Consultation with both the general public and businesses community throughout the study was key to identifying the challenges unique to South County Dublin, and how these might be addressed. SDCC Engagement Desktop Study Network Mapping & Accessibility Analysis Public Transport Gaps & Constraints Identification Public & Business Consultation Option Development & Appraisal Recommendations & Phasing South Dublin County Transport Report

3 South Dublin County Background South Dublin County, along with the Dun Laoghaire-Rathdown and Fingal administrative areas, was formed on the 1 st of January 1994 when the Local Government Act of 1993 came into effect. The County has an approximate area of 223 square kilometres and is bounded by the River Liffey to the north and the Dublin Mountains to the south. There are a number of large residential/ employment areas within the County such as Tallaght (the County Town), Lucan, Clondalkin, Jobstown, Firhouse, Ballyboden, Templeogue, Rathfarnham, Rathcoole, Citywest, Palmerstown, Adamstown and Saggart. In transport terms, the County is served by a both a heavy and light rail line as well as a network of bus services. There are a number of strategic national roads running through the County namely the N4, N7 and N81 which are linked by the M50 and two outer orbital regional routes.

4 Population The total population of South Dublin County, as per the 2011 Census, was 265,205. Preliminary results from the 2016 Census indicate that the County s population has increased to 278,749, representing growth of 5.1% in just 5 years. The map to the right illustrates the approximate population distribution throughout the County. As illustrated, the vast majority of the County s population is centred on a number of urban centres, namely Lucan, Clondalkin, Tallaght, Firhouse and Templeogue. Approximately 96% of the population resides in only 29% of the total County land area. South Dublin County 2011 Population Distribution Note: Each Dot shown represents 10 people Employment The total number of people employed in South Dublin County is approximately 78,110, according to 2011 Census figures. The distribution of jobs throughout the County is shown in the map to the left. Nearly half (48%), of these workers also resided within South Dublin County. It should be noted that unemployment in South Dublin (11.6%) is significantly higher than that of the other local authorities surrounding Dublin City, i.e. Fingal at 9.8%, and Dun Laoghaire-Rathdown at 6.0%. South Dublin County 2011 Employment Distribution Note: Each Dot shown represents 5 people By comparing the map on the left with the above population map, the distinct separation of residential areas and employment areas is apparent suggesting there a lack of mixed development within the County.

5 % of Total Population Population Demographics In order to fully understand the public transport needs of the residents of South Dublin County, it important to understand the social demographics of the population. Age, employment status, and level of car ownership all play a part in determining the public transport needs of the County. The population demographics for South Dublin have been extracted from the 2011 Census data and compared against that of Fingal and Dun Laoghaire-Rathdown County, where relevant, in order to assess how the needs of South Dublin differ to the other counties surrounding Dublin City. Population Age The Census data shows that South Dublin County has a comparatively lower proportion of older residents than Dun Laoghaire which is in part due to the levels of new development in the County attracting younger families. However, South Dublin does have an older population than that of Fingal. 25% 20% 15% 10% 5% 0% South Dublin Fingal Dún Laoghaire-Rathdown Age Band The location of older residents within the County is particularly important when considering public transport needs due to lower levels of private car ownership amongst older people and their resulting higher dependency on public transport and other means of non-private car travel. South Dublin County 2011 Population Density Over 65s The map to the left shows the population density of over 65s living within South County Dublin. As illustrated, the older population of South Dublin is largely concentrated in the Templeogue, Knocklyon and Ballyboden areas with additional older communities in well-established residential areas of Lucan, Tallaght, Clondalkin and Palmerstown.

6 % of Households Car Ownership Information on car ownership was also extracted from the 2011 Census data for South Dublin, Fingal and Dun Laoghaire- Rathdown. The data shows that South Dublin has a higher proportion of households with no car than either Fingal or Dun Laoghaire-Rathdown, as shown in the graph to the right. This would suggest that public transport has a more significant role to play in accommodating the transport needs of South Dublin residents. 50% 40% 30% 20% 10% 0% No motor car One motor car Two motor cars Three motor cars Four or more motor cars South Dublin Fingal Dún Laoghaire-Rathdown Mode Share As part of the national Census, information is gathered on commuting to work and education, including choice of mode. The mode shares by each mode for South Dublin is presented in the pie chart below which shows a mode share of 61.9% for road based modes (i.e. car driver or passenger). This road mode share is higher than both Fingal (59.5%) and Dun Laoghaire-Rathdown (55.2%). Walking Cycling Bus Rail Road Other 61.9% 1.5% 17.3% 3.1% 14.3% 2.0% South Dublin County 2011 Public Transport Mode Share The County s combined public transport mode share, including both bus and rail, is 16.3%. This is significantly lower than those of Fingal (20.5%) and Dun Laoghaire- Rathdown (22.5%), both of which have more extensive high quality heavy rail coverage than South Dublin. As a result, South Dublin is more dependent on bus, with its bus mode share higher than both of the other two local authority areas. The map to the left shows the public transport mode share across South Dublin (darker areas indicating greater levels of use).

7 Transport Network Review As mentioned previously South Dublin is located between a number of strategic national roads namely the M50, N4 and N7. These roads are among the busiest national roads in the country with the section of the M50 between the N4 and N7 the most trafficked section of road nationally. The congestion along these routes is exacerbated by the significant increase in traffic volumes as they pass through South Dublin. The image below extracted from Google Maps shows the congestion during the AM peak along the M50, N4, N7 and N81, in addition to non-national roads such as Fonthill Road and Nangor Road. Existing AM Congestion Levels ( 2016 Google Maps) According to Transport Infrastructure Ireland traffic counter data, traffic on the N4 increases by 79% as it passes through South Dublin County, which would suggest that strategic routes intersecting South Dublin are being heavily used by residents to undertake more localised trips around Dublin. This is likely to be in part due to the lack of viable public transport options available to residents making these trips. The public transport network is discussed in detail later in this report. Considering the current levels of congestion and demand management proposals for the M50, N4 and N7, public transport will likely need to play an increasingly important role in accommodating South Dublin County s transport needs.

8 Policy Context South Dublin County Council Development Plan The SDCC Development Plan was adopted earlier this year and has highlighted two long term public transport corridors, one extending radially through the north of the County and one orbital route from Tallaght up to west of Liffey Valley, with the two interchanging at what is currently St. Loman s Roundabout. The Plan also contains a proposal to develop an additional link road between the N4, N7 and N81. In terms of land use planning, there are large residential areas planned for Adamstown and Clonburris and employment development zoned around the existing employment centres of Citywest, Greenogue Business Park, Grange Castle and Nangor/ Longmile Road as shown below. South Dublin County Local Economic & Community Plan South Dublin County Local Community Development Committee was established in 2013, and a 6-year Local Economic and Community Plan ( ) was produced in The Plan contains a series of goals and objectives under seven thematic headings. In promoting enterprise and employment, the Plan recognises that large scale inward investment projects have key physical requirements including. accessibility to a large pool of potential employees.

9 To address poverty and inclusion challenges, the Plan recognises the difficulties in securing and accessing employment can be compounded by a lack of public transport... and contains an objective to increase accessibility to existing services, and an action to undertake a local transport feasibility study Greater Dublin Area Transport Strategy The Greater Dublin Area Transport Strategy sets out proposed transport infrastructure schemes to be built by Early this year the Strategy was approved by the Minister for Transport, making the document statutory. Key public transport schemes included in the Strategy include metro, light rail and high quality bus corridors as outlined in the map below. The schemes include a light rail scheme to Lucan and an orbital bus corridor running through South Dublin County which would provide a high quality public transport link between the north and south of the County. A cross-city bus rapid transit (BRT) scheme linking Clongriffin to Tallaght is also included. Greater Dublin Area Transport Strategy Public Transport Infrastructure

10 Public & Business Consultation As part of study, consultation with both residents and businesses within South Dublin County was undertaken in order to better understand the public transport needs of each group. Public Consultation Public consultation was undertaken by means of an online survey prepared and issued by the South Dublin County Public Participation Network (PPN), within inputs from the study team. The survey took place during October 2016 and was available online for approximately 2 weeks. The survey received over 400 responses from residents across the County. The survey consisted of eight questions which aimed to identify the key challenges/ limitations of public transport within South Dublin from the perspective of its residents. The first question identified the where respondents lived, as detailed below. Q1. Where do you live? Lucan Rathfarnham Tallaght Clondalkin Other Knocklyon Ballycullen Rathcoole Walkinstown Palmerstown Templeogue City West Kingswood 4% 3% 2% 2% 2% 1% 1% 6% 8% 11% 13% 16% 32% As shown on the above graph, the highest number of responses come from residents of Lucan, 126 in total. There were also high responses from Rathfarnham, Tallaght and Clondalkin. In order to understand how views varied throughout the County, the above settlements were grouped into similar areas geographically and/ or areas served by the same public transport corridor. The results for these areas were analysed individually, in addition to the County as a whole to allow key problems unique to specific areas within South Dublin to be identified. The relevant differences are presented after the County-wide survey results.

11 % of Responses % of Responses Q2. Outside your local area and WITHIN South County Dublin, what type of services do you have the greatest difficulty in accessing by public transport? 20% 15% 10% 5% 0% The above graph indicates that public transport access to health and hospital facilities along with public transport stations are the most difficult for residents to access within the County itself. In addition, access for commuting purposes to employment and education is considered difficult, along with access to retail and cultural centres. Q3. Outside your local area and WITHIN South County Dublin, what destinations do you have the greatest difficulty in accessing by public transport? 20% 15% 10% 5% 0% In terms of specific destinations within South Dublin County (and noting high response rate from Lucan), Liffey Valley Town Centre and Lucan Village are considered the most difficult to access by public transport. This is likely reflective of both difficulty accessing and higher potential demand for travel to these locations but it does indicate that access to the north of the County is a particular issue. In addition, Tallaght Town Centre, Clondalkin, Citywest and Ballymount are also perceived as difficult to access by public transport by residents of South Dublin.

12 % of Responses % of Responses Q4. Outside your local area and OUTSIDE South County Dublin, what destinations and services do you have the greatest difficulty in accessing by public transport? 40% 30% 20% 10% 0% City Centre Destinations around M50 Education Employment Health / hospitals Train / bus stations Destinations around the M50 are considered the most difficult to access outside the County itself by residents of South Dublin reflecting the lack of orbital public transport options in Dublin. Also ranked highly in terms of difficulty to access using public transport are health and hospital facilities closely followed by train/ bus stations. Q5. What is the greatest obstacle(s) for you in using public transport? 25% Other 20% 15% 10% 5% 0% Lack of choice of destinations is considered by residents of South Dublin to be the greatest obstacle in using public transport followed by unpredictable journey times, unreliable services and fare costs. This is reflective of the lack of orbital services with most services routed to/ from the City Centre via the most direct route, and with few other destinations being served by frequent services.

13 % of Responses % of Responses Q6. What is your age bracket? 40% 30% 20% 10% 0% 17 or under or over As shown above, the response rate from younger (<34) residents of the County was relatively low, with a peak in responses from residents aged between 35 and 54. There were less responses from older people which may be reflective of the method of survey (online survey) though approximately 30% of responses were from over 55s. As older people, 65 or over, may be more reliant on public transport due to declining car use and reduced mobility, the responses from this age bracket have been analysed separately to identify issues unique to older public transport users. The results of this analysis is presented after the County-wide survey results. Q7. What is your background? 60% 50% 40% 30% 20% 10% 0% Working Retired Studying Job seeking Disability Stay at home parent Other Overall, the majority of responses came from working residents of South Dublin with high responses also received from retired residents and stay at home parents. Unemployed or job seeking residents represent 5% of responses which is under representative based on the employment figures previously presented for South Dublin. This may be partly due to a bias in the demographics of the members of the PPN or a greater interest from those who are required to commute to work every day. Some unemployed residents who are part of community employment schemes may also identify as working, however they would be considered unemployed in Census data.

14 Q8. Is there anything else you want to say about using public transport in South Dublin County? While it is not possible to detail all responses to this survey question, the broad points made by residents are as follows: Orbital services linking destinations within the County; Feeder bus services to key destinations, particularly hospitals, and public transport hubs; Dedicated bus lanes are currently underutilised and improvements to stop infrastructure needed; Unreliable journey times which are significantly higher than competing car journey times; New public transport options including opening of Kishogue train station, new Luas line to Clondalkin-Lucan, park and ride facilities and cycle parking at stations; Information on available services in the area is not readily available; Security issues and anti-social behaviour; Improvement to school bus network; Inadequate space for wheelchair users when more than one user or buggies on board; The majority of services are routed through the City Centre resulting in increased/ uncompetitive journey times; and Comments on individual bus services in particular the 15, 25, 76 and 16. Below is a sample of comments made in the survey by individual residents. Like most of South Dublin, Knocklyon is well served by public transport to the City Centre. However, there are very few links between the main urban centres in South Dublin. This means that even the short journey from Knocklyon to Tallaght requires 2 buses, making it an unreasonable journey compared with driving (10 minutes vs 1 hour). More of these routes would make the whole of South Dublin and beyond accessible for work, education, etc. I use the Luas to and from work an hour each day. My biggest concern is safety. The red line is not safe. Despite a network of bus specific lanes, there are no direct bus services between Lucan & Clondalkin and Lucan & Tallaght. If such services were introduced, they could help reduce traffic levels and provide viable options for people in those areas to commute by bus. I live in Bawnogue and there is no connecting bus to Liffey Valley or the Square. My daughter is disabled and when going into town if there is a buggy or another wheelchair I can't get on the bus. I live in hillcrest Lucan. I cannot get my children to the hospital in Crumlin unless I walk all the way over to the other side of Lucan...to get the 25a over to the 151 stop then get that bus to the hospital it's a disgrace... Most bus services within Dublin go via the City Centre. So it takes hours to make journeys that would take half an hour by car. I would like to have a feeder bus to Luas and local bus to Liffey Valley and the Square. Work in Sandyford and public transport options are not good. Luas to town and Luas out hours. 75 bus - between 40 minutes and 60 minutes. Driving usually minutes.

15 % of Responses Survey Results By Area As discussed earlier, the results were broken down by area in order to examine whether responses differed significantly from the County as a whole. A total of five areas were identified, the table below show the grouping of settlements into these areas. SDC North SDC Central SDC South SDC East SDC West Lucan Clondalkin Tallaght Rathfarnham Rathcoole Palmerstown Walkinstown Ballycullen Citywest Knocklyon Kingswood Templeogue Newcastle Saggart It was found that responses only varied significantly for questions 2 and 3 of the survey which related to access to services and destinations within South Dublin. These questions are presented below broken down by area. Q2. Outside your local area and WITHIN South County Dublin, what type of services do you have the greatest difficulty in accessing by public transport? 25% SDC North SDC South SDC Central SDC East SDC West 20% 15% 10% 5% 0% Residents of SDC North, which compromises Lucan and Palmerstown, have much greater difficulty, relative to other parts of the County, in accessing health facilities/ hospitals and some difficulty accessing other services such as banking/ post office, community centres as well education and employment. However, they have comparatively less difficulty accessing shopping facilities and train/ bus stations.

16 % of Responses Residents of SDC South, i.e. Tallaght, have the greatest perceived difficulty in accessing services such as banking/ post offices, community centres and parks as well as education and employment. Services such as shopping, hospitals and public transport stations are considered easier to access by the residents of Tallaght, relative to the rest of the County. SDC Central residents, those living in Clondalkin or Walkinstown, have the greatest perceived difficulty in accessing health facilities by public transport and considerable difficulty accessing cultural centres, education, employment and public transport stations. Those living in SDC East also have significant difficulty in accessing health facilities by public transport and the greatest difficulty accessing public transport stations. Other services such as shopping, cultural centres and employment are also considered as difficult to access. SDC East & SDC North are the only areas with any responses indicating difficulty in accessing a place of worships by public transport which may be reflective of the older population of these areas. Residents of SDC West, those residing in Rathcoole, Newcastle, Saggart, Kingswood & Citywest, have the greatest difficulty in accessing many local services such as banking, cultural centres, community centres, parks and shopping which may be indicative of the more rural nature of some settlements within the area. However, their stated difficulty in accessing education, employment and health facilities by public transport is less than many other parts of the County. Q3. Outside your local area and WITHIN South County Dublin, what type of services do you have the greatest difficulty in accessing by public transport? 30% SDC North SDC South SDC Central SDC East SDC West 20% 10% 0% Residents of SDC North have the greatest difficulty in accessing areas to the south of the County such as Tallaght and Citywest, in addition to closer areas such as Clondalkin. Interestingly residents also view Lucan Village, one of the main urban centres in the area, to be difficult to access by public transport which suggests a clear lack of local bus services serving the village and its surrounding residential neighbourhoods.

17 Residents of SDC South have significant difficulty in accessing areas to the north and centre of the County such as Clondalkin, Liffey Valley and Lucan. This would suggest that there is strong disconnect in the public transport network between areas along the N4, N7 and N81. Those living in SDC Central have great difficulty travelling to north and south of the County by public transport with Lucan, Citywest, Liffey Valley and Tallaght all considered more difficult to access. This is a similar trend to other areas of the County and highlights the lack of internal/ orbital service in the County. SDC East & West residents also have more difficulty accessing areas to the north by public transport which indicates a public transport disconnect between the Lucan/ Liffey Valley area and the remainder of the County. Survey Results Older Residents As mentioned previously, the survey responses for older residents, 65 and over, have been analysed separately to the overall results in order to identify issues unique to this age bracket. The following points identify key differences in responses from older residents observed: Greater difficulty accessing health facilities and hospitals reflecting the importance of these services to older people; Noting high response rate from Lucan, access to Liffey Valley was still considered more difficult across the County as a whole with one response citing the walk from the stop to the centre as a possible reason for this; Initial walking access to stops more of a problem for older users due to reduced mobility; Greater concern for personal safety and disability access; and Less concerned with journey times, reliability and frequencies than younger residents. Survey Results Residents with a Disability In addition, survey responses from those with a disability were also analysed separately to help understand challenges in using public transport that are unique to this group of residents. The following points summarise the key issues identified: Greater difficulty accessing health facilities and hospitals as well as local community services and recreational facilities; Liffey Valley and Lucan Village considered particularly difficult to access by public transport; 33% citied disability access on public transport services as an obstacle; Lack of spaces on buses for two wheelchairs or one wheelchair when a buggy is occupying the space; and Less concerned with journey times, reliability and frequencies.

18 Business Consultation Complimenting public consultation activities described previously, the business community within South Dublin County was consulted in undertaking the study. Consultation focused on the South Dublin Chamber as the representative organisation for businesses within the County. The management of a limited number of key employment and retail destinations within the County were also consulted to ascertain their views on issues and priorities. The findings of consultation with South Dublin's business community can be can be summarised as follows: An Economic Profile and Survey of South County Dublin undertaken in 2014 on behalf of South Dublin Chamber, South Dublin County Council and the Local Enterprise Office, found the following profile of businesses:- retail - 36%; transportation & distribution - 14%; professional & financial services - 12%; industrial & manufacturing - 12%; medical & healthcare - 9%; and others - 17%. Major employers within the County, in particular those with a high proportion of professional staff living within a wide catchment area, are presently dependent on car as a means of access to work. One of the exceptions is The Square Tallaght, where the majority of staff and customers access by either public transport, walk or taxi from a relatively local catchment. As the majority of staff/ customers presently travel by car, peak period traffic congestion (including M50 and key radial corridors) and journey time reliability negatively impacts on business operations. With the exception of The Square Tallaght, public transport coverage is seen as inadequate. Services are generally considered to serve an important role along radial corridors to/ from the City Centre, but are otherwise considered either deficient or unavailable. Current South Dublin County Council Development Plan maximum car parking standards are considered excessively onerous in the absence of a comprehensive network of orbital bus services within the County, and between South Dublin County and other parts of Dublin. The standards are deemed by some businesses to represent a particular impediment to new office based development in parts of the County. A mismatch between bus priority provision and existing public services was noted as both a point of frustration, and an opportunity to address identified deficiencies in orbital bus service provision. Orbital bus service delivery within the County is seen as the highest priority for the County, with bus connections to Dublin Airport a further priority. The challenges of delivering orbital bus services, with potentially relatively limited passenger demand (initially) was recognised, as was the need for public subvention to ensure their viability. Continued development of transport hubs (including provision of real-time information) and replacement/ upgrade of the bus fleet is also seen as important. Local street design, including lighting and other measures to enhance perception of personal security are also coincided beneficial.

19 Public Transport Network & Services South Public Transport Network Information on the routes all public transport services, bus and rail, was collated from various data sources and a simplified network map created for all services passing through South Dublin County. The map below shows each route and principal stops along the route. Regular Public Transport Routes Serving South Dublin County As the map above shows, the vast majority of bus services from South Dublin County are radial services converging on the City Centre. There is just one orbital service, the 76, which links Tallaght, Clondalkin, Liffey Valley and Palmerstown. Only one route, the 239, provides connections to the north, linking Liffey Valley with Blanchardstown via Lucan. There are two orbital services towards the south/ east of Dublin, the 18 and 75, terminating in Sandymount and Dun Laoghaire respectively.

20 High Frequency Public Transport Network The previous map shows all regular services passing through South Dublin County with frequencies of up to just one bus per hour. The map below shows high frequency bus services only and the Luas and heavy rail networks. These routes have frequency of between minutes during peak hours. High Frequency Public Transport Routes Serving South Dublin County As shown, all of high frequency bus services are radial and run from South Dublin through the City Centre with the exception of the 18, which links Palmerstown with Sandymount. There are limited opportunities to interchange between high frequency buses within the County itself.

21 Stop Locations & Type The locations of all bus, rail and Luas stops was mapped using open source data available online, as shown in the map below. In total within South Dublin County there are 2 heavy rail stops, 11 Luas stops and approximately 870 bus stops. Existing Public Transport Stops The stop infrastructure at each if the 870 Dublin bus stops was also mapped as shown in the map below. The majority, 51%, of the bus stops only have a pole with no timetable or route information. A total of 23% of stop have a pole with timetable/ route information and the remaining 26% have a full bus shelter with timetables and route information. Just 5.3% of stops have real-time information, of which 4.6% are sheltered stops. Existing Bus Stop Types The areas around Tallaght and Lucan have the most sheltered stops with notably poor quality stops along the length of the New Nangor Road. There also appears to be proportionally less shelters in the Walkinstown/ Templeogue area where there is an increased proportion of older residents who would benefit from access to sheltered stops with seating.

22 Public Transport Accessibility Analysis Public Transport Stops Accessibility Using GIS software the approximate coverage of all public transport stops across the County was estimated based on assumed walking distances and mapped as shown below. Using these walk times and population data from the 2011 Census the proportion of the population within 5, 10 & 15 minutes walk any public transport stop was estimated and is outlined in the table beneath the map. Coverage of all Public Transport Stops by Walk Time Proportion of Population & Jobs within Walking Distance to a Public Transport Stop Walk Times Population % of Total % of Total Jobs Population Jobs 0-5mins 147,226 56% 42,242 54% 0-10mins 242,950 92% 65,002 83% 0-15mins 255,293 96% 71,393 91%

23 As outlined in the previous table, approximately 96% of the population and 91% of all jobs in South Dublin are located are within 15-minutes walk of a public transport stop. However, numerous studies have shown that the maximum acceptable walk time for public transport is usually around 5-7 minutes (500m) for bus and up to minutes (1,000m) for rail. The graph below shows the distance travelled by passengers to a bus stops across numerous locations in the US and indicates a very low percentage of passengers travelling greater than 500m to the stop. Max Walk Dist. Proportion of Passengers by Distance Walked to Stop Based on the above information the population was estimated again based on 500m & 1,000m walking distance for bus and rail respectively. The table below shows the percentage of population with access to stops based on these revised maximum walk times. These distances are also mapped on the following page. Proportion of Population & Jobs within Maximum Walking Distance Population % of Total Population Jobs % of Total Jobs 191,149 72% 52,832 68% Based on these maximum walk distances, 28% of the population and 32% of job locations have deficient access to a public transport stop. It should be noted that these are maximum distances and many residents will not be willing to walk this distance.

24 Coverage of All Public Transport Stops based on Maximum Walking Distance Based on the above analysis, it appears there are gaps in the public transport stop coverage in the following areas, as numbered in the maps above: No. Location Description No. Location Description 1 Residential Area around Beech Park/ Grove 11 Broomhill Industrial Estate 2 Residential Area around Liffey Valley Park both sides of St.Loman s Rd. 12 Wainsfort Manor 3 Residential Area South of Sean Balgaddy Road East 13 Walsh Memorial Park 4 Residential Area around Residential Areas around Cypress 14 Collinstown Park Drive 5 Residential Areas East of Kennelsfort Rd Upper 15 North and South of Old Court Rd. 6 Clondalkin Industrial Estate 16 Woodstown Park 7 JFK Industrial Estate 17 Orlagh Residential Area 8 Mount Alton, Knocklyon Court & Western Business Park/ Ind. Estate 18 Idrone Drive Residential Areas 9 Ballymount Industrial Park 19 Templeroan Ave. Residential Area 10 Magna Business Park 20 Whitecliff Residential Area

25 Rail & Luas Stop Accessibility Rail, heavy or light, is generally considered to be a better quality public transport option as it offers more reliable and predictable journey/ wait times. It is also generally faster than the bus alternative as congestion has no or little impact on its operation. South Dublin is served by two rail corridors, one light and one heavy. The map below shows the coverage from the rail stops within the County up to a 1,000m maximum walking distance. Coverage of Rail Stops based on Maximum Walking Distance As shown the current level of rail infrastructure results in an imbalance in service coverage between the north and south of the County. However, the areas surrounding the heavy rail stops located in the north of the County are not yet fully developed and coverage will increase once the local street networks for Adamstown and Clonburris are expanded. Kilshoge Rail Station was constructed as part of the Kildare Route Project, and has yet to be opened pending construction of an access road. Opening of this station would enhance rail coverage to the north of the County. In population and employment terms, rail coverage shown in the figure above and the table below provides access for 10% of residents and 20% of jobs, which indicates that Luas is driven more towards providing access for those wishing to travel into the County for employment purposes based on current land uses. Max Walk Dist. Proportion of Population & Jobs Served by Rail Population % of Total Population Jobs % of Total Jobs 27,010 10% 15,310 20%

26 Bus Stop Accessibility Despite recent improvements to rail services and the introduction of light rail services in Dublin 67% of public transport passengers nationally still travel on bus with the majority, 55%, using Dublin Bus according to 2015 figures from Transport for Ireland. As discussed early in the report, 14.3% of commuting journeys within South County Dublin are made by bus which represents 83% of all public transport commuting journeys. The map below shows the coverage of Dublin bus stops within the County up to a maximum walking distance of 500m. Coverage of Bus Stops based on Maximum Walking Distance The proportion of population and jobs within a 500m walking distance to a bus stop is outlined in the table below. A higher proportion of older residents, 75%, have access to a stop however car ownership levels amongst this age group is also lower resulting in a higher dependency on public transport. Proportion of Population & Jobs Served by Bus Max Walk Dist. Population % of Total Population Jobs % of Total Jobs 184,047 69% 48,964 63%

27 As outlined, 69% of the population has access to a bus stop however only 35% have access to a sheltered stop with a further 18% have access to a stop with timetable information. The remaining 16% have access to a pole only stop. A total of 15.9% of the population has access to a stop with real-time information. High-Frequency Bus and Rail Accessibility The analysis thus far has considered access to all public stops based on walk time only, i.e. not considering the frequency or quality of services. Public transport service frequency is however a key factor in the desirability of public transport particularly when choosing to use public transport over the private car. In order to estimate accessibility to quality public transport services, access to stops served by a high frequency bus and rail service has therefore been assessed. The map below shows the coverage of stops served by a high frequency bus or rail service, and table beneath associated proportion of the population and jobs served directly by a high frequency service. Max Walk Dist. Coverage of High Frequency Bus and Rail Proportion of Population & Jobs Served by High Frequency Bus or Rail Population % of Total Population Jobs % of Total Jobs 148,001 56% 40,088 51%

28 Origin Public Transport Origin-Destination Matrix While basic accessibility to public transport stops is the first step in providing good connectivity by public transport, the choice of destination, ease of interchanging between services and service frequency also determines the quality of the public transport network. In order to assess the connectivity of the public transport network in South Dublin, the areas outlined previously in the public consultation survey analysis were analysed to ascertain the quality of public transport options available to residents of these areas in travelling to other key destinations within the County and further afield. The settlements included in each is outlined again in the table below. SDC North SDC Central SDC South SDC East SDC West Lucan Clondalkin Tallaght Rathfarnham Rathcoole Palmerstown Walkinstown Ballycullen Citywest Knocklyon Kingswood Templeogue Newcastle Saggart The ease of movement between each of these areas and two key locations within the County (Liffey Valley Town Centre and Tallaght Hospital were chosen based in the outcomes of the survey results) by public transport was assessed and graded as per the table below. Interchanges are categorised as direct or indirect based on the interchange is located along a logical route to the route to the desired destination. For examples if a trip made from Lucan to Tallaght required an interchange in the City Centre this would be considered an indirect interchange. Accessibility Rating Very Poor Poor Average Good Very Good Description Indirect or multiple interchanges Direct interchange between low frequency services Direct between high frequency services Direct low frequency service (30min+ frequency) Direct high frequency service (<30min frequency) The accessibility between areas and key destinations based on the above grading is shown below for journeys within the County. For some areas, different options are available depending on the origin within the area and the results below have been averaged based on all options. Origin/Destination Matrix SDC North SDC North SDC Central SDC South Destination SDC SDC East West Tallaght Hospital Liffey Valley SDC Central SDC South SDC East SDC West

29 Origin The above table shows that SDC North is the most inaccessible area of the County by public transport, with poor-very poor accessibility from SDC South, East and West. This highlights once again the lack of local orbital services and disconnect between the north and south of the County. The only orbital bus route, the 76, travels along the east of the County and does not serve Lucan. Liffey Valley, which was highlighted in the survey results as difficult to access for many residents, also has poor accessibility to areas which are not directly served by the 76, i.e. SDC East and West. SDC South and Tallaght Hospital are the easiest to access by public transport with direct links to most of the County with the exception of SDC North see below for impacts of future public transport schemes. The above analysis is shown below for journeys external to the County using the same grading system. Services running through the City Centre have not been considered for destination around the M50 North and South as journey times are significantly greater than by car despite the interchange between high frequency bus services and would not be a realistic option for most residents. Origin/Destination Matrix M50 North M50 South Destination City Centre Airport James' Hospital Crumlin Hospital SDC North SDC Central SDC South SDC East SDC West The table above clearly demonstrates the lack of direct service to destinations around the M50 North and South with only the 239 and 75 providing infrequent access to parts of the north and south respectively. By comparison, the City Centre is very accessible with high frequency direct routes serving most of the County. The Greater Dublin Area Transport Strategy is noted to contain orbital bus corridor proposals see below for impacts of future public transport schemes. The two hospitals are accessible to SDC Central and South as they are located on the radial corridors running into the City Centre from these areas however access from the rest of the County by public transport is difficult with interchanges required which may not always be possible for those needing access to hospitals. The airport is reasonably accessible to SDC South which is directly served by the Airport Hopper 777 Service which also partially serves SDC Central. However, the rest of the County relies on interchanging between services. Impact of Planned Future Public Transport Schemes As outlined earlier in the report, an orbital bus corridor is included in Greater Dublin Area Transport Strategy Although this scheme has not yet advanced to the route selection process, the indicative route shown in the Strategy will directly link SDC North and SDC South, and South County Dublin to destinations around the M50 (Blanchardstown in north and Dundrum/ UCD in the southeast), while also providing interchange points between a number of high frequency bus and rail routes. This scheme is understood to be currently scheduled for medium-term delivery (post 2020).

30 Key Challenges Strategic/ County Wide Challenges Local Challenges Strategic/ County Wide Challenges The findings of public and business consultation activities, supplemented with a review of public transport accessibility has informed the identification of following priority challenges for the County: Public transport network coverage, with only 72% of the County s population, and 68% of its jobs located within the walking catchment of bus and rail services. Specific gaps include: o Local bus service provision, with limited areas such as Lucan Village poorly connected to its surrounding residential areas, and numerous employment centres outside the walking catchment of public transport; and o Access to rail and Luas, which offer high quality links to Dublin City. Currently only 10% of residents and 20% of jobs are located within walking distance of a rail stop and interchange facilities and feeder bus services are either inadequate or not provided. Orbital public transport connectivity, with poor links both: o Within the County, with only the no 76 bus service providing an infrequent service from Tallaght to Palmerstown via Clondalkin and Liffey Valley; and o Between the County and areas to the north and south/ east of the County, with the 239, 18 and 75 routes providing infrequent, indirect, slow and unreliable connections. Meeting the needs of older residents and those with reduced mobility, with deficient access by public transport to healthcare (Tallaght, Crumlin, St. James's hospitals), retail etc. Supporting sustainable future development in key development areas, namely Adamstown and Clonburris, which although located adjacent to rail services to Dublin City, and poorly connected to the remainder of the County. The above challenges, and the local challenges which follow are complimentary to the Transport and Mobility policies and objectives of County Development Plan (Chapter 6). Local Challenges SDC North SDC North, encompassing Lucan and Palmerstown, is characterized by a series of radial bus services, with the Kildare Rail Line to the south. Specific identified public transport challenges are: South/ west of Lucan Village around Beech Park/ Grove (identified early as having a proportionally high older population); Poor stop coverage to residential areas within Liffey Valley Park estate between Ballyowen and Fonthill Roads south of St Lomans Road, and residential Areas around Collinstown Park; and Poor connectivity between Lucan Village and residential areas to the south. SDC North has also been identified to be poorly connected to other parts of the County, with limited or no realistic means of travelling by public transport to SDC Central, South, East or West. Key development areas of Adamstown and Clonburris are located in SDC North, and ensuring the public transport needs of these areas are addressed is essential to their sustainable future development.

31 Local Challenges SDC Central SDC Central, encompasses the areas of Clondalkin and Walkinstown. The Kildare Rail Line runs to the north of the area with a series of radial bus services routing through it. Specific identified public transport challenges include accessibility to key employment centres to the east if the area, including Clondalkin Industrial estate, JFK Industrial Estate, Western Business Park/ Industrial estate and Ballymount Industrial Estate. Limited bus stop provision in the Walkinstown area, has also been identified as a challenge older residents. Those living in SDC Central have identified significant difficulty travelling to north and south of the County by public transport with Lucan, Citywest, Liffey Valley and Tallaght all considered difficult to access. They have also identified difficulties in accessing education, employment, health and other services within the County, likely due to the limited mixed residential/ employment development, and less extensive high frequency public transport options compared to other parts of the County. Local Challenges SDC South SDC South, encompasses the County Town of Tallaght and the surrounding predominantly residential areas (some long established with older populations). In terms of public transport provision, the area is served by Luas, a series of high frequency radial bus services and some low frequency orbital services. Identified challenges include: Employment centres of Broomhill Industrial Estate and Magna Business Park; Residential areas south of Sean Walsh Memorial Park; and Predominantly residential north and south of Old Court Road and Woodstown Park. Compared to other parts of the county, residents of SDC South have the greatest perceived difficulty in accessing education and employment opportunities, and other services this reflects the outlying nature of parts of South Dublin, and more limited public transport services away from the Town Centre. Mirroring the views of residents elsewhere in the county, those in SDC South have identified clear difficulties in travelling by public transport to areas in the north and centre of the county such as Clondalkin, Liffey Valley and Lucan. Local Challenges SDC East SDC East covers the more established and largely residential areas of Rathfarnham, Knocklyon, Templeogue and Ballycullen. As a result, these areas tend to have substantially higher proportion of older residents compared to elsewhere in South Dublin. Similarly to other areas within the County it is characterised by a series of radial bus services. Specific identified public transport challenges include: Wainsfort Manor and residential areas around Cypress Drive in Templeogue; Templeroan Avenue, Orlagh and Whitecliff residential areas in Ballyboden; and Mount Alton, Knocklyon Court and Idrone Drive residential areas in Knocklyon; and Limited bus stop shelter provision in the Templeogue area. Residents of SDC East also have identified the significant difficulty they face in accessing the north of the County, and in accessing health facilities by public transport. Other services such as shopping, cultural centres and employment have also been identified by residents as difficult to access.

32 Local Challenges SDC West SDC West encompasses much of rural South Dublin County and the urban areas of Rathcoole, Citywest, Kingswood and Newcastle. In addition to Luas, a number of radial bus services serve the area. The most notable challenge faced by SDC West arises from its remote location relative to other parts of South Dublin County and Dublin City. As a result, residents within this area experience the greatest difficulty in accessing many local services such as banking, cultural centres, community centres, parks and shopping etc. They have also identified significant challenges in accessing the north of the County by public transport. Businesses within SDC West (Citywest area) have identified the limited extent of public transport coverage, and lack of orbital bus services as particular constraints to expansion, given restrictions imposed by local authority development parking standards.

33 Option Identification & Appraisal Strategic/ County Wide Options The following options have been identified as potentially beneficial to addressing the priority strategic or County-wide challenges: New intra-county north-south orbital bus service(s):- New bus service or services connecting SDC North and SDC South, and other SDC areas with identified accessibility challenges. New/ enhanced public transport interchange facilities on Luas Red and Kildare Line Rail Lines:- Public transport interchanges play an important role in the public transport network, by either facilitating access to public transport services, and/ or change between services where a direct connection is unavailable. Public transport interchange facilities could include bus facilities, park & ride and cycle parking provision, fixed and real time passenger information etc., and be served by complimentary feeder bus services (see below) to surrounding areas. New feeder bus services to rail and Luas:- Local bus services connecting key residential and commercial centres with key public transport interchange facilities in the County. New orbital bus services around M50 North and South:- To cater for orbital public transport demand at a strategic level, the Greater Dublin Area Transport Strategy contains proposals to develop two Core Orbital Bus Corridors in South Dublin, which would connect Tallaght to Dundrum/ UCD and Tallaght to Blanchardstown. These schemes are understood to be currently programmed for delivery beyond Local Options The following options have been identified as potentially beneficial to addressing key local challenges: Option Option Description Real Life Example Bus stop facility improvements Enhancements to bus stop infrastructure within the County, through provision of bus shelters, with seating, fixed and real time passenger information. Local permeability enhancements Retrofitting of existing areas with a view to creating more sustainable neighbourhoods by developing new pedestrian links and reducing walk distances to public transport. High quality bus stop (Stillorgan Road) Design Manual for Urban Roads and Streets (Figure 3.12)

34 Option Option Description Real Life Example New local bus services within key areas (Lucan, Tallaght etc.) Local bus services connecting key town centres with their surrounding residential catchment areas. Private shuttle bus services to key employment and retail centres Implementation of shuttle bus services from high quality public transport nodes to new or expanded commercial centres in the County. Image courtesy of Bus Éireann Publicly funded social bus services to key health facilities and town centres Accessible transport services for people with mobility impairments, including the elderly and disabled. Image courtesy of Citywest Business Campus Demand responsive transport service Demand responsive transport services already play an important role within the Rural Transport Programme. They deviate off a fixed route to pick up and drop off passengers at the door; they can be operated by large PSVs, hackneys or community cars. Image courtesy of Vantastic Image courtesy of Strengthening the Connections in Rural Ireland (National Transport Authority)

35 Local Strategic Option Appraisal The effectiveness of each of the identified options have been strategically appraised against the extent to which they address the various challenges at a strategic/ County-wide level and local level in accordance with the following scoring system. Appraisal Scoring Very Good Good Average Poor Very Poor Description Strong contribution to addressing the identified challenge Contributes towards addressing the identified challenge Limited contribution towards addressing the identified challenge Partly hinders addressing the identified challenge Hinders addressing the identified challenge Using the above strategic appraisal scoring system, the options have been assessed, with the outcomes shown in the following table. Option Strategic/ County Wide Challenges Local Challenges PT Network Coverage Orbital PT Connectivity New intra-county north-south orbital bus service(s) New/ enhanced public transport interchange facilities New feeder bus services to rail and Luas New orbital bus services around M50 North and South Bus stop facility improvements Local permeability enhancements New local bus services in key urban areas Private shuttle bus services (employment, retail) Publicly funded social bus services (health, retail etc.) Demand responsive transport services Older Residents / Reduced Mobility Supporting Sustainable Future Development Local Public Transport Accessibility As can be seen from the table above, each of the options contribute towards addressing some of the identified challenges, which is not surprising, given that the identified options all relate to measures that will enhance public transport accessibility. It is apparent however that a package of measures will be required, with the specific choice of intervention subject to more detailed local area consideration.

36 Deliverability Assessment Having assessed the effectiveness of potential options in addressing the identified challenges, the next step is to consider potential applications for each of these measures, and deliverability issues. An outline deliverability assessment is set out in the following two tables for strategic and local options. Strategic Options Deliverability Assessment Option New intra- County north-south orbital bus service(s) New/ enhanced public transport interchange facilities New feeder bus services to rail and Luas New orbital bus services around M50 North and South Potential Application Lucan to Tallaght via Citywest Liffey Valley to Tallaght via Clondalkin. Clondalkin Fonthill and Adamstown Stations Identified Luas stops - Tallaght, Red Cow etc. Identified public transport interchanges on Kildare Rail Line and Luas Red Line (areas not served by other measures). As per Greater Dublin Area Transport Strategy potential to extend Blanchardstown to Airport to be explored with National Transport Authority. Feasibility Discontinuous bus lanes in place along Belgard Road (R113) Bus lanes on place Outer Ring Road (R136). To be considered with orbital M50 bus services. Dependent on location, however measures can be tailored to suit specific local constraints, e.g. land availability. No known barriers, however subject to planning at a local level. Known feasibility challenges along corridor include Liffey crossing (to north) possibly requiring M50 routing, and lack of direct corridors to southeast. Affordability (Low, Medium or High Cost) Medium cost existing bus lane infrastructure should minimise capital costs. Passenger demand levels likely to necessitate an ongoing operating subvention. Low-Medium cost depending on scale of facilities proposed. Medium cost infrastructure requirements dependent on routing. Ongoing subvention may be required to passenger demand levels. High cost extensive new bus lane infrastructure likely to be required. Operating. Passenger demand levels likely to necessitate an ongoing operating subvention. Responsibility National Transport Authority, given its role in planning, funding and delivering public transport, including new and enhanced bus infrastructure, and planning/ licensing bus services. The National Transport Authority s responsibilities include to undertake strategic planning of transport and to promote the development of an integrated, accessible public transport network. As a result, it will have primary responsibility for taking forward the identified measures to delivery. The Authority is due to undertake a Dublin Area Bus Network Redesign during 2017, and the outputs of this report can input to the redesign process.

37 Local Options Deliverability Assessment Option Potential Application Feasibility Affordability (Low, Medium or High Cost) Bus stop facility improvements Local permeability enhancements New local bus services in key urban areas Private shuttle bus services (employment, retail) Publicly funded social bus services (health, retail etc.) Demand responsive transport service Areas with a higher proportion of older residents (Walkinstown/ Templeogue etc.), who may most benefit. 20 areas with identified accessibility challenges where lack of direct pedestrian links is a factor. Connecting residential areas to the south of Lucan Village and the Village. Connecting residential areas surrounding Tallaght to Tallaght Town Centre. Numerous employment areas outside the maximum walking distance from PT, e.g. Clondalkin, JFK, Western, Broomhill Industrial Estates etc. and key retail centres. Connecting more established residential areas in SDC Central and East with older populations to key health facilities (Tallaght Hospital) and retail centres. Outlying parts of the County SDC West Areas with higher proportions of older residents. No known feasibility challenges, although specific local ones may exist. Subject to planning at a local level. No known barriers, however subject to planning at a local level. No known barriers, however subject to planning at a local level. No known barriers, however subject to planning at a local level. No known barriers, however subject to planning at a local level. Low cost measures can be phased to further reduce annual outlay. Low cost targeted measures to PT reduce walk times. Medium cost infrastructure requirements dependent on routing. Ongoing subvention may be required to passenger demand levels. Low-Medium cost depending on no, length and frequency of routes. Low-Medium cost limited capital cost, but services would require ongoing subvention. Low cost, but dependent on scale of measures introduced. Responsibility National Transport Authority. SDCC, via National Transport Authority grants. National Transport Authority. South Dublin businesses through agreement and/ or condition of planning by SDCC. SDCC. National Transport Authority and/ or SDCC.

38 Origin Origin Accessibility Assessment Internal The identified options have been subject to assessment against the identified challenges, and subject to further deliverability consideration. Following high-level consideration of the impacts of the emerging measures against existing accessibility levels, the table below sets out the anticipated impact of the measures in enhancing accessibility within the County. The table demonstrates that the measures will be particularly beneficial in addressing very poor levels of accessibility from SDC North to SDC East and West, and poor accessibility from SDC North to SDC South and Tallaght Hospital. Origin/Destination Matrix SDC North SDC North SDC Central SDC South Destination SDC SDC East West Tallaght Hospital Liffey Valley SDC Central SDC South SDC East SDC West Accessibility Assessment External A similar assessment to that undertaken for internal origins and destinations has been undertaken for journeys with destinations outside the County. The output of this assessment is presented in the following table. The emerging packages of measures is particularly effective in addressing poor to very poor levels of public transport accessibility to areas around the M50 North and South. Due to existing adverse operating conditions on the M50, the measures will therefore provide an alternative means of travel not presently available to residents in South Dublin, and simultaneously enhance accessibility to employment and retail centres within the County from areas around the M50. Phasing Origin/Destination Matrix SDC North SDC Central SDC South SDC East SDC West M50 North M50 South Destination City Centre Airport James' Hospital Crumlin Hospital The imminent Dublin Area Bus Network Redesign by National Transport Authority will have implications for the emerging strategic interventions. A range of local interventions have been identified, however these will require further consideration and development to ascertain the most suitable intervention type in a particular context. As such, development of a detailed phasing plan is considered most appropriate following engagement with the National Transport Authority regarding strategic interventions, and further development of local interventions.

39 Summary & Next Steps Summary Transport Insights has undertaken a review of public transport accessibility within South Dublin County. The study has emerged as an action of County s Local Economic and Community Plan to undertake a local transport feasibility study to address difficulties in securing and accessing employment. compounded by a lack of public transport. In undertaking the review, the existing distribution of population and employment throughout the County has been subject to review, alongside detailed analysis of public transport networks, services and travel options available to people travelling both within the County, and from South Dublin to other areas. Public consultation has formed a key part of the project, and was completed via a questionnaire of over 400 residents throughput the County supported by the South Dublin County Public Participation Network. The South Dublin Chamber and key businesses were also consulted to identify public transport accessibility issues affecting commercial operations and expansion aspirations. Research Consult Analyse Prioritise Key findings of the evidence base review include: Poor public transport coverage within South Dublin, with only 72% of residents and 68% of jobs located within the maximum walking distance of public transport (56% and 51% respectively to high frequency bus/ rail); Deficient north-south connectivity, with areas to the north, i.e. Lucan, Liffey Valley and Palmerstown poorly connected to the remainder of the County; and Very poor orbital public transport connectivity to destinations along the M50 North and South. Options Recommendations The above identified deficiencies in public transport within South Dublin contribute to performance issues affecting the road network within the County, including on the strategic road network (M50, N4 and N7), which intersects the County. The evidence base review has informed the identification of priority strategic or County-wide challenges, and local challenges. Options to address these challenges have been identified, and subject to strategic appraisal, and consideration of deliverability constraints. Emerging strategic options from the review are: new intra-county north-south orbital bus service(s), enhanced public transport interchange facilities; feeder bus services to rail and Luas; and orbital bus services around M50 North and South. Complimenting the above strategic interventions, a range of more locally focussed options have also been identified, including bus stop facility improvements, local permeability enhancements, new local bus services in key urban areas, private shuttle bus services (to employment and retail destinations), and other services to meet the needs of older residents and those with reduced mobility.