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City Centre Movement Strategy 2012

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Strategy for supporting the movement of sustainable transport modes (e.g. walking, cycling, buses) in Cork City centre. Key principles include both the re-allocation of roadspace and the management of through traffic in the city centre.

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  • Cork City Council

    City Centre Movement StrategyMulti-Modal Movement Strategy Report

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  • Cork City Council City Centre Movement StrategyMulti-Modal Movement Strategy Report

    Rep/0001/TL | Issue | 7 March 2013 | Arup \\DUBNTS03\DUBLIN_JOBS\225000\225297-00\4. INTERNAL PROJECT DATA\4-04 REPORTS\4-04-02 CONSULTING\MULTI-MODAL MOVEMENT STRATEGY REPORT_TL06.DOCX

    Contents Page

    1 Introduction 1

    2 Cork Area Transit System (CATS) 2 2.1 Introduction 2

    3 Project Objectives 4 3.1 Introduction 4 3.2 Explanation of Objectives 5

    4 Concept Movement Strategy 6 4.1 Introduction 6 4.2 Pedestrians 7 4.3 Vehicular Traffic 9 4.4 Public Transport Users 12 4.5 Cyclists 15 4.6 Summary of Movement Strategy 17

    5 Project Key Performance Indicators 20 5.1 Key Performance Indicators 20

    6 Evaluation Framework 29 6.1 Option 1: Base Concept Movement Strategy. 29 6.2 Option 2: Grenville Place Traffic Calming 33 6.3 Option 3 Retain North Main Street Northbound 34 6.4 Option 4: Two-way Angelsea Street 35 6.5 Option 5: Two Way South Mall 36 6.6 Option 6 Permit all turning movements from Parliament

    Street 36 6.7 Option 7 Permit straight through traffic between McCurtain

    Street to Lower Glanmire Road. 37 6.8 Option 8: Two lanes southbound Brian Boru Street/ Bridge 38 6.9 Option 9: Remove Bus lane on South Mall. 39 6.10 Option 10: Combined Option 39

    7 Public Consultation 41 7.1 Mr Pat OConnell 13-20 English Market 42 7.2 Merchants Quay Shopping Centre 43 7.3 DEKOR 8 18 North Main Street 44 7.4 North Main Street Traders Association 45 7.5 Ms Anne Barrett 43 North Main Street 47 7.6 Larry Tomkins Bar 7/8 Lavitts Quay 47

  • Cork City Council City Centre Movement StrategyMulti-Modal Movement Strategy Report

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    7.7 The North Gate Pharmacy 12 North Main Street 48 7.8 Q-Park 48 7.9 Mercy Hospital 50 7.10 Cork Business Association 50 7.11 Mr Tom Durcan English Market 52 7.12 Mr Patrick Leader Leaders Menswear 52 7.13 Mr Jim ORegan and Ms Pam ORegan 54 7.14 Ms Diane Fehily Roman House 55 7.15 Ms Joanne Buckley English Market Manager 56 7.16 Councillor Henry Cremin 56 7.17 Ms Alison ORourke English Market Traders 56 7.18 St Finbarr's Car Park 58 7.19 Mr James Cantwell Cornmarket Developments Ltd. 58 7.20 Ms Emer Haugh 9 Clermount Avenue 59 7.21 Mr Roy Galvin 59 7.22 Cork Access Group 60 7.23 Mr Daniel Tobin 14 Patrick Hanley Buildings 60 7.24 Trumi Limited 61 7.25 Ms Eleanor Hunter 19 MacCurtain Street 62 7.26 Mr Martin Ryan 62 7.27 Mr Andrew Hind Carrigaloe, Cobh 62 7.28 Ms Saorlaith Ni Shuibhne 63 7.29 Mr Jack Sheehan 63 7.30 Bus Eireann 63 7.31 Cork Cycling Campaign 65 7.32 Brown Thomas 18-21 Patrick Street 67 7.33 MacCurtain Street Traders Association 68 7.34 Cork Chamber of Commerce/ Cork Business Association /

    Vinters Federation of Ireland. 69

    8 Multi-Modal Movement Strategy 71 8.1 Access to Oliver Plunkett Street 71 8.2 Cycle Lane along North Main Street 71 8.3 St Patricks Quay/ Camden 71 8.4 Cotter Quay 71 8.5 Mercy Hospital 71 8.6 Drawbridge Street 72 8.7 Devonshire Street 72 8.8 Sheare Street 72 8.9 Castle Street 72 8.10 Bachelors Quay 72

    9 Initial Project Delivery Timeframe 73

  • Cork City Council City Centre Movement StrategyMulti-Modal Movement Strategy Report

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    Appendices

    Appendix A Base Concept Movement Strategy

    Appendix B Cork City Movement Strategy

  • Cork City Council City Centre Movement StrategyMulti-Modal Movement Strategy Report

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    1 Introduction Arup and MVA Consultancy have been appointed by Cork City Council to provide engineering and traffic modelling consultancy services for the assessment of the City Centre Movement Strategy.

    The City Centre Movement Strategy was recommended as part of the Cork Area Transit System (CATS) Strategy and its purpose is to support the movement of sustainable modes in the city centre. A key objective of the Study is to improve the general vibrancy of Cork City Centre to promote sustained economic growth and to deliver a more attractive environment for shoppers, visitors and tourists.

    The key principles of the CCMS include:

    the re-allocation of roadspace on the city centre streets to ensure a more appropriate balance between the different transport modes serving the city and provide travellers to the city with a greater choice of travel mode.

    the management of through traffic within the central city streets, this will act to improve the environment for all users including public transport users, pedestrians and cyclists.

    The City Centre Movement Strategy will involve the development of a new traffic management plan for the city which will improve journey times for buses and provide an enhanced environment for pedestrians and cyclists. A key objective of the Plan is to maintain good quality access to the city centre off-street car parks.

    This report will outline the background to the City Centre Movement Strategy, will identify the key project objectives and the key performance indicators which the scheme will be evaluated against, a description of the concept movement plans for each travel mode, presentation of the results of the evaluation process and a description of the recommended Multi-Modal Movement Strategy for the city streets. In addition, a 5 Year Implementation Programme will be presented including outline costs for each phase of the works.

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    2 Cork Area Transit System (CATS) 2.1 Introduction The Cork Area Transit System (CATS) report was produced in 2010 and the main objective of the study was to identify a public transport system that will meet the travel needs of the Cork City Region and surrounding areas up to 2020 and beyond.

    The main recommendations from the study were:

    1. A new Bus Rapid Transit (BRT) system is proposed connecting the City Centre/Docklands to Bishopstown and onto Ballincollig. A further link is proposed to Mahon subject to a Local Area Plan for the area showing intensification of development densities with a more balanced residential/commercial mix.

    2. A reconfigured bus network for the Greater Cork Area (Metropolitan Cork) is proposed with new bus routes, increased frequencies, etc.

    3. A development of a CATS City Centre Traffic Management Plan to support the new BRT, walking and cycling;

    4. Other recommendations included; i. Implementation of land use policies to intensify development along

    the BRT corridor ii. Integrated Ticketing

    iii. Park & Ride linked to the BRT iv. Integrated Public Transport Information

    The purpose of the CATS City Centre Traffic Management Plan was to increase overall levels of accessibility to the Core City Centre area, and contribute to the sustained residential, retail and commercial growth of this key area. This would have substantial benefits across the full Metropolitan Area, with a further transfer to public transport (Rapid Transit and Bus) and improvement in area wide general traffic speeds. The introduction of the CATS CCTMP would involve principally the:

    re-allocation of roadspace on City Centre streets, to ensure a more appropriate balance is achieved between the needs of each transport mode; and

    removal of through traffic from Core City Centre streets, and the island in particular, leading to an improvement in the environment for public transport vehicles, pedestrians and cyclists.

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    Potential additional benefits identified within the CATS Report include:

    its demand management impact on the City generally, given that through traffic trips will be managed within the City Centre, as these trips add little to the citys vibrancy. This would increase the relative attractiveness of using public transport over private car, and the attractiveness of using alternative routes away from the City Centre;

    improving movement within this area by private cars and delivery vehicles both of which may have valid reasons for accessing the area, for example those accessing off-street multi-story car parks located within the core area;

    accommodating the introduction of a potential Rapid Transit Corridor through the City Centre, which would not be feasible based on current traffic management arrangements. A number of streets are particularly confined (in terms of overall building to building width), including Lancaster Quay, Washington Street, Grand Parade and St Patricks Street.

    ensuring, via appropriate traffic management measures, that other on-street activities, such as parking and deliveries can be accommodated in tandem with the provision of priority for public transport and bicycle users.

    The City Centre Movement Strategy is a development on the CATS City Centre Traffic Management Plan presented as part of the Cork Area Transit System (CATS).

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    3 Project Objectives 3.1 Introduction The Department of Transport Guidelines on a Common Appraisal Framework for Transport Projects and Programmes sets out high level goals or aims to be applied to the City Centre Movement Strategy. These can be broadly categorised as follows:

    Economic;

    Safety;

    Environmental;

    Integration; and

    Accessibility and Social Inclusion.

    Specific objectives or desired end-states are then listed under each of these headings. Within these we identify aspects of the transport system interaction with other city centre activities and requirements. These objectives are typically constructed to meet the goals of the relevant National and Local policies, such as enhancing the environment for walking and cycling thereby improving accessibility, improving public transport journey times and reliability, reducing congestion, protecting the environment, increasing safety, improving integration in the city centre.

    The key objective associated with the Cork City Movement Strategy is: Improve the general vibrancy of Cork City Centre to promote sustained economic growth, to deliver a much more attractive environment for shoppers, visitors and tourists and to help encourage sustained inward investment.

    The key sub-objectives identified for this project to achieve the key objective above include the following:

    1. Improve the operational performance of the transport network within the city centre to provide improved accessibility by all travel modes.

    2. Improve/ Maintain general access to City Centre businesses

    3. Improve Pedestrian Movement into and within the city centre

    4. Improve Cycling Movement into and within the city centre

    5. Improve Public Transport Movement into and within the city centre

    6. Improve Connectivity with Docklands

    7. Minimise the level of intervention required to achieve the desired objectives

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    3.2 Explanation of Objectives Economic Objectives Economic objectives can be defined in a number of ways depending on the tools which are available to realise change and the needs of the city centre. Thus plans for enhanced multi-modal accessibility, reduced congestion levels, improved street design and built environment can contribute to economic growth by encouraging more people into the city centre throughout the day.

    Health and Safety Objectives The health & safety objective is concerned with the reduction in injuries and loss of life, and improving the overall well-being of people living, working and travelling within the city centre (e.g. improving fitness, reducing obesity). Environmental Objectives Environmental objectives are concerned with conservation of Bio-diversity, Cultural Heritage, and Landscape. The environmental objectives also seek to reduce the harmful impacts of development and transportation on the environment.

    Integration and Accessibility

    Integration between transport modes within the city centre will be key to the success of the plan. Social inclusion is concerned primarily with accessibility for all including those without a car and those whose mobility is impaired. Accessibility is usually defined as ease-of-reaching.

    Social Inclusion

    Within the Social Inclusion objective there is a need to support equitable access to employment, education facilities and services for all, including those who do not have access to a car or who may have limited means to pay for transport costs such as taxis or parking charges.

    A sub-objective within the Social Inclusion objective is that of equity. This is primarily concerned with ensuring that the benefits of a transport strategy are reasonably well distributed across society. Differing groups of people will have differing levels of need. An equitable strategy would generally prioritise the needs of the disadvantaged or those with special needs. This includes the disabled or elderly people, but more generally is a group described as having no car available.

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    4 Concept Movement Strategy

    4.1 Introduction The following section identifies the key concept movement plans for each of the following travel modes:

    Pedestrians

    Vehicular Traffic

    Public Transport Users

    Cyclists

    To assist in the development of the above Movement Plans the following criteria were used in the development of the Plans

    Pedestrians

    To encourage more trips by walking, it is important to recognise what general measures should be put in place to gain improvements. The measures can be understood as by what is termed Hierarchy of Provision. This sets out in order of hierarchy the type of intervention required to support sustainable travel choices as shown in the table

    Pedestrians

    Consider First Vehicular Traffic Volume Reduction

    Vehicular Speed Reduction

    Reallocation of Road Space

    Provide better crossings along existing desire lines

    Consider Last New pedestrian alignment or grade separation

    Vehicular Traffic

    To improve the flow of traffic within the city centre a hierarchy of streets will be developed which assigns the transport function of the citys streets into routes which provide high capacity traffic movements (i.e. Orbital Route) and streets that provide local access requirements (i.e. deliveries, on-street parking). Public Transport Users

    To encourage more trips by public transport it will be important to introduce dedicated priority for bus movement through junctions and along key streets or re-route bus services along low trafficked streets.

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    Cyclists

    The Hierarchy of Provision for cyclists is noted in the table below.

    Cyclists

    Consider First Vehicular Traffic Volume Reduction

    Vehicular Speed Reduction

    Junction Treatment

    Off road cycle tracks

    Consider Last Conversion of footpaths or sharing of such for both pedestrians and cyclists

    The following section describes the Movement Strategy for each travel mode.

    4.2 Pedestrians The key criteria used in developing the movement strategy for pedestrians involved:

    Identifying the key areas of the city centre where the overall traffic management plan should encourage pedestrian priority and ensure the vehicular environment is secondary to the pedestrian environment.

    Identifying the key pedestrian links within the study area which connect the city centre to other major routes serving the centre. The overall traffic management plan will need ensure that these routes are served with a high quality environment and where they need to cross vehicular routes that dedicated pedestrian crossing points are provided.

    Figure 1 identifies the key pedestrian priority areas and the key strategic pedestrian links serving the city centre. They have been based on current pedestrian desire lines and have included for the City Centre Development Objectives as identified in the Cork City Development Plan 2009-2015. The key objective associated with the Pedestrian Movement Strategy is defining a core pedestrian priority zone within the city centre where the environment will encourage the ease of pedestrian movement, in addition pedestrian links into the city centre will be provided with high quality footpath provision and crossing facilities.

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    Figure 1 Key Pedestrian Connections

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    4.3 Vehicular Traffic The key design objectives with respect to the movement strategy to accommodate vehicular traffic include the following:

    Identify the key strategic through routes within the city centre. The overall traffic management plan will aim to route this strategic traffic around the central areas which will facilitate an improved environment for public transport vehicles, pedestrians and cyclists in the central retail area.

    Identify secondary traffic routes which will supplement the strategic orbital route and will ensure access to the parking and loading and unloading facilities in the city centre are maintained.

    Figure 2 below illustrates the key strategic orbital route around the city centre. Figure 3 illustrates the proposed network of secondary traffic routes to complement the overall strategic orbital route around the city centre. The key objective with respect to the Vehicular Traffic Movement Strategy is the promotion of an orbital route around the city centre core with the goal to improve capacity along this route.

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    Figure 2 Primary Orbital Route

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    Figure 3 Primary Orbital Route with Secondary Routes

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    4.4 Public Transport Users The key criteria used in developing the movement strategy for public transport users involved:

    Identifying the key city centre bus routes and their routes within the city centre. The traffic management plan will endeavour to either provide direct priority for these bus routes through the city centre (i.e. bus lanes) or alternatively by altering the existing traffic management regime to ensure that the above bus routes travel along streets that are lightly trafficked. The advantage of routing bus services along lightly trafficked streets is that bus journey times can be guaranteed without the provision of dedicated road space. This can facilitate the provision of kerbside activities such as parking, loading-unloading or the widening of footpaths.

    Identifying the current number of bus services routed along each of the city streets. This will allow the traffic management plan prioritise measures for streets which have the highest number of scheduled services.

    Figure 4, below shows the main bus routes serving the city centre and the number of daily scheduled services using each street in the city centre.

    Identify alternative routes within the city centre, which could support either the provision of direct bus priority measures or have low traffic flows or provide a more direct route between key destinations.

    Figure 5 shows the key streets where bus priority measures will be concentrated as part of the Cork City Movement Strategy and the priority will be delivered via a combination of direct measures (i.e. bus lanes) and traffic management changes which will reduce the volume of traffic using the key public transport corridors. The key objective with respect to the Public Transport Movement strategy is the provision of dedicated bus priority measures along the streets in the city where the majority of bus trips take place. The bus priority measures have been proposed on streets which are wide enough to accommodate dedicated bus lanes or the traffic management system has been managed to reduce traffic flow on key public transport streets with the aim of improving journey along these streets.

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    Figure 4 Existing Bus Routes

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    Figure 5 Primary City Centre Bus Corridors

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    4.5 Cyclists The key criteria used to develop the movement strategy for cyclists included the following:

    Identifying the key approach routes into the city centre (i.e. from Kent, UCC, Docklands etc.) and identify the key desire lines between these destinations where cycle facilities will be provided.

    Identify a core area within the city centre where the environment will be orientated towards pedestrians and where cyclists will be provided with an extensive network of streets which will have low or no traffic flows.

    Figure 6 presents the primary cycle routes through the city centre. The key objective associated with the Cycling Movement Strategy is the identification of the key trip attractors in the study area and concentrating the improvement measures along the desire lines between these attractors. In addition, the pedestrian priority zone will also act to facilitate the through movement of cyclists in a positive environment.

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    Figure 6 Primary City Centre Cycle Route

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    4.6 Summary of Movement Strategy Figure 7 illustrates the layering of the various movement strategies and provides an understanding of the competing movement interests for each street. Figure 8 illustrates the possible changes to the existing traffic management system in terms of one-way and two-way routing in and around the city. From Figure 8 it can be seen that the majority of changes are in around St Patricks Street where it is proposed that access to the Street will be restricted to Public Transport Vehicles for a certain time period during the day and McCurtain Street where the vibrancy of the street is to be encouraged through the reduction of through traffic.

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    Figure 7 Combined Movement Strategies

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    Figure 8 Proposed Changes to the existing Traffic Management System

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    5 Project Key Performance Indicators To allow for the evaluation of the emerging traffic management solutions, key performance indicators (KPIs) have been established which will assist in the assessment and evaluation process. The Key Performance Indicators are briefly described below and are summarised in Appendix A.

    5.1 Key Performance Indicators 1. Improve the operational performance of the transport network within the

    city centre to provide improved accessibility by all travel modes.

    1a. Connectivity with Kent Station for public transport, walking and cycling.

    Kent Station is a key transport hub for the city centre and currently experiences weak walking, cycling and public transport connections. Its greater connectivity to the city centre will enhance the City Centre as a destination and will allow for sustained economic growth. This Key Performance Indicator will be measured based on distanced travelled for each of the above three modes of transport.

    1b. Overall City Centre Congestion Levels

    The new traffic management plan for the city needs to ensure that access to the city for business and shopping is maintained and enhanced as part of the study. This Key Performance Indicator will be measured based on network wide statistics with respect to congestion levels from the traffic model.

    1c. Journey times on key radial and orbital routes within the city centre To develop an understanding of the potential impact of the proposed plans on various routes within the city centre, the projected change in vehicular journey times within the city centre for the following main through routes (Figure 9) will be carried out:

    Figure 9 Journey Time Routes

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    The above Performance Indicators will be based on a comparison between the existing journey times to carry out the above journeys and the projected journey times following the introduction of any new traffic management plans.

    1d. Ratio of Flow to Capacity at key junctions To understand the potential impact on junction operations the Ratio of Flow to Capacity at key junctions in the city will be carried out. 1e. Reliability of public transport movement into and within the city centre

    To ensure that the city centre can grow in a sustainable manner it will be important that the city centre is served with a reliable public transport system which can deliver shoppers, workers and other business persons into the city centre. This Key Performance Indicator will be based on the projected change in bus journey times within the city centre for the following routes. (see also Figure 4):

    202, 203, 205, 206, 208, 209, 214, 215, 216, 222 and 232.

    1f. Connectivity between key areas of Cork City and the city centre for cycling and walking (e.g. UCC and Cork Docklands) The above Performance Indicator will be assessed based on a combination of the level of pedestrian provision provided along each of the key routes noted in Figure 10, including the number of major junctions pedestrians need to cross and distances between key destinations (noted below).

    Kent Station to St Patricks Street via McCurtain Street

    Kent Station to Oliver Plunkett Street via Bus Station

    North Docklands to Bridge Street via St Patricks Quay University College Cork to St Patrick Street

    South Docklands to St Patrick Street

    Shandon Street to Barrack Street

    Infirmary Road to St Patrick Street

    North Link Road to St Patrick Street

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    Figure 10 Key Pedestrian Desire Lines.

    This Performance Indictor for cyclists will be based on a combination of the level of dedicated cycle provision (i.e. dedicated cycle lanes, no or low trafficked routes) provided along each of the key routes noted in Figure 11 and on access times and distances between key destinations.

    Kent Station to University College Cork via the City Centre

    North Docklands to University College Cork via North Mall

    South Docklands to Western Road via South Mall

    South Docklands to University College Cork via Georges Quay Infirmary Road to Summerhill North

    Shannon Street to Barrack Street

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    Figure 11 Key Cycle Desire Lines.

    The Key Performance Indicator which will measure connectivity between the key areas in Cork City by walking and cycling will be based on a qualitative assessment with 1 been extremely poor and 10 been extremely good.

    1g. Overall safety for all road users

    The City Centre will benefit from an environment that promotes reduced speeds. Shoppers, tourists and other users of the city centre will be attracted to the city centre if they can move around the city centre in a safe and efficient manner. This Performance Indicator will be based on the average speeds noted with the citys key pedestrian priority zone (see Figure 12, area coloured yellow).

    Figure 12 Map 2- City Centre Development Plan (Extract)

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    1h. Impact of noise, emissions and vibration caused by traffic movements

    Visitors to the city centre will benefit from an environment which is not impacted negatively by noise, vibrations and vehicular air emissions. This improvement in the environment will promote the city centre as a destination and will encourage a greater number of shoppers, tourists and businesses to the city centre.

    2. Improve/ Maintain general access to City Centre businesses

    2a. Access to Off-Street Car Parks

    The off-street car parks play an important role in terms of facilitating access to the city centre and supporting the retail/leisure/ food and drink business within the city centre. The new traffic management plan will need to ensure that access to all off-street car parks is maintained and that access to each of the car parks is not impacted negatively by the proposals. The Key Performance Indicators will be measured by comparing access times between the car parks and the main routes into the city centre and the distance car park traffic needs to travel on the city streets.

    Figure 13 Car Park Access Routes

    2b. On-Street Parking

    The presence of on-street parking can provide an important role in supporting access to businesses and shops in the city centre and the new traffic management plan will need to minimise the potential loss in parking spaces to facilitate improvements to the built environment to support increased pedestrian, cycling and public transport access. This Performance Indicator will be based on the change in the number of parking spaces on a street by street basis.

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    2c. On-Street Loading Bays

    The presence of on-street loading bays provides an important service within the city centre and the new traffic management plan will need to minimise the potential loss in bays. This Performance Indicator will be based on the change in the number of loading bays on a street by street basis.

    3. Improve Pedestrian Movement into and within the city centre

    3a. Cycle times and/or enhanced pedestrian green phases at traffic signalled junctions in city centre

    The above Key Performance Indictor will be measured by itemising the number of junctions which have been enhanced in terms of reduced cycle time or improvements to the provision of pedestrian facilities at each junction. 3b. Facilitate the delivery of Public Realm Improvements

    The Cork City Development plan identified the following streets which would benefit from Public Realm improvements (Map 2 City Centre Development Objectives Figure 12, streets shaded dark yellow).

    McCurtain Street/ Alfred Street

    Bridge Street/ St Patricks Bridge

    Camden Quay/ St Patricks Quay/ Horgans Quay Father Matthew Quay St Patricks Bridge

    South Mall

    Parnell Place

    North Main Street

    South Main Street

    The Key Performance Indicator will be measured based on the ability of the new traffic management plan to facilitate improvements on each of the above streets.

    3c. Traffic volume in central retail area

    The management of through traffic within the area described as the pedestrian priority zone within the existing City Centre Development Plan (Map 2 City Centre Development Objectives) will benefit pedestrian accessibility in the city centre. The above Performance Indicator will be assessed by calculating the volume of through traffic which travels on the streets within the pedestrian priority zone.

    4. Improve Cycling Movement into and within the city centre

    4a. Match desire lines by cycling to key destinations in Cork City from the city centre

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    To promote cycling within the city centre and improve the overall modal share attributable to cycling the provision of dedicated cycle infrastructure connecting key destinations will act as an important Key Performance Indicator. This Indicator will be measured based on the number of key destinations within the study area connected.

    4b. Cycle network / priority provided within the city centre

    As noted above the provision of a cycling friendly environment through the provision of dedicated facilities or routing cyclists along streets with low traffic volumes of speeds will improve cycling movement within the study area. This Indicator will be measured based on the increase in shared and dedicated cycle facilities

    5. Improve Public Transport Movement into and within the city centre

    5a. Bus priority measures provided

    A key objective of the City Centre Movement Strategy is to encourage public transport use to access the city centre. This can be best achieved in the city centre through the provision of additional bus priority measures along key city centre streets which currently accommodate high levels of public transport services. This Key Performance Indicator will be measured by identifying the extent of the bus priority measures provided with the new traffic management system.

    5b. Taxi Ranks

    Taxis provide an important public service function in the City Centre and the new traffic management plan will need to ensure that taxis are provided with good access to the city to maintain the level of service they currently provide. This Performance Indicator will be measured based on the number of taxi bays affected by any new traffic management plan and what additional level of priority taxis are delivered under the new traffic management plan.

    5c. Integration between public transport modes

    Accessibility to the city centre and the use of public transport within the Greater Cork area will benefit from the improved integration of the public transport services in the city centre. This Indicator will be measured based on the global change in mode share to public transport for the greater Cork Area which will be assisted through the provision of improved connectivity in the city centre between public transport lines.

    6. Improve Connectivity with Docklands

    6a. Facilitate better access to the Docklands

    The Docklands is a key development zone in the city centre and the revised traffic management plan will need to deliver positive benefits in terms of pedestrian, cyclist and public transport access and vehicular access to this strategic development zone. This Performance Indicator will be assessed by carrying out a qualitative assessment of each of the travel modes proposed to serve this development zone. In addition, the ability of the proposed traffic management

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    plan to cater for the proposed Bus Rapid Transit will be evaluated under this Key Performance Indicator.

    7. Minimise the level of intervention required to achieve desired objectives 7a. Value for money and deliverability compared to benefit derived

    The construction of new traffic management measures in the city centre will have a significant impact on access to the city centre and it will be important that the plan recognises the impact of its implementation in terms of both phasing and costs. This Performance Indicator will be measured by comparing the relative cost of the interventions along with the timeframe for delivery against the benefits gained from the other key objectives of the study. The Key Performance Indicator will be based on a qualitative assessment.

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    5.1.1 Assessment of Key Performance Indicators Wherever possible, the Key Performance Indicators were evaluated quantitatively using the appropriate units of measurement (e.g. time, distance, speed). In a small number of circumstances, quantitative evaluation is not possible and a qualitative approach is adopted. The performance of each option against each Key Project Objective is taken as the average of all KPIs associated with the objective. As part of the assessment of the above Key Performance Indicators it is proposed to weight the outcomes for each of the Key Project Objectives. The following table outlines the proposed weighting for each objective with the first objective relating to the overall operational performance of the transport network for all modes in Cork City Centre has been central to the entire study.

    Key Project Objective Weighting

    Improve the operational performance of the transport network within the city centre to provide improved accessibility by all travel modes.

    30%

    Improve/ Maintain general access to city centre business 20%

    Improve Pedestrian Movement into and within the city centre 10%

    Improve Cycling Movement into and within the city centre 10%

    Improve Public Transport Movement into and within the city centre 10%

    Improve Connectivity with Docklands 10%

    Minimise the level of intervention required to achieve desired objectives

    10%

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    6 Evaluation Framework The Concept Movement Strategies noted in Section 5.0 have been evaluated both geometrically in terms of their impact on the existing city streets and in terms of traffic impact to understand the impact of the new traffic management plan will have on both traffic and public transport flows in the city centre.

    The evaluation process has been carried out for a total of 10 options including:

    6.1 Option 1: Base Concept Movement Strategy. This traffic management plan includes the required measures to deliver on all of the key movement strategies associated with the Concept Movement Strategy and in summary includes the following key issues. A copy of the base movement Strategy can be seen in Appendix A.

    St Patrick Street: Restrict access to St Patricks Street except to public transport, taxis and cyclists for a limited time period during the day. The objective of this measure is as follows:

    To enhance the shopping environment for pedestrians along the busiest shopping street in the city centre

    To improve bus journey times on the busiest street for buses in the city To provide an environment which can accommodate the future

    introduction of a Bus Rapid Transit system for the city

    To provide an improved environment for cyclists within the centre of the city without the need to provide dedicated cycling facilities (i.e. cycle lanes, cycle tracks)

    It is recommended that any restrictions to access should be implemented in a phased manner, with restrictions introduced during the Saturday afternoon period as a first step and increasing restrictions to the street to include an agreed afternoon period Monday to Saturday. Deliveries to the street will need to be accommodated outside of these periods.

    MacCurtain Street: Change MacCurtain Street from one-way operation to two-way operation and limit access to the street for through traffic. The objective of this measure is as follows:

    To enhance the shopping environment along MacCurtain Street and improve connectivity across the street for pedestrians.

    To reduce the volume of traffic using the street this in turn will improve journey times for public transport vehicles.

    To provide an improved environment for cyclists along MacCurtain Street without the need to provide dedicated cycling facilities.

    To provide increased parking/ loading bays to improve accessibility to the street for access traffic.

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    Coburg Street/ Devonshire Street: Change Coburg Street from one-way eastbound to two-way traffic and provide a dedicated bus lane for northbound buses. The objective of this measure is as follows:

    To provide public transport priority for northbound buses (City Service Route 215 and 216 and regional services to Mallow, Limerick etc...) travelling towards North Link Road

    To improve traffic capacity for general traffic by providing an alternative route between St Patricks Quay and the North Link Road without the need to travel via the signalised junction on the northside of Christy Ring Bridge.

    Bridge Street: Provide two-way access along Bridge Street to complement the measures along MacCurtain Street and provide bus priority at the approach to its junction with St Patricks Quay.

    To enhance the shopping environment along Bridge Street and improve connectivity across the street for pedestrians.

    To reduce the volume of traffic using the street this in turn will improve journey times for public transport vehicles.

    To provide public transport priority for buses approaching from the North Link Road which will replace the proposed removal of the bus lane on Camden Quay.

    To provide an improved environment for cyclists along Bridge Street without the need to provide dedicated cycling facilities.

    To provide increased loading bays along the Street to improve accessibility to the street for access traffic.

    Brian Boru Street/ Brian Boru Bridge: Change Brian Boru Street and Brian Boru Bridge from one southbound to two way traffic with cycle lanes on both sides of the road. The key objectives from these measures are:

    To provide an improved environment for cyclists and improve connectivity between the city centre and the Kent Station.

    To improve access to McCurtain Street for destination traffic.

    To improve access to Summerhill North and reduce the volume of traffic that needs to use Harvey Street and MacCurtain Street to obtain access to Summerhill North.

    North Mall to Horgans Quay: Provide a two-way cycle way route between North Mall and Horgans Quay. The key objective with this proposal is to provide a high quality cycle route connecting the following key destinations/ routes:

    University College Cork via the Distillery Lands

    Blackpool via North Link Road

    St Patrick Street/ MacCurtain Street

    Docklands North

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    Kent Station

    Merchants Quay/ Andersons Quay: Replace the existing two lanes westbound and one lane eastbound on Merchants Quay with two lanes eastbound and one lane westbound. Retain existing bus lane/ bus stops on Merchants Quay. On Anderson Quay remove existing westbound lane and replace with an additional eastbound lane. The measures will deliver on the following key objectives:

    To increase eastbound traffic capacity to cater for the additional traffic loading associated with the traffic restrictions proposed for MacCurtain Street.

    North Main Street/ South Main Street: Provide a contraflow cycle lane along South Main Street and North Main Street between the South Gate Bridge and the North Gate Bridge. The key objectives for these works include:

    To provide a dedicated north-south cycle connection within the city centre availing of the relatively light traffic flows that currently use these streets.

    To complete the cycle network in the city centre and encourage cyclists into the city centre.

    Grenville Place/ Prospect Row: Change the existing two-way system to one-way northbound and provide additional parking and footpath improvements along the street. The objective of this measure is as follows:

    To improve pedestrian facilities along the street and improve connectivity between St Vincents Bridge and the cities footpath network.

    To improve accessibility to the Mercy University Hospital through the provision of additional parking in the vicinity of the Hospital and by enhancing the footpath network serving the Hospital.

    To increase traffic capacity along the street to cater for the additional traffic loading associated with the traffic restrictions proposed for St Patrick Street.

    Grattan Street: Change the existing two-way system to one-way southbound and provide additional parking along the street. The objective of this measure is as follows:

    To increase traffic capacity along the street to cater for the additional traffic loading associated with the traffic restrictions proposed for St Patrick Street.

    Washington Street: Provide a contra flow cycle lane eastbound along Washington Street West and provide cycle lanes in both directions along Washington Street. The objective of this measure is as follows:

    To enhance the cycling network along a key route into the city centre from the West and University College Cork

    To enhance the street environment to allow for the future development of a Bus Rapid Transit system along the street.

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    South Mall. Replace one of the existing eastbound lanes with a bus only lane and provide a contra flow cycle lane in the westbound direction, in addition provide a westbound bus lane on south Mall between Parliament Street and Grand Parade. Widen the existing footpath and revise the existing parking layout along the street.

    To enhance the pedestrian environment along the street and improve connectivity across the street.

    To provide increased cycling permeability in the city centre and improve the general environment for cyclists along the South Mall.

    To provide priority for buses along one of the busiest public transport routes in the city centre. Providing priority along this street will provide maximum benefit to the city public transport system.

    The bus lane on South Mall between Parliament Street and Grand Parade will provide for an improve environment for buses both on Grand Parade and on Washington Street by ensuring these sections of roadway experience light traffic flows.

    Parnell Place: Remove southbound traffic movement between Anderson Quay and Lower Oliver Plunkett Street, widen the existing footpaths and revise the existing parking layout along the street. Provide a two-way cycle route from South Mall to the City Centre Bus Station and provide a dedicated bus lane on Parnell Place approaching Merchants Quay.

    To enhance the shopping environment for pedestrians along the street.

    To improve pedestrian connectivity between the city centre and the Bus Station and through to Kent Station.

    Improve safety for pedestrians along Parnell Street particularly need the Bus Station.

    To improve the environment for cyclists in the city centre and improve accessibility to the citys central Bus Station.

    To provide priority for public transport users on an important link with the cities overall Bus Network.

    Terrance McSwiney Quay: Remove two westbound traffic lanes and replace with one eastbound traffic lane. Provide a two-way cycle lane along the street.

    To improve crossing opportunities for pedestrians along Angelsea Street through the removal of weaving traffic along the Street

    To improve the cycling environment in the city centre and improve connectivity through the city centre.

    To improve connectivity for general traffic between the city centre and South Docklands, this will reduce the volume of traffic which needs to travel along Parnell Place and Lower Oliver Plunkett Street.

    Clontarf Street: Remove one lane southbound and replace with cycle lanes in both directions along the street.

    To provide a dedicated north-south cycle connection to the east of the city centre avoiding the busy traffic route running along Albert Street.

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    Probys Quay to Union Quay: Provide a contra flow cycle lane along Probys Quay, Sullivans Quay, Georges Quay and Cotters Quay. The primary objective of this measure is:

    Provide a strategic east-west cycle route to the south of the city centre to facilitate connectivity between University College Cork and the southern approaches to city centre including Blackrock Road and Douglas Road.

    Provide high quality cyclist access to the South Docklands

    6.2 Option 2: Grenville Place Traffic Calming Option 2 involves a modification to the overall Base Concept Movement Strategy and includes for the following measure:

    The retention of two-way traffic on Grattan Street and the removal of through traffic on Grenville Place and Prospect Row.

    The key objective of this Option is to reduce traffic within an important area of conservation in the city centre and also retain the improvements to the walking and parking environment along this street.

    Figure 14 Option 2 Grenville Place Traffic Calmed

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    6.3 Option 3 Retain North Main Street Northbound Option 3 involves a modification to the overall Base Concept Movement Strategy to include the retention of the existing northbound traffic movement along North Main Street between Bachelors Quay and Adelaide Street. The reversing of traffic flow along this section of North Main Street was proposed to improve the operational performance of the North Gate Bridge/ Bachelors Quay junction and allow cyclists travel in both directions along North Main Street.

    The key objective of Option 3 is to limit the attractiveness of North Main Street for through traffic and ensure the street retains its key function of a retail street.

    Figure 15 Retain Northbound traffic on North Main Street

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    6.4 Option 4: Two-way Angelsea Street Option 4 involves a modification to the overall Base Concept Movement Strategy to include converting Angelsea Street from one-way southbound to support two-way traffic. The two-way street will facilitate direct access for traffic arriving from the south to Parnell Place and the North Quays. In addition, traffic travelling between Infirmary Road and the South Link Road/ Albert Street will no longer need to use Cotter Street.

    The key objective of Option 4 is to improve accessibility for vehicular traffic between Infirmary Road and City Centre and to reduce traffic flows on Cotter Street.

    Figure 16 Two-way Angelsea Street

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    6.5 Option 5: Two Way South Mall Option 5 involves a modification to Option 4 to include the removal of the proposed eastbound Bus lane on the South Mall and it replacement with a westbound traffic lane and an eastbound cycle lane. The key objective is of this measure is to improve access to South Mall and reduce travel speeds along the length of the street.

    Figure 17 South Mall Two-Way Flow.

    6.6 Option 6 Permit all turning movements from Parliament Street

    This Option involves a modification to the overall Base Concept Movement Strategy to include the removal of the proposed restrictions to general traffic turning left from Parliament Street to South Mall/ Grand Parade. The removal of the proposed restrictions will improve access to the Grand Parade Car Park and to businesses along Grand parade/ Washington Street.

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    6.7 Option 7 Permit straight through traffic between McCurtain Street to Lower Glanmire Road.

    Option 7 involves a modification to the overall Base Concept Movement Strategy to include removing the bus only restriction for straight through traffic movements between McCurtain Street and Lower Glanmire Road. The removal of this restriction will improve accessibility for general traffic to the McCurtain Street area and facilitate access from Carrolls Quay car park travelling towards Lower Glanmire Road.

    Figure 18 McCurtain Street to Lower Glanmire Road

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    6.8 Option 8: Two lanes southbound Brian Boru Street/ Bridge

    Option 8 involves a modification to the overall Base Concept Movement Strategy to include the removal of the proposed cycle lanes on Brian Boru Bridge and Brian Boru Street and their replacement with a second southbound general traffic lane. The objective of the measure is to increase general traffic capacity at an important access point to the city traffic system and ensure regional and provincial bus services have good access to the Bus Station.

    Figure 19 Brian Boru Bridge

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    6.9 Option 9: Remove Bus lane on South Mall. This Option involves a modification to the overall Base Concept Movement Strategy to include the removal of the eastbound bus lane and its replacement with a general traffic lane.

    6.10 Option 10: Combined Option The final option considered involved the amalgamation of a number options and include for the following options:

    Option 3 Retain North Main Street Northbound

    Option 6 Permit all turning movements from Parliament Street

    Option 7 Permit straight through traffic between McCurtain Street to Lower Glanmire Road.

    Option 8: Two lanes southbound Brian Boru Street/ Bridge

    In addition, Option 10 included for the retention of two-way traffic on Grattan Street with continued access permissible from Sheare Street.

    6.10.1 Results of the Assessment The assessment process as described in Section 5.0 was applied to determine the performance of each option in the AM and PM peak periods. The ranking of the different Options is noted in the table below along with their overall score.

    Ranking Option Overall Score Achieved

    1 Option 10: Combined Option 0.93 2 Option 3: Retain North Main St Northbound 0.77 3 Option 4: Two-way Angelsea St 0.70 4 Option 1: Base Concept Movement Strategy 0.68 5 Option 6: Permit all turning movements from Parliament St 0.65 6 Option 5: Two-way South Mall 0.62 7 Option 7: Permit straight ahead through traffic between

    McCurtain St to Lower Glanmire Rd 0.55

    8 Option 8: Two lanes southbound Brian Boru St / Bridge 0.54 9 Option 9: Remove Bus Lane on South Mall 0.48 10 Option 2: Grenville Place Traffic Calming 0.34

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    6.10.2 Summary of the Results Generally the options tested perform very well with all of the options shown to deliver an overall positive performance against the project objectives. The assessment indicated that Option 10 offered the best solution for Cork City and provided a good balance between the various modes serving the city centre, delivering significant enhancements to the shopping environment within the city centre, providing a road network which will improve the reliability of the public transport service and provide a street network which will accommodate the needs of cyclists. Option 10 provided the best performing option during both the morning and evening peak period. However during the evening peak period Option 10 performed significantly better than the next best option overall.

    The Movement Strategy proposals under Option 10 were presented to the general public and submissions sought to develop a greater understanding of the potential impact the proposals will have on interested parties in the city centre. A copy of the Presented Movement Strategy is included in Appendix B.

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    7 Public Consultation The Cork City Movement Strategy included a number of stakeholder and public consultation meetings including the following:

    Stakeholder Consultation Meeting No.1 11th of September 2012

    The attendees at this meeting included:

    Mr Derry Coughlan Taxi Federation Ms Aislinn Stanton Cork Chamber of Commerce Mr Martin Walsh Bus ireann Mr Joe Fitzgerald Bus ireann Mr Andrew Roche Iarnrd ireann Mr Kevin Murray Chamber of Commerce Mr Denis Healy Port of Cork Company Sgt John OSullivan An Gardai Sochna Mr Miro Waritane Cork Cycling Campaign Ms Tara Spain National Roads Authority Mr Peter ODonoghue Cork County Council Mr Ger OLeary Cork County Council Mr Donal Healy Cork Business Association Mr James Honour National Council of Blind Ireland

    Stakeholder Consultation Meeting No. 2 27th of November 2012

    The attendees at this meeting included:

    Mr Derry Coughlan Taxi Federation Ms Aislinn Stanton Cork Chamber of Commerce Mr Martin Walsh Bus ireann Mr Billy MacGill Cork Business Association Mr Tony McGrath Cork Chamber of Commerce Mr Henry Kingston Port of Cork Company Sgt John OSullivan An Gardai Sochna Mr John Twomey Cork Cycling Campaign Ms Richard Bowen National Roads Authority Mr Ger OLeary Cork County Council Mr Donal Healy Cork Business Association Mr Donie OLeary Cork City Partnership Ltd.

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    Public Exhibition 16th of January 2013

    Stakeholder Consultation Meeting No. 3 28th of January 2013 Mr Con Dennehy Vinters Association

    Mr Conor Healy Cork Chamber of Commerce

    Mr Michael Scully North Main Street Traders

    Ms Rose Scully North Main Street Traders

    Ms Diane Fehily North Main Street Traders

    Mr John Murphy North Main Street Traders

    Mr Ernest Cantillion Cork Business Association

    Mr Tom Durcan Cork Business Association

    Mr Tony McGrath Cork Chamber of Commerce

    Mr Donal Healy Cork Business Association

    Mr Billy MacGill Cork Business Association

    Mr Denis Healy Port of Cork Company

    Mr Martin Walsh Bus Eireann

    Mr Andrew Roche Iarnrod Eireann

    Mr Ger OLeary Cork County Council

    Mr Peter ODonoghue Cork County Council

    Mr Donie OLeary Cork City Partnership Ltd.

    Mr Patrick Leader North Main Street Traders

    Mr Derry Coughlan Taxi Federation

    Mr Adam DArcy Cork Cycling Campaign

    The following section summaries the comments made on the Cork City Movement Strategy presented to the general public on the 16th of January 2013.

    7.1 Mr Pat OConnell 13-20 English Market The following summarises the issues raised in the above submission.

    Potential Congestion at Sheare Street/ Courthouse Street

    The proposals may result in less people travelling into the city centre to shop

    The loss of on-street parking is a concern

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    The proposals for St Patrick Street should be easy for drivers to understand

    Response

    The Cork City Movement Strategy will increase traffic flows along Sheare Street and Courthouse Street as they form part of the orbital route around the centre of the city. The investment programme to deliver the Movement Strategy will include enhancements to the traffic signal system and the system of junctions in and around Sheare Street and Courthouse Street will be included in this investment programme which will improve their operational performance. It is worth noting that with the proposed restrictions to St Patrick Street there will be less traffic using Sheare Street as northbound traffic will be diverted onto Grenville Place.

    The Movement Strategys project objectives are to encourage a greater number of people into the city centre through enhancements to the pedestrian environment in the city and by improving access by all modes into the city centre. Cork City Council plan to introduce the improvement measures in a phased process and the impact of each phase will be assessed in terms of impact and any findings will be brought to the design of the next phase of the Strategy. In addition, Cork City have recently installed pedestrian counters in the city centre and these will be monitored over the course of the implementation period to develop an understanding of changing pedestrian patterns in the city centre.

    The Movement Strategy will result in a small loss of on-street parking spaces in the city centre with some streets gaining on-street parking and other losing; however a key objective with respect to the detailed design of each phase of the works will be to retain as much on-street parking on the citys streets as possible.

    The plan for St Patrick Street will be formalised and will be similar to those introduced along Oliver Plunkett Street.

    7.2 Merchants Quay Shopping Centre The following summarises the issues raised in the above submission.

    The consultation process is ineffectual and has not provided sufficient information to understand how the proposals were derived and allow a greater debate on the issues.

    The consultation process is too short and there should be more information presented to the general public.

    Response

    The Movement Strategy has been developed based on core transport planning principles in addition to modelling the proposed Strategy with the Cork Traffic Model. The plans were subject to an initial stakeholder consultation process to develop an understanding of the transport issues in the city centre. Representatives of the business community in Cork were consulted during this consultation process and it would have been impractical to have to communicate with each individual stakeholder in the city during the various stages of development of the Movement Strategy. Therefore, the emerging Movement Strategy proposals were presented to the general public to allow submissions to made and reviewed before presenting a final recommended Strategy.

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    As part of the detailed design for each phase of the Movement Strategy, plans of the works will be prepared which will itemise the potential change in traffic flows and kerbside activities (i.e. loading/unloading, on-street parking, etc...) and each of these work packages will be presented to the public to obtain their views on the works.

    The Movement Strategy has been prepared based on core transport planning principles including the following:

    Provide a strong pedestrian environment within the centre of the city and along our primary shopping streets.

    Provide public transport priority along the city streets which carry the most public transport services to ensure maximum benefit to the citys bus service.

    Provide a traffic management plan which will improve accessibility to the city centre by bicycle.

    Provide for a high capacity route around the core of the city centre and invest in the traffic light system to maximise the efficiency of this route.

    As stated earlier the Movement Strategy presented to the public has been modelled using the Cork Traffic Model. The traffic modelling exercise assisted in refining the Movement Strategy to ensure that the improvement proposals for the city streets do not impact negatively on the movement of traffic in the city centre. The results of the traffic modelling process identified many changes in traffic flow and junction performance. It is worth noting that in general, traffic conditions during the off-peak periods including Saturdays work well now and will continue to work well under the proposed Movement Strategy.

    7.3 DEKOR 8 18 North Main Street The following summarises the issues raised in the submission made by Mr Tom Ellis and Ms Ann Dawkins.

    The plan for North Main Street should include additional parking spaces to improve access to businesses and allow customers to pick up heavy items.

    Free parking should be provided to everyone in the North Main Street Car Park.

    Response

    It is proposed to implement the Movement Strategy for the city centre in a phased basis with the works along North Main Street to be scheduled as one of the later phases. In developing these plans the retention of sufficient parking and loading/unloading bays along the street will be a key design requirement while ensuring the street retains its core shopping function. The detailed plans for each phase of the works will be subject to a Part VIII planning application and members of the public will be invited to comment on the design proposals.

    The issue of parking charges is outside the scope of this project however, the City Council charges for parking within the city centre to ensure there is sufficient parking available for shoppers and business customers in the city centre. The

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    introduction of free parking would encourage greater numbers of commuters into the city centre leaving fewer spaces available for shoppers.

    7.4 North Main Street Traders Association The following summarises the issues raised in the submissions presented by the North Main Street Traders Association.

    The North Main Street Traders were not consulted during the development of the design solutions for the city centre.

    The North Main Street Traders Association are not in favour of the current proposals presented in the Movement Strategy and require more detailed and additional consultation time to evaluate and present proposals which could be supported by

    The restriction of access from Daunt Square onto Castle Street and Cornmarket Street will impact significantly trade along North Main Street.

    The Proposed Park and Ride sites need to be delivered

    The provision of the cycle lane will impact negatively on parking and loading opportunities along the Street.

    The street lighting along North Main Street should be upgraded as should the street lighting on all streets in the city centre.

    The bicycle parking barriers on Cornmarket Street has resulted in a diminished pedestrian environment at the junction of Castle Street and Cornmarket Street.

    The provision of cycle lanes along North Main Street will increase difficulties associated with deliveries along the street.

    Cyclists generate little income for the business community of North Main street and most cyclists on the street are just passing through, in addition pedestrians on North Main Street are fearful of cyclists when crossing the road.

    Response

    It is acknowledged that the traders of North Main Street were engaged with late in the process and the date for submissions was extended to the end of February to ensure all stakeholders were allowed an opportunity to make representations with respect to the proposals.

    The detailed plans for each phase of the works will be subject to a Part VIII planning application and members of the public will be invited to comment on the design proposals.

    The Movement Strategy has recommended that access along St Patricks Street between Washington Street and Merchants Quay is restricted to buses; taxis between certain hours during the day, the extent of the restricted hours will be subject to Part VIII planning. The reasoning behind this proposal is to improve the shopping environment along St Patricks Street and to improve the reliability of the public transport service in the city. St Patricks Street is the busiest public

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    transport street in Cork and any improvements to journey times along this street will have network wide benefits to the public transport system in the city.

    The measures proposed for St Patricks Street will result in restricted access to Daunt Square for the same time period. The Movement Strategy recognised this restriction and proposed the reversing of Castle Street to ensure continued access into both this Street and Cornmarket Street.

    The removal of private car traffic from Daunt Square will improve the pedestrian connectivity between St Patrick Street and Castle Street/ Cornmarket Street/North Main Street during peak shopping periods. While outside of these hours access to the above streets will be similar to as it currently is.

    It is agreed that some southbound traffic will need to divert to alternative routes if they wish to access Castle Street/ Cornmarket Street/North Main Street from the south. Traffic approaching from the South Ring Road/ Boreenmanna Road/ Blackrock/ Mahon will continue to access North Main Street via Parnell Place and Merchants Quay, while traffic traveling in from Wilton/ Bishsoptown/ Glasheen will continue to access North Main Street via Grenville Place. Traffic approaching from Infirmary Road will need to choose and alternative route to access Castle Street/ Cornmarket Street/North Main Street and can either use South Mall and Merchants Quay to access the area from the east or Washington Street/ Grenville Place to access it from the west.

    The proposal to retain access into Daunt Square as it currently stands and still introduce the proposed restrictions along St Patricks Street were considered, however they are not recommended for the following reasons:

    The retention of the access at Daunt Square and the introduction of restrictions along Patrick Street will increase traffic flows into Daunt Square, Castle Street and Cornmarket Street. These streets are not designed for high traffic movements as their core function are as shopping streets with pedestrians provided with a clear hierarchy over vehicle traffic movements.

    The increase in traffic flows through Daunt Square is not recommended as it will increase pedestrian/ vehicular conflicts in this area and may add to increased severance between the two shopping districts of North Main Street and St Patricks Street.

    The provision of Park and Ride facilities is outside the scope of this project, however it is Cork City Councils policy to continue to seek to deliver improved park and ride services for the city. In addition, the Movement Strategy includes improvements to the public transport system which will assist the future delivery of Park and Ride facilities for the city.

    It is proposed to implement the Movement Strategy for the city centre in a phased basis with the works along North Main Street to be scheduled as one of the later phases. In developing these plans the retention of sufficient parking and loading/unloading bays along the street will be a key design requirement. The detailed plans for each phase of the works will be subject to a Part VIII planning application and members of the public including the North Main Street Traders association will be invited to comment on the design proposals.

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    The level of street lighting provision along impacted street will be evaluated as part of the delivery of the individual elements of the City Centre Movement Strategy.

    The Movement Strategy does not propose any change to the traffic management between Cornmarket Street and Kyle Street and the prevailing conditions will continue.

    7.5 Ms Anne Barrett 43 North Main Street The following summarises the issues raised in the above submission.

    The restriction of access from Daunt Square onto Castle Street and Cornmarket Street will impact significantly trade along North Main Street.

    The loss of on-street parking will impact negatively on businesses along the street

    Parking for residents should be considered as part of the plans for the Street.

    Response

    The issues associated with restricting access from Daunt Square and the potential loss of parking spaces along North Main Street are noted in the section above 7.4 North Main Street Traders.

    Residents of the street who are entitled access to a parking permit will continue to be permitted to park along the street. If parking becomes problematic along the street for residents, consideration will be given to extending the parking zone where the permit can be used.

    7.6 Larry Tomkins Bar 7/8 Lavitts Quay The following summarises the issues raised in the above submission.

    Access to Perry Street and Drawbridge Street is difficult due to parked taxis.

    The pedestrian environment along Perry Street and Drawbridge Street should be improved as part of the Cork City Movement Strategy

    Response

    The City Centre Movement Strategy does not propose any significant changes to either Perry Street and/or Drawbridge Street. However, the proposals do include proposal to restrict access onto St Patricks Street, this will result in a small increase in traffic along both Drawbridge Street and Perry Street as traffic entering via Half Moon Street will no longer be able to access Academy Street during certain hours. The management of parking (including taxis) will be become more critical along Drawbridge Street following the implementation of the proposals and will be addressed in the development of the detailed plans for the area.