b ;b ;v ;l-m7 -m-];l;m|| 7 !;1oll;m7- omv!;rou| -u1

2

Five Cities Demand Management Study Recommendations Report March 2021

gov.ie

2

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Five Cities Demand Management Study Recommendations Report March 2021

s y s t r a . i e

3

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Contents

1 Introduction 6

Decarbonisation 7

AirPollution 8Congestion 9Urban Environment 10

2 Study Objectives 15

3Methodology 17

Development of the Strategy 18

4Tier 1 - Strategic Framework 24

FM01,FM02,FM03 27FM01: Progressive Vehicle

Taxation 29FM02: VehicleTaxationperkm 32FM03: Time/Locationbased

VehicleTaxationperkm 32FM05: AlternativeFuelledVehicle

Support 35FM11: CongestionCharging 39AQ01: Clean Air Enabling

Legislation 43AQ04: Clean Air Zone (CAZ) via

ANPR 45AQ05: Clean Air Zone (CAZ) via

NationalVehicleStickerScheme 45

PTM01:WorkplaceParkingLevy 49PTM04:PublicParkingControls 52PP01: Healthy Streets

Assessments 57PP03: Transport Appraisal

Methodologies 57PP04: EnhanceDeliveryofNational

PlanningFramework 57PP08: 15-Minute

Neighbourhoods 57

5 Tier 2 - National Toolkit 68

FM06: HydrogenVehicleTrials 70FM07: FuelTaxation 72

FM08: Vehicle to Vehicle ScrappageScheme 75

FM09: VehicletoMobilityCredit ScrappageScheme 75

FM10: Sustainable mobility Incentives 79

AQ02: Air Quality Monitoring 82AQ03: AirQualityCitizen

Engagement 82PTM03: Electric Vehicle Charging

Management 85PP02: PublicHealth&Transport 87BC01: ISO50001 Energy

ManagementStandard- PublicSector 89

BC02: ISO50001 Energy ManagementStandard-PrivateSector 89

BC09: Eco-Driving 91BC10: Behavioural Change

Campaign-CleanerFleets 93TC01: NextGenerationTicketing 95TC02: MobilityasaServicePilot 95TC09: ConnectedVehicles 98

6 Tier 2 - City Toolkit 100

FM12: M50Multi-PointTolling 102PTM02: Electric Vehicle Charging

Strategy 104PTM07:CarClubs/CarSharing 106PTM08:ResidentialParking

Standards 108PTM09:WorkplaceParking

Standards 108PTM10:ResidentialParking

Standards-EVs&Car Clubs 108

PTM12: HGV Management Strategy 112

PTM13:ActiveKerbside Management 112

PTM14: Slow Zones 115PTM15:DecreasedSpeedLimits

onUrbanMotorways 117PTM16:Park&Ride 119PTM17:CarFreeZones&Streets 121BC03: School Mobility Management

Plans (MMPs) 123BC14: School Streets & Safer

Routes to School 123

BC04: WorkplaceMobilityManagement Plans 125

BC05: FlexibleWorking 125BC06: StaggeringSchooland

WorkplaceStartand Finish Times 125

BC08: Area Mobility Management Plans 125

BC07: ResidentialMobilityManagementPlans 129

BC11: RewardSchemes 131BC12: MarketingNewSchemes 131BC13: Disruption&Resilience 131TC03: Real Time Passenger

Information 134TC04: Ramp Metering on

NationalRoads 136TC05: M50VariableSpeed

Limits 138TC06: Public Transport Control

Centres 140TC07: UrbanTrafficManagement

Centres 140TC08: SmartParkingWayfinding

& VMS 142

7Summary of Measures not included for Recommendation 144

8 Delivery Roadmap 148

TheRoadmapApproach 149Tier1FrameworkDemandManagement Measures 152Tier2National&CityToolkit Roadmap 155Tier2bCityToolkitRoadmap 157

9Next Steps 160

10 Appendix A - Reference Sources 162

Endnotes 163Acronyms 166

4

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Foreword

The development of the Five Cities Demand Management Strategy is a result of the urgent requirement to reduce transport-related greenhouse gas emissions and address rising concerns in relation to urban air quality. In addition, the Strategy reflects the need to manage the impacts of urban congestion and improve the quality of life for people living, visiting, working and studying in our cities.

Taking decisive and rapid action to address these issues will be a major challenge, but the benefits for our cities’ residents and visitors are huge - cleaner air, a sustainable use of the world’s scarce resources, more connected and healthier communities and liveable vibrant cities.

This Strategy provides a focused and evidence-based approach to addressing the carbon, congestion and air quality challenges facing our cities - using insight from an extensive international best practice review, national and local stakeholder engagement and supported by detailed qualitative and quantitative appraisal.

Minister Eamon Ryan Minister for Transport

5

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

This Strategy provides a focused and evidence-based approach to addressing the carbon, congestion and air quality challenges facing our cities

1 IntroductionThe City ChallengesAdressing the Challengesthe Demand Management Study - The Policy Context

Five Cities Demand Management Study

Introduction

7

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

City Challenges Decarbonisation

Climate disruption is already having diverse and wide ranging impacts on Ireland’s environment, society, economic and natural resources. The accelerating impact of greenhouse gas emissions on climate disruption must be arrested, with the need for the transport sector to chart a course towards the delivery of ambitious decarbonisation targets more important than ever. By2040thepopulationofIrelandisexpectedtogrowbyover1millionto5.7millionpeople.Thisgrowth,alongwithotherNationalPlanningFramework(NPF)growthprojectionsontheeconomyandemploymentrates,willdrivegreaterdemandfortransportacrossvariousmodes,withincreasedmovementofpeopleandgoods.Whilethisisasignofavibranteconomy,itintensifiesourdecarbonisationchallenge.1

Transportwasresponsiblefor20.1%ofIreland’sgreenhousegasemissionsin20182andwassecondonlytoagriculture in terms of emission share by sector3.Roadtransportaccountedforthemajorityoftheseemissions,withprivatecarsaccountingfor40%,HeavyGoodsVehicles(HGVs)for14%andLightGoodsVehicles(LGVs)for6%,publicandprivatebusesaccountedforlessthan3%ofemissions.4

In2015,Ireland,asamemberstateoftheEuropeanUnion,becameasignatoryoftheParisAgreementwhichaimstolimitglobalwarmingtobelow2degreescentigradeabovepre-industriallevelsandtolimitthetemperatureincreaseto1.5degrees.Tocontributetotheachievementofthis,Irelandisrequiredtodelivera30%reduction(relativeto2005levels)ingreenhousegasemissionsby2030.

TheClimateActionPlan20195setsoutanambitiouscourseofactionforeachsectorwithinIrelandtoachievethetargetsneededtoadheretotheParisAgreement.Forthetransportsector,thetargetisareductionof45-50%intransportrelatedemissionsby2030,withasignificantreductionexpectedinthelatterhalfofthedecade.AssetoutintheClimateActionPlan,thiswillrequireasignificantmodalshiftfromcartopublictransportandactivetravel,aswellasasignificantuptakeofelectricvehiclesandincreaseduseofbiofuels.

8

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

City Challenges Air Pollution In addition to the urgent requirement to tackle climate change, there is also a need to address growing concerns in relation to air quality and public health in urban areas. Air pollution emitted from transport contributes to poor local air quality, in the form of increased micro-particulates and nitrogen dioxide (NOx), which reduces people’s quality of life and harms their health. TheWorldHealthOrganisationhasdescribedairpollutionasthe‘biggestsingleenvironmentalhealthrisk’andestimatesthereare4.2millionprematuredeathsworldwideasaresultofambientairpollutionand400,000withinEurope.InIreland,theEPAhaveestimatedthatthenumberofprematuredeathsattributabletoairpollutionisaround1,180perannum6 .Incomparison,therewere141fatalitiesinIrishRoadsin2019.7

TheEuropeanUnionhastakenprogressivestepstoaddressgrowingconcernsrelatingtoairquality.Thisincludesthe‘Clean Air Policy Package’launchedin2013whichsetcompliancelimitsandtargetsfor2020and2030andthemorerecent2018communication‘A Europe that protects: clean air for all’thatprovidesnational,regionalandlocalactorspracticalhelptoimproveairqualityinEurope8.

WhilstairqualityinIrishcitiesisgenerallygoodincomparisontomanyothermemberstatesandcities,thereareworryinglocalisedissues.

AreportpublishedbytheEnvironmentalProtectionAgency(EPA)9in2019showedhighlevelsofNitrogenDioxide(NO2)withinDublincitycentre,attheentrancetothePortTunnelandalongtheM50motorway.There are many areas where the levels of NO2havethepotentialtobeelevatedundercertainmeteorologicalconditions,e.g.oncertainDublinstreets,theM50motorwayorattheentranceandexittotheDublinTunnel.Elevatedlevelscanbeproblematicinlocationswherethereispedestrianaccessorfixedhabitation.

In September 2020, the EPA10reportedthattherewasanexceedanceoftheannualaveragenitrogendioxide(NOx)EUlimitvalueatonetrafficmonitoringlocationinDublincitycentre(StJohnsRoadWest).Thereportalsoshowsthat,inurbanareas,theimpactoftrafficrelatednitrogendioxidepollutionisincreasing-withtheEPAhighlightingthatthesetypesofexceedanceswillcontinueunlesswecurbourrelianceonfossilfuelpoweredtransport,particularlydieselcars.

TherearealsopotentialexceedancesofairqualitynotedbytheEPAontheLowerGlanmireRoadandMacCurtainStreetinCork.TheEPAarecurrentlyworkingwithlocalauthoritiestoidentifysuitablelocationstositemonitoringstationsinGalwayandLimerick.

NOxisassociatedwithhighleveloftrafficemissionsandcanbeharmfultothehumanrespiratorysystemparticularlyforthosewithexistingconditionssuchasasthma11andmayimpactthelungdevelopmentofchildren12.

Inresponsetothepotentialbreaches,theEPAhasincreasedthenumberofpermanentmonitoringstationstoimprovetheavailabilityofdata.IfcontinuedmonitoringshowsfurtherbreachesofEUlimits,localauthoritieswillberequiredbyEUlawtoprepareAirQualityActionPlanstoaddresstheissues.Todate,anumberofEUcountrieshavebeenbroughttotheEuropeanCourtofJusticeduetorepeatedbreachesofNOxlevelsandfailuretointroduceadequatemeasurestoaddressthesebreaches13.

9

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

City Challenges Congestion

The reliance on the private car as the primary mode of transport in Ireland has led to increased congestion, particularly within our cities. The 2016 Census commuting data for work and education shows that private cars still constitute a significant majority of residents’ trip-making in each of the five major Irish cities.

2016 WORK & SCHOOL COMMUTING MODAL SHARE BY STATE & CITY IRELAND*

Congestion Challenges The reliance on the private car as the primary mode of transport in Ireland has led to increased congestion, particularly within our cities. The 2016 Census commuting data for work and education for each of the five regional cities shows that private cars still constitute a significant majority of residents’ trip-making in each of the five major Irish cities.

Figure 1. 2016 Work & School Commuting Modal Share by State & City Ireland*

*The above data excludes those answer categorised as Not Stated, Working mainly from Home & Other.

A research report published by DfT in 201714 found that the cost of time lost due to ‘aggravated’15 congestion within the Greater Dublin area was €358 million in 2012, and this was forecast to rise substantially to €2.08 billion per year in 2033. Increased congestion also exacerbates emissions and air quality problems. A reduction in speeds results in longer travel times and resultant increase in emissions per kilometre travelled. Congestion can also lead to a disruptive driving style. Driving with more accelerations, decelerations, stops and starts increases

14 Source: DTTAS (2017). The Cost of Congestion: An Analysis of the Greater Dublin Area https://assets.gov.ie/13615/110debccab3346aa9a6f871f0ae660d9.pdf 15 Defined in the report as congestion levels above those which would be expected on a properly-functioning, busy road.

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

State

Dublin City and suburbs

Cork City and suburbs

Galway City and suburbs

Limerick City and suburbs

Waterford City and suburbs

2016 Work & School Commuting Modal Share by State & City Ireland*

Car Driver Car Passenger Public Transport Walking Cycling

*TheabovedataexcludesthoseanswercategorisedasNotStated,WorkingmainlyfromHome&Other.

AresearchreportpublishedbyDoTin201714foundthatthecostoftimelostdueto‘aggravated’15congestionwithintheGreaterDublinareawas€358millionin2012,andthiswasforecasttorisesubstantiallyto€2.08billionperyearin2033.CorkhasseenincreasedcongestionwithinthecityinrecentyearsandGalwayexperiencessignificantlevelsofcongestionandheavytrafficvolumeswithinthecitycentreandalongtheN6ringroad.ThereareissueswithcongestionnotedinLimerick,particularlyaroundthecitycentre,UniversityofLimerick,theTechnologyParkandclosetoschools.AlthoughcongestionislessofanissueinWaterfordincomparisontotheothercities,ithasahighcarmodeshare.

Increasedcongestionalsoexacerbatesemissionsandairqualityproblems.Areductioninspeedsduetocongestionresultsinlongertraveltimesandresultantincreaseinemissionsperkilometretravelled.Congestioncanalsoleadtoadisruptivedrivingstyle.Drivingwithmoreaccelerations,decelerations,stopsandstartsincreasesexhaustemissionsandcontributestowearonbrakesandtyres,whichinturnproducesmoreparticulateemissions.

Insomecases,providingadditionalroadinfrastructureinresponsetocongestionisunlikelytosolvetheissue.Thereislimitedspacetoprovidesignificantextraroadcapacity,particularlyinhistoricmedievalcitiessuchasGalwayandWaterford.Moreimportantly,thereisthelikelihoodthatadditionalroadcapacitywillinduceadditionalcar-basedtravel,ultimatelyresultinginafurtherincreaseinemissionsandareturntothecongestedroadconditions,butwithevengreaterenvironmentaldamage,duetotheincreasedvolumeofroadtraffic.

Toaccommodatethefuturesustainablegrowthofthecities,itisvitalthatcongestioniscarefullymanagedandthatgrowthintraveldemandisasfaraspossiblecateredforsustainably,throughincreasedpublictransportusage,walkingandcycling.

10

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

City Challenges Urban Environment

Higher levels of traffic and congestion can have a significant negative impact on the quality of life of residents within urban areas. Aside from the public health impact of reduced air quality, increased congestion can result in greater noise pollution, severance of urban communities (including vulnerable groups such as the young, the elderly and those with mobility impairments), loss of green space, road accidents and visual intrusion.

THE MAIN PROBLEMS ASSOCIATED WITH INCREASING URBAN TRAFFIC AND CONGESTION16

Trafficandcongestioncanalsohaveasignificantimpactonthosecommutingandtheresidentsoftheurbanareas.A2016EuropeanQualityofLifeSurvey17foundpeoplelivinginDublinhadthe5th longest commute of allEuropeancitiessurveyed,withanaveragedailycommutingtimeofaround60minutes .

Improvingtheurbanenvironmentbymakingactivetravelmoreattractivealsooffersopportunitiesforreducingobesity,bybuildingphysicalactivityintopeople'severydaylives.

11

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Addressing the Challenges The Five Cities Demand Management Study

Given the scale of the challenges outlined above in relation to decarbonisation, there are seven broad transport-specific measures and 28 actions identified within the Climate Action Plan aimed at achieving the required greenhouse gas reductions. Action 81 of the Plan states:

“Develop a regulatory framework on low emission zones and parking pricing policies and provide local authorities with the power to restrict access to certain parts of a city or a town to zero-emission vehicles only. Examine the role of demand management measures in Irish cities, including low emission zones and parking pricing policies.”

Therefore,theDepartmentofTransport(DoT)appointedSYSTRALtd.toundertakeastudytoidentifyandreviewthedriversfor,andpotentialmanagementmeasuresof,vehiclemovementsinDublin,Cork,Galway,LimerickandWaterford.

Thesemeasures,knownasTransportDemandManagement(TDM),aimtoinfluenceandchangetraveldemandpatterns,andencouragemoreefficientandsustainableuseoftransportresources.

ThisStudyalsosupportsthedeliveryofotherdesirableoutcomesoutlinedintheClimateActionPlan,includinghelpingtodelivercleanerair,managecongestion,acceleratetheuptakeofloweremissionvehiclesandincreaselevelsofactiveandsustainablemobility-whileminimisinganynegativeimpactsonlocalcityeconomiesorexacerbatinganytransport-relatedinequalitiesexperiencedbyvulnerablegroups.

12

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

The Demand Management Strategy - The Policy Context

The Demand Management Strategy Study is not meant to repeat or duplicate strategies already in place such as the National Planning Framework: Project Ireland 2040, the Climate Action Plan, or the transport strategies for the five cities. Rather, it is intended that this Study informs the direction of complementary demand management policy measures at a local and national level. AsummaryoftheprevailingnationalandregionalpolicieswhichinformandinteractwiththeDemandManagementStrategyisoutlinedbelow.Theseincludethosedirectlyrelatedtotransport,climatechangeandlanduseplanning.

National } National Planning Framework 2040 (NPF)-setsoutIreland’splanningpolicyupto2040,outliningaseriesofnationalstrategicoutcomesandkeyprincipleswhichareintendedtoinformpoliciesataregionalandlocallevelandguidedevelopmentandinvestmentintheyearstocome.TheNPFOutcomesinclude:compactgrowth,sustainablemobilityandtransitiontoalowcarbonandaclimateresilientsociety.Itidentifiesanumberofstrategicinvestmentprioritiesincludingsustainabledevelopment,environmentallysustainablepublictransportandclimateaction.TheNPFalsooutlinesobjectivestocutemissionsthroughtheuseofrenewableorlowcarbonalternativesandimproveairqualitythroughintegratedlanduseandspatialplanningthatsupportspublictransport,walkingandcyclinginpreferencetoincreaseduseoftheprivatecar.

Toachievecompactgrowth,theNPFsetsatargetfor40%ofnewhousingdevelopmenttobebuiltonsiteswithintheexistingurbanfootprints,with50%ofthisgrowthtobeaccommodatedwithinthefiveDemandManagementStudycitiesandsuburbs.

} National Development Plan 2018 - 2027 (NDP)-setsoutatenyearinvestmentplantounderpintheNPF’stenNationalStrategicOutcomes.

} National Climate Action Plan 2019 (NCAP) - following on from the National Mitigation Plan, the NCAP setsoutactionsforIrelandtoachievethelevelofdecarbonisationrequiredtoachieveits2030targetsforcarbonemissionsandcreatingapathwaytowardsachievingnetzeroemissionsby2050,inlinewithourinternationalcommitmentsundertheParisAgreement.DecarbonisingtransportisakeytenetofthePlan,whichidentifiesarangeofactionsinthefollowingareas:• ModeShift• Conversion of Public Fleet• Incentives&Regulation• EVChargingNetwork

• Use of Biofuels• CNGNetwork• Emerging Technologies

} Investing in our Transport Future - Strategic Investment Framework for Land Transport - includingaprioritytoaddressurbancongestionandimprovetheefficiencyandsustainabilityofurbantransport.

} Smarter Travel - A Sustainable Future -setsoutavisionforsustainabilityintransportwithfivekeygoals:1)toreduceoveralltraveldemand;2)tomaximisetheefficiencyofthetransportnetwork;3)toreducerelianceonfossilfuels;4)toreducetransportemissionsand5)toimproveaccessibilitytopublictransport.Pleasenote,thispolicyisunderreviewaspartofthecurrentSustainableMobilityPolicyReview.

} National Cycle Policy Framework 2009 - 2020-setsamissiontocreateastrongnationalcyclingculturewhereallcities,towns,villagesandruralareaswillbebicyclefriendlytoachievetheobjectivethat10%ofalltripswillbebybikeby2020.TheFrameworksupportstheplanning,developmentanddesignoftownsandcitiesinacyclingandpedestrianfriendlyway,ensuingthattheurbanroadinfrastructureisdesigned/retrofittedsoastobecyclist-friendly.Pleasenote,thispolicyisunderreviewaspartofthecurrentSustainableMobilityPolicyReview.

13

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

} Get Ireland Active - The National Physical Activity Plan (NPAP) - this plan recognises that physical inactivityisademonstratedclearrisktohealthandwellbeinginIreland.ActionAreaFouroftheNPAPfocusesontheuseofthenaturalandbuiltenvironmentasawaytobuildindailyphysicalactivity.Itrecognisesthatpromotingactivetransportisthemostpracticalandsustainablewaytoincreasephysicalactivityaspartofpeople’severydayroutine.Itspecificallyidentifiestheroleofwalkingorcyclingforutilitytransportasameanstoincreasepeople’sphysicalactivitylevels.

} Get Ireland Walking isaninitiativebySportIrelandandsupportedbyHealthyIrelandwhichisdeliveredbyMountaineeringIreland.Thecoreaimoftheinitiativeistounifyandenabletheeffortsofallagenciesinterestedinpromotingwalking.ItisanationwideinitiativetodeliverprogrammesinconjunctionwithAllSportsPartnerships.TheprogrammehopestocreateavibrantcultureofwalkingthroughoutIreland.

} Design Manual for Urban Roads and Streets (DMURS) -setsoutthemannerinwhichroadsandstreetsinsuburbanareasshouldbedesignedtoprioritisetheneedsofpedestrians,cyclistsandpublictransportusersandreducethedominanceoftheprivatecar.

} Sustainable Urban Housing: Design Standards for New Apartments - Guidelines for Planning Authorities - theseupdatedstandardsincludeadefaultpolicyforcarparkingprovisiontobeminimised,substantiallyreducedorwhollyeliminatedinhighlyaccessibleareas;andasignificantuptakeinthequantityandqualityofcycleparkingprovisionanddesign.

Regional } Regional Spatial & Economic Strategies (RSES) -ataregionallevel,theNPF2040recommendsthedevelopmentofRSESstoensurebettercoordinationinplanninganddevelopmentpolicymattersacrosslocalauthorityboundaries.ThethreeRegionalAssemblies(Eastern&MidlandsRAinrelationtoDublin;theNorthern&WesternRAinrelationtoGalway;andtheSouthernRAinrelationtoCork,LimerickandWaterford)arechargedwithpreparingthenewRSESsfortheirregion.TheRSESprovidealinkbetweentheNPF,theCityandCountyDevelopmentPlansandtheLocalEconomicandCommunityPlans.

} Metropolitan Area Strategic Plan (MASP) -theNPFalsorecommendsthedevelopmentofMASPsinordertoprovideamorespecificfocusoncityandmetropolitanissuesfortheCork,Dublin,Limerick,GalwayandWaterfordMetropolitanareas.InlinewiththeRSESs,theMASPswillbeprovidedwithstatutoryunderpinningtoactasa12-yearstrategicplanningandinvestmentframeworkforthecitymetropolitanareas,addressinghigh-levelandlong-termstrategicdevelopmentissues.

} Metropolitan Area Transport Strategies (MATS) -thesestrategies(suchasthedraftCorkMetropolitanArea Transport Area Strategy (CMATS), the Galway Transport Strategy, the Greater Dublin Area MetropolitanTransportStrategy2016-2035,thedevelopingLimerickShannonMetropolitanAreaTransportStrategyortheforthcomingWaterfordMetropolitanTransportStrategy)providethetransportbuildingblocksforregionalplanningintheMetropolitanareas,andare/willbeinformedbythenationalpolicyobjectivescontainedwithintheNPF2040andtheNDP.

LocalThethirdtierintheplanningandpolicyhierarchyislocalplanning,whichinvolvestheplanningframeworkfortheimplementationofnationalandregionalguidanceatthelocallevel.Thesesetoutframeworksforcitiestoachievesustainabledevelopmentandeconomicgrowth,facilitatepopulationgrowthandimprovethequalityoflifeofitscitizens.Theseinclude:

} County and City Development Plans

} Local Area Plans

} Local Economic & Community Plans

} City Noise Action Plans

TheseNational,RegionalandLocalPlansandPolicieshaveinformedandguidedthedevelopmentoftheDemandManagementStrategy,ashastheJune2020Programme for Government, which sets out a programmeforreducingemissionsanddecarbonisingtheIrisheconomy.

ThemostrelevantmeasuressetoutintheProgrammeforthisstudyaresummarisedintheTablebelow.

14

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

NATIONAL PROGRAMME FOR GOVERNMENT SUMMARY OF RELEVANT MEASURES

Mission area DescriptionTown centres first

DevelopmentofaTownCentresFirstPolicywhichwillpromotedevelopmentofunusedbuildingandlandwithintownsaspertheNationalPlanningFramework.

A national clean air strategy

DevelopRegionalApproachtoairqualityandnoiseenforcement

Investinthenetworkofmonitoringstations

Transport Eachlocalauthoritywillbeimmediatelymandatedtocarryoutanassessmentoftheirroadnetwork,toseewherespacecanbereallocatedforpedestriansandcyclists.

Anallocationof10%ofthetotaltransportcapitalbudgetforcyclingprojectsandanallocationof10%ofthetotalcapitalbudgetforpedestrianinfrastructure.

MandateeveryLocalAuthoritytoadoptahigh-qualitycyclingpolicyanddevelopcyclenetworkplans.

ExpandexpertiseonactivetravelwithinNTAandLocalAuthorities.

IncreasethenumberofchildrenwalkingandcyclingtoschoolthroughengagementbytheDepartmentofTransportandlocalinitiativessuchascyclebusandschoolstreetsandoffercycletrainingtoallchildren.

WidentheeligibilityoftheBiketoWorkscheme.

2:1ratioofexpenditurebetweennewpublictransportinfrastructureandnewroads.

Developandimplementtheexistingandplannedtransportstrategiesforeachcity.

PrioritiseplansforthedeliveryofMetrolink,Luasandotherlightrailexpansion,DARTexpansionandinterconnectorandBusConnectsinDublin,Cork,Galway,andLimerick.

Reviewfarestructurestoensurethatpublictransportandincentivisesoff-peaktravel.

TasktheNTAtoproduceaparkandrideimplementationplanforeachofthefivecities.

Anationalintegratedpublictransportsystem.

Acceleratesustainablemobilityplansforschools.

Incentiviseuseofelectricvehicles(EVs)

Legislatetobantheregistrationofnewfossil-fuelledcarsandlightvehiclesfrom2030onwardsandphaseoutdieselandpetrolcarsfromIrishcitiesfrom2030.

ReviewthecurrentmotortaxationregimetoensurethatitadequatelycapturestheharmcausedbyNOxandSOx emissions.Thiswillonlyapplytonewlyregisteredvehicles.

EVstrategytoensurethatcharginginfrastructurestaysaheadofdemandandprovideplanningguidancetolocalauthorities.

Requirethatallnewurbanbusesbeelectrichybridorelectric.

Legislatefore-scootersande-bikes.

Publishandimplementa10-yearstrategyforthehaulagesectorfocusedonhelpingthesectormovetoalowcarbonfuture.

SupportthegreeningofthetaxifleetandcontinuetoprovidefinancialassistancetotaxidriversswitchingtoBEVandPHEV.

Reviewandreducespeedlimits,whereappropriate,toaddressroadsafetyissuesandcarbonemissions.

Runapilottoexaminethepotentialforride-sharingappstoimproveruralconnectivity.

Public finances and taxation

Increasethecarbontaxto100europertonneby2030,informedbythefindingsofanESRIstudy,tobepublishedbyOctober2020onhowbesttopreventfuelpoverty.

Emissions Commitmenttoanaverage7%perannumreductioninoverallgreenhousegasemissionsfrom2021to2030(a51%reductionoverthedecade)andtoachievingnetzeroemissionsby2050.

Acceleratingtheelectrificationofthetransportsystem,includingelectricbikes,electricvehicles,andelectricpublictransport,alongsideabanonnewregistrationsofpetrolanddieselcarsfrom2030.

Ensuringanunprecedentedmodalshiftinallareasbyareorientationofinvestmenttowalking,cyclingandpublictransport.

Rural development

Accelerateroll-outofNationalBroadbandplantohelpsupporthome-workingandreducedtravel.

Supportthedevelopmentofdigitalhubstofacilitateremote-working.

15

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Study Objectives


2

16

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Study Objectives

The measures recommended as part of the Demand Management Study have been developed in order to deliver the following key Study Objectives within each of the five cities:

Manage vehicular

traffic congestion

Reduce greenhouse

gas (GHG) emissions from

road traffic

Address air quality issues

due to vehicular

traffic emissions

Improve the quality of the

urban environment

17

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

The methodology which we have used to develop the Demand Management Strategy recommendations is outlined below

Methodology


Development of the strategy - overviewContext and Study ObjectivesIdentify the Potential SolutionsRefine the SolutionsTest the SolutionsRecommendations & Delivery Roadmap

3

18

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Development of the Strategy The methodology which we have used to develop the Demand Management Strategy recommendations is outlined below.

STUDY METHODOLOGY

A. CAP

Action 81

B. Study

Objectives

C. Identify

solutions

D. Refine

solutions

E. Test

solutions

F. Recommendations

• Provides the overall context for this Study

• Objectives identified to achieve the Climate Action Plan (CAP) Action 81

Identification of potential measures through:• Best Practice review• Baseline conditions in each city• Stakeholder consultation - national and cities x 5

• Review and analysis of potential solutions against Study Objectives - initial screening

• Refinement of potential measures

• Potential measures identified and tested• Emerging recommendations - stakeholder consultation• Quantitative fleet modelling and qualitative assessment

• Recommendations Report• Delivery Roadmap

19

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

PHASE A: Context

PHASE B: Study objectivesThe Climate Action Plan - Action 81 provides the overall context for this Study and the development of the overarching Study objectives.

PHASE C: Identify potential solutionsPhase C of the study involved the identification of potential demand management measures appropriate to the five cities was generated by:1 An extensive review of International Best Practicecasestudiesinrelationtourbandemandmanagement.

Fromthis,arangeofthemedmeasureswereidentified.

THEMED DEMAND MANAGEMENT MEASURES

FISCAL

AIR QUALITY

Demand Management

TECHNOLOGY&COMMUNICATIONS

PARKING&TRAFFICMANAGEMENT

BEHAVIOURAL CHANGE

PLANNING POLICY

Recognisingtheexistingdemandmanagementinitiativesalreadybeingdeliveredacrossthefivecities,measureswerealsocategorisedasfollows:

} New measure -notpreviouslyimplemented

} Existing measure -whichshouldberetainedoverthelongerterm

} Existing enhanced measure -whichshouldberetainedandenhanced(e.g.through:applyingalevelofconsistencyatnationalandcitylevel;and/oradditionalfocusinvestedinitsapplication;and/ortransferringbestpracticefromonecitytoanother)

20

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

2 A Baseline Review ofthecurrentsituationineachcity,including:theextenttowhichdemandmanagementmeasuresmaybeneededwithineachcityinrelationtoclimatechange,congestionandairquality;existingandplannedtransportnetworksandplanningpolicies;currentdemandpatternsandprojectedfuturepopulationgrowth;futurecitytransportstrategies;existingdemandmanagementmeasuresalreadyinplaceandplansforfutureinitiatives.

3 Extensive stakeholder consultation wasundertaken todiscussandexplorepotentialmeasuresrelevanttotheurbanIrishcontextandbasedonthestepsabove.Thistooktheformofin-depthinterviewsandworkshopswithlocalauthorities,theClimateActionRegionalOffices(CARO)andarangeofnationalstakeholdersincludingtheNTA,TII,EPA,GasNetworksIreland,ESBCars,theNationalDisabilityAuthority(NDA),theRoadSafetyAuthority(RSA)andtheSustainableEnergyAuthorityofIreland(SEAI).

PHASE D: Refine solutionsReview and analysis of potential solutions - initial screeningThefindingsoftheinternationalbestpracticereviewandtheinsightfromthestakeholderengagementwereusedasthefoundationofPhaseDoftheStudy,therefinement of solutions.Theinitiallistofdemandmanagementmeasureswasveryvariedandincludedsomemeasuresthatarelong-establishedandwell-definedinterventions,whileothersarerelativelynewandstillevolvingintheirapplication.

Itwasimportantattheinitialscreeningstagethatpotentiallybeneficialmeasureswerenotdismissedtooearlyintheprocess.Theinitialscreeningmethodologyincludedthefollowingsteps:

INITIAL SCREENING METHODOLOGY

D1

D2

D3

D4

• Development of the measure with consideration of how it might be applied in Ireland nationally and/or within the five cities.

• Evaluation of performance of the measure against the Study Objectives, based on outcomes from existing applications elsewhere, insight from the stakeholder engagement and professional judgement.

• Qualitative analysis against multiple criteria to identify both positive and negative impacts of the measure.

• Strengths and weaknesses identification based on outcomes of the previous steps. Shortlisting of initial measures for further assessment.

Refinement of potential measures

MeasureswhichweredeemedtonotmeettheStudyObjectives,orwhichwereconsideredunacceptablefollowingtheassessmentapproachoutlinedabove,werediscountedatthisstageoftheappraisalprocess.

21

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

PHASE E: Test solutions Following the initial screening, shortlisted measures were tested using more detailed quantitative and qualitative appraisal in order to assess their impact in reducing emissions, tackling congestion and improving air quality in the five cities. At this stage of the Study, measures were identified as either Strategic Framework measures, National Toolkit measures or City Toolkit measures (delivered as a tailored package by individual cities).

Step 1 - stakeholder engagement

SYSTRAdesignedanddistributedanonlinesurveyforself-completionbyawideselectionofstakeholders,agreedinconsultationwithDoT,andtheStudySteeringGroupusinganationalandcitylevelstakeholdermappingexerciseandthecontactdetailsofthosetakingpartintheinitialphaseofstakeholderengagement.Thesurveyassessedviewstowardstheshortlistedmeasures,including:

} Theextenttowhichstakeholdersfeltthemeasurewassuitableforfurtherconsiderationatanationallevel. } Ifbelievedtobesuitable,theyearbywhichthemeasureshouldbedeliveredbynationalstrategy. } Whichmeasuresshouldbeconsideredanationalpriority. } Identificationofmeasuresdeemednotsuitableandthereasonsforthis. } Identificationofthekeyconstraintsinthedeliveryoflocallevelmeasures. } Suggestionsofalternativemeasuresnotcapturedintheshortlist.

Step 2 - study objectives assessment

A detailed evaluation considered the performance of eachmeasure against the StudyObjectives, based onthebestavailableinformationontheapplicationofthemeasureinternationallyandevidencefromIrish-basedexperienceandstudies.Thedirectandindirectimpactofthemeasurewasconsidered.Forexample,ifrestrictionsonvehiculartrafficinspecificareasresultinredistributionoftraffictootherareas,thiswasconsidered.

Thelikelihoodofimpactinachievingtheobjectivewasconsideredaswellasthescaleofimpact.Together,thisgivesanindicationoftheoverallperformanceofthemeasureagainsteachStudyObjective,rankedonaseven-point scale as follows:

Rating -3 -2 -1 0 1 2 3

Description SignificantlyAdverse

ModeratelyAdverse

Slightly Adverse

No or Neutral Impact

Slightly Beneficial

ModeratelyBeneficial

SignificantlyBeneficial

Step 3 - quantitative fleet modelling

AkeyelementinformingtheRecommendationsistheassessmentoftheimpactofindividualmeasuresonvehicleownershipandpurchaseresponsestowards‘cleaner,greener’fleets-andtheimpactthisislikelytohaveonthecarbonemissionsandairqualityofindividualcityfleets.

Usingthebaselinefleetprofilesforeachcity(whichtookplaceinFebruary2020viaANPRsurveysundertakenbyTracsisTraffic&DataServices),theStudyteamundertookspreadsheetbased‘fleetmodelling’topredictthecumulativeimpactsofvehicleownershipresponsestoappropriatedemandmanagementmeasuresineachcity.

ThefleetmodellingusedscrappageratesdevelopedfromexistingIrishdata,inordertoinformlikelyconversiontocleanerfleetsovertimeandbehaviouralresponseparametersderivedfromexistingrelevantresearch.Theseparameters are based onvalues from recent research undertaken by SYSTRA in a number of English CleanAirZoneStudies- inparticularthepatternofresponsestovariousCleanAirmeasurespredictedbythelocalbehaviouralresearchundertakenbySYSTRAinBradford,SheffieldandRotherham.

22

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Step 4 - strengths and weaknesses assessment

Basedontheoutcomesoftheprevioussteps,themainstrengthsandweaknessesofeachmeasurewereidentifiedandsummarised.Indoingso,itispossibletoascertain:

} Howefficientthetransportdemandmanagementmeasureis.

} Howeffectivethetransportdemandmanagementmeasureis.

} Thetransportdemandmanagementmeasure’scontributiontothestudyobjectives.

} Thedeliverabilityofthetransportdemandmanagementmeasure.

Step 5 - qualitative analysis against multiple criteria

Moredetailedqualitativeanalysiswasundertakenforthosemeasureswhere:

} ThescaleofdeliveringtheStudyObjectiveswasdeemedtobesubstantial.

} Therewouldbesignificantchangefromexistingdemandmanagementapproaches.

Thisincludedadditionalanalysistoidentifythenationalandlocalpolicy,legislative,economicandfiscalimplicationsofdifferentmeasures.

Inidentifyingappropriatecriteriaforanalysis,ablendedevaluationapproachwasdeveloped,sothatallrelevantcriteriawereexplored.Firstly,considerationwasgiventothestandardcriteriaincludedintheDepartmentofTransport’sCommonAppraisalFramework18(Economy,Safety&PhysicalActivity,Environmental,Integration,Accessibility&SocialInclusion).Inaddition,otherestablishedapproacheswereutilised,includingaPESTLEanalysis(political,economic,social,technological,legal,environmental).

EachmeasurewasconsideredinthecontextofthecriterialistedbelowandthekeyperformanceindicatorswereassessedonasevenpointscalefromSignificantlyPositivetoSignificantlyNegative.

EVALUATION CRITERIA & KEY PERFORMANCE INDICATORS

Evaluation criteria Key performance indicatorEconomic Fiscalimplications-costtotheExchequer

Costtothetransportuser(includingdirectmonetarycostandvalueoftime)ImpactonthenationaleconomyImpact on the local economy

Political Political/publicacceptabilityAccessibility & social inclusion

Impactonthosesufferingfromsocialdeprivationand/orgeographicisolationImpactonthosewithmobilityand/orsensorydisabilities

Safety, physical activity & health Transportuser-levelsofphysicalactivitybytransportusers

Implementation Implementation-technology.ExtentoftechnologicalbarriersoropportunitiesImplementation-timescale.Timescalefordeliveryandrisks

Integration IntegrationwithrelevantNationalstrategiesandpoliciesIntegrationwithrelevantcity&regionalstrategiesandpoliciesTransportintegration-betweendifferentmodes,providingopportunitiesformulti-modalconnectivity

Legal Extentoflegislativechangesrequired

Step 6 - cost effectiveness

ThecosteffectivenessofthemeasuresexaminedinmoredetailinStep5wasusedindeterminingwhichmeasuresaremostsuitabletobebroughtforwardasrecommendationsfromthisstudy.Usingqualitativeanalysis,thecosteffectivenesswascalculatedbasedonperformanceagainstthestudyobjectivesversusthecombinedcosttotheexchequerandthe travellingpublic.Theresultsof themulti-criteriaevaluationwereaddedtoobtainanoverallscorethatwasusedtorankthemeasuresandinformthedevelopmentandprioritisationoftheDeliveryRoadmap.

23

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

PHASE F: Recommendations & Delivery RoadmapThe phases above culminate with the identification of a set of proposed Recommendations for the Demand Management strategy at both a national level and for each city and the development of the Delivery Roadmap. These can be found in subsequent sections.

24

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Demand Management Measures

Tier 1 - Strategic Framework


Introduction to the Tiered measures approachTier 1 Strategic Measures

4

25

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Introduction to the Tiered Measures

Tier 1 TDM Strategy PillarsSubsequenttotheshortlistingofsuitabletransportdemandmeasuresforfurtherconsiderationandincommencingthemoredetailedqualitativeanalysis,itbecameapparentthatsomemeasureswouldleadtosuchascaleofimpactorchangethattheywouldbenefitfrommoredetailedanalysistoidentifythemostappropriatestrategy.

Allofthesemeasureswouldhavefarreachingimpactsbothgeographicallywithinthefivecitiesandbeyond.ThesemeasureshavebeengroupedinTier1asthe2020TransportDemandManagement(TDM)StrategyPillars.

Tier 2 TDM ToolkitTheremainingmeasureshavebeenassessedintermsoftheireffectivenessindeliveringthekeyStudyObjectives.UtilisingaToolkitapproach,therecommendedTier2demandmanagementmeasurescanbeappliedindifferentwaysandintensities,recognisingthedifferentcircumstancesofeachofthefivecitiesandtheircurrentandplannedapplicationofdemandmanagementinterventions.TheseTier2Toolkitmeasuresofferflexibilityandadditionaloptionsforlocalandnationalinterventionstoaddressthesignificantchallengesahead.Foreaseofreferenceandinrecognitionofthenatureoftheirapplication,theTier2measuresaresplitintotwotoolkits,2ANationaland2BCity.

AllthreeTiersincombinationwillformthefuturestrategicdirectionofdemandmanagementinthefivecities.

Tier 2ANational

ToolkitTDM

Tier 2BCity

ToolkitTDM

Tier 12020 TDM

Strategy Pillars

Tier 1 measures – informing the Delivery RoadmapGiventhescaleoftheTier1measures,itisunlikelythatallofthemwouldbeimplemented.Indeed,someTier1measureswouldbeconsideredmutuallyexclusive.Inothercases,thebenefitofameasurewouldbediminishedifcertainalternativemeasureswereimplemented,thereforemakingthemunsuitableforrecommendation.Inaddition,someTier1measuresarebettersuitedtoparticularcitiesmorethanothers.

ThesefactorshavebeenconsideredinthepreparationoftheTDMDeliveryRoadmap(outlinedinChapter8),whereTier1measuresareconsideredcollectivelyforeachofthefivecitiesinturn.TohelpintheDeliveryRoadmapdevelopment,thedetailedquantitativeanalysisforTier1measureswasusedtoprovideanoverallranking.Therankingisnotintendedasameansofexcludingmeasures,ratheritisusedasaguidewhendecisionsneedtobemadebetweenpotentiallycompetingmeasures.

26

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Tier 1 - Strategic Framework


Fiscal Management (FM)

VehicleTaxation FM01:ProgressiveVehicleTaxation

FM02:VehicleTaxationperkm

FM03:Time/LocationbasedVehicleTaxationperkm

AlternativeFuels FM05:AlternativeFuelledVehicleSupport

CongestionCharging FM11:CongestionCharging

Air Quality (AQ) Clean Area Zones/Low Emissions Zones

AQ01:CleanAirEnablingLegislation

AQ04: Clean Air Zone (CAZ) via ANPR

AQ05:CleanAirZone(CAZ)viaNationalVehicleStickerScheme

Parking & Traffic Management (PTM)

WorkplaceParkingLevy PTM01:WorkplaceParkingLevy

On-StreetParkingControls&Pricing

PTM04:PublicParkingControls

Planning Policy (PP)

Transport & Public Health PP01: Healthy Streets Assessments

Transport Appraisal Enhancements

PP03:TransportAppraisalMethodologies

NationalPlanningFrameworkDelivery Management

PP04:EnhanceDeliveryofNationalPlanningFramework

Development of 15-minute neighbourhoods

PP08:15-MinuteNeighbourhoods

27

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Vehicle Taxation IntroductionFM01, FM02, FM03

Taxationisoneofthelongestestablishedmethodstoinfluencevehiclepurchasingbehaviour.Ireland’sexistingtaxationmeasuresaimtodeterthepurchaseanduseofcarswhichemithighlevelsofCO2.Motorvehicletaxationisgenerallytargetedatprivatecarswhichcomprise78%ofallvehiclesinIrelandandareresponsibleforaroundtwiceasmuchannualCO2emissionsasHeavyGoodsVehiclesandLightCommercialvehiclescombined.Inaddition,emissions-basedtaxationpoliciesarelikelytobemoreeffectiveinrelationtoprivatecars,asthereisagreaterrangeofvehiclesandalternativemodesavailable.

ThenumberofprivatecarsinIreland’svehiclepopulationhasbeengrowingsteadilysince2011with230,000additionalcarsonourroadsin201819.Lookingfurtherback,whilstsomeofthegrowthupto2008wasreversedintheearly2010s,thegeneraltrendisfortotalnumberofprivatecarstorisesteadilyyear-on-year.RecentdataindicatesthattheannualgrowthinprivatecarsinIrelandwas+3.25%in2019alone20.

Thereisasignificantriskthatwithouteffectiveinterventiontomoveawayfromlongtermstrends,theGovernments’policytoradicallyreducetotalroadtransportemissionswillnotbeachieved.

Existing SituationSince2008,Ireland’sVehicleRegistrationTax(VRT)andMotorTaxstructuresforprivatecarshavebeenlinkedto CO2emissions.Priortothis,MotorTaxbandswerecalculatedonenginesizeandthesebandscontinuetobeappliedtocarsregisteredpre-July2008.In2008whenthemeasurewasintroduced,only3%ofthecarsregisteredwerecompliantwiththelowesttaxband(BandA).Since2015,inexcessof60%ofvehiclesregisteredforthefirsttime,bothnewandsecond-hand,wereinthelowesttaxband.

PRIVATE CARS REGISTERED FOR FIRST TIME PERCENTAGE WITHIN BAND A

0%

10%

20%

30%

40%

50%

60%

70%

80%

2004

2006

2008

2010

2012

2014

2016

2018

PRIVATE CAR VEHICLE POPULATION

0

500000

1000000

1500000

2000000

2500000

2000

2002

2004

2006

2008

2010

2012

2014

2016

2018

VEHICLE POLLUTION PRIVATE CARS

0%10%20%30%40%50%60%70%80%90%

100%

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Percentage Diesel Percentage Petrol Percentage Other

28

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Inadditiontolargescalechangesinthedistributionofthecarfleetacrosstheemissionsbands,therehasbeenasignificantshiftfrompetroltodieselsincethetaxationstructurechangesin2008.Whilstgrowthinhybridandbatteryelectricvehicleshasacceleratedinrecentyears,Ireland’shighdieselmarketshareremainsanoutlier in Europe .

The measurement of CO2andfuelconsumptionusedoverthelastdecadehasbeenbasedonthenowdiscreditedlaboratorybasedNewEuropeanDrivingCycle(NEDC)emissionstest.DuetothedivergencebetweenNEDCderivedCO2emissionsandestimatedrealworldvalues,itislikelythattheratesoftaxationappliedtoprivatecarshavebeenfartoolow.DatareportedbytheTaxStrategyGroupindicatesthatin2017realworldCO2emissionscouldbeoftheorderof40%higherthanNEDCcalculatedvalues.

UnderEUregulations,carmanufacturersarebeingobligedtoproducefleetswithincreasinglylowerCO2 emissionsrates.TheWorldHarmonisedLightVehiclesTestProcedure(WLTP)testbecamemandatoryforallnewcarregistrationsfromSeptember2018withthetransitiontoWMTPforthepurposesofmotorvehicletaxationmandatedfromthe1stJanuary2021.ArecentreportbytheTaxStrategyGroupsetoutpolicyoptionsforthetransitionofvehicletaxestoaWLTPbasewiththestatedpolicyobjectiveto:“bothmaintainalevelplayingfieldfornewandusedcarswhiledeliveringontheGovernment’sclimateactiongoalstothegreatestextentpossible”.

Firsttimecarregistrationsarecomprisedofnewcarregistrationsandsecond-handimports(generallyfromtheUK).Therateofsecond-handimportshasfluctuatedconsiderablyovertime,inlargepartduetofluctuationsintherelativevalueoftheEuroandPoundSterling,butalsoduetoinfluencesofUKdemandmanagementmeasuresonthesecond-handcarmarket.Thecostofsecond-handdieselcarsintheUKhasfalleninrecentyears,asdemanddeclinesinresponsetotheintroductionofcleanairzonesandconcernsoverfuturetaxationchanges.Second-handimportstoIreland,ofmainlyUKdieselcars,hasrisenfromathirdoffirstregistrationsin2015toaroundahalfin2019.This,alongwiththeCO2basedtaxationstructuressince2008,hasintensifiedtherecentdieselisationoftheIrishcarfleet.

Giventhatdieselcars(evennewEuro6ones)generatesignificantlymoreNOX emissions than all but the oldestpetrolcars,theserecenttrendsindieselcarownershipinIrelandareveryconcerningfromanairqualityperspective.Inresponse,aVRTsurchargetiedtonitrogenoxide(NOx)emissionslevelswasintroducedinthe2020Budget.Thismeasureseekstoaddresstheharmfulenvironmentalandpublichealthimpactsofvehicleemissionsandalignswiththe‘polluterpays’principle.

29

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4FM01

European ExamplesEveryvehicleregistrationintheNetherlandsischargedvehicleregistrationtax.Thetaxappliestobothnewandsecond-handvehicles.TheamountvariesdependingontheCO2 emissions of thevehicleaswellasitsfueltype.Thetaxisrelativelyflatupto80gCO2/kmbutraisessubstantiallythereafter.

Norway has the highest level of BEVadoptioninEurope,withBEVsgaininga42%shareofnewcarsalesin2019.VehiclepurchaseandregistrationtaxesarehighinNorwayandtheexemptionof BEVs from all purchase taxes (includingVAT)resultsinBEVandICE versions of similar vehicles beingsimilarlypricedinNorway.

ManyotherincentivesforuptakeofEVsinNorwayexistincludingexemptionfromannualmotortax,useofbuslanesand,upuntil2017,freemunicipalparkingandexemptionfromroadtollcharges.However,alargestudyofBEVownersinNorwayfoundthatthefiscalincentivesonpurchaseandregistrationtaxeswerebyfarthemostdecisiveincentivefortheirBEVpurchase.

Vehicle Taxation FM01: Progressive Vehicle TaxationProgressive taxation measures towards cleaner, saferfleets

Description of MeasureThecurrenttaxationstructurewillnotbefitforpurposeintothefutureandthismeasureseekstoensurethatnecessarychangestoVRTandAnnualMotorTaxwilltakeappropriatecognisanceoftheobjectivesofthisstudy.ThereisarecognisedneedtoreviewtheeffectivenessandappropriatenessofIrelandvehicletaxationstructuresandanumberofreportsandproposalshavebeenpreparedincluding:

} AnAnalysisoftheSustainabilityofVehicleRegistrationandMotorTax,ParliamentaryBudgetOffice,HousesoftheOireachtas,Publication50of2019.

} ClimateActionandTax,TaxStrategyGroup-20/06,September2020.

Akeychallengeintheyearsaheadwillbetobalancetheneedtosupportandencourageashifttoloweremissionsvehicleswiththeneedtobreakthelinkbetweeneconomicgrowthandgrowthinthevehiclepopulation.Atpresent,thebasecostoflesspollutingvehiclesiscomparativelyhigh,particularlyinrelationtooldersecond-handdieselimportsfromtheUK.Therefore,inbroadterms,itisconsideredappropriatetoapplycomparativelylowtaxlevelsonlowemissionvehicles,withagreaterlevelofdifferentiationtomaintainthe‘polluterpays’principleandreflectbothgreenhousegaspollutionratesandotherharmfulenvironmental impacts such as NOx.

WhileacompleteshifttoElectricVehicles(EVs)wouldbringaboutpositivereductionsintailpipegreenhousegasandairpollutants,itwouldnoteliminatecertaintransport-basedairpollutionorcongestion.Forexample,BatteryElectricVehicles(BEVs)stillemitdamagingPM2.5andPM10duetonon-exhaustemissions(predominantlyfrombrakesandtyrewear).TherearealsosomeconcernsinrelationtothenegativeenvironmentalimpactsofthemanufactureofEVs,theassociatedelectricitygenerationandtheneedtoprovideinfrastructuretoaccommodatethephysicalspaceoccupiedbyprivatevehicles.Tomanagetheseundesiredimpacts,withtheexpectationthattechnologicaladvancementsandscaleofproductionwillreducetherelativebasecostofEVsinthemediumtolongerterm,considerationshouldalsobegiventoincreasingtheratesoftaxationonnon-ICE(InternalCombustionEngine)cars.

Best Practice EvidenceCountriesthatapplyemissionsorfuel-basedregistrationtaxeshavesignificantlylower average CO2emissions.

30

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Stakeholder Feedback

Perceived issues and concerns Perceived benefits and opportunities

} Alternativesneedtoexistpriortodelivery-includingfinancialincentivestoswitch.

} Shouldtaxfuelinstead. } Negativeeconomicimpactsoncitycentres.

} General support shown for measure - newer vehiclesshouldnotbepenalised,eveniftheyincludemoreexpensiveparts.ShouldbepairedwithFM04.

} Exemptionsshouldalsobeinplaceforthosecar-pooling.

“Taxing negative behaviour without matching initiatives to provide affordable and reliable sustainable mobility offer (across private and public modes) will have negative socio-economic effects and impact businesses, so to counter such opposition, we need matching incentives and availability of the green alternative.”

Assessment of Likely Impact in Delivering the Study Objectives

ThereisverystrongevidencefromIrelandandinternationallythatVRTandMotorTaxationmeasureshaveasignificantimpactonfleetprofiles.Withsuitableadjustmentstobalancethesupportforthemultiplestudyobjectives,progressivetaxationwilldeliversignificantbenefits.

Impact in Delivering the Study Objectives

Carbon

Urban Environment Congestion Air Quality

Rating -3 -2 -1 0 1 2 3TOTAL SCORE 5

Exchequer Cost SignificantlyBeneficial

Withprogressivetaxation,thedeclineinmotortaxrevenueswillreverse.

User Cost ModeratelyAdverse

Willlikelyresultinamixtureofhigherandlowerchargesforsomeusersintheshort term.Inthemediumterm,chargeswillpotentiallyneedtoincreasetoactasa demandmanagementtool.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

1 0 -1 0 -2 0 0 0 1 0 0 0

31

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Implementation Considerations

Thereissomeevidencefromtheinternationalbestpracticereviewtoindicatethatvehicleregistrationtaxismoreimpactfulonbehaviouralchoicethanannualrecurringtaxes.Thefinancialimplicationsoftherecurringtaxarehardertocalculateinadvanceandareuncertainduetopotentialchangesinlaws.Inmanycases,CO2 isonlyoneofseveraltaxcomponentsandthefinancialadvantageofbuyingalow-emissionvehicleislessclear.Consumersarethuslesssensitivetoownershiptaxesthantoone-offregistrationtaxeswithaclearpricesignal.

Caremustbetakenthattheapplicationofincentivestochoosevehicleswithlesstailpipeemissionsdoesnotoverlyencouragetheearlydisposalofreasonablequalityfleet.Whenassessedonalifecyclebasis,takingaccountofemissionsembeddedinthemanufacturingandend-of-lifecycleofacar,iffleetisturnedovertooquicklytherewillbeanegativeimpactonoverallemissions,eveninthecaseofreplacingcertainICEvehicleswithanalternativefuelsvehicle.

Implementation Timescale

Fleet Modelling Results

NOx

-63%

-33% CO2

Overall Priority Rank

7

Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.

32

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4FM02 & FM03FM02MileageBasedVehicleTaxationperkm

} Simpleperkmmotortaxchargecoulddisadvantagelongdistancemotoristswhohavenosuitablealternative,e.g.inruralareas

} Withoutvariationsinchargesbytimeofdayorlocation,therearelimitationsontheeffectivenessintacklingurbancongestion

} The management of cross bordertravelcouldbechallenging

FM03MileageBasedVehicleTaxationvariedbytimeand/orlocation

} ImplementedthroughanautomatedsystemsuchastheGlobalNavigationSatelliteSystem (GNSS)

} Chargesappliedperkmwithadjustmentsforvehicletype,locationandtimeofday

} Higherperkmratecouldbeappliedincongestedurbanareasversusruralroads

} Likelytobeanumberofyearsbeforesuitabletechnologyandsystems are available for use

Vehicle TaxationFM02: Vehicle Taxation per kmMileage Based Vehicle Taxation per km

FM03: Time/Location based Vehicle Taxation per kmMileage Based Vehicle Taxation varied by time and /or location (e.g. between urban and rural areas)

Description of MeasuresIntermsofdemandmanagement,existingVRTisasunkcost,inthatthepaymentisdueasaone-offtaxwhenthevehicleisregisteredforthefirsttime.Thedecisiontopurchaseavehicleisgenerallyaveryinfrequentoccurrenceandthereislittleopportunitytoinfluencebehavioursdynamically.Whilsttheexistingmeasureshaveadirectimpactontheprofileoftheprivatecarfleet,thereisnodirectimpactontheutilisationofvehiclesoncethepurchasehasbeenmade.Aheavilyusedvehiclewithmoderateemissionsratescouldverywellbemoreharmfultotheenvironmentthananinfrequentlyusedhighpollutingvehicle.

FM02andFM03seektoaddressthisweaknessbyintroducingadistance-basedtaxation.Itisenvisagedthatratesofchargewouldcontinuetobevariedbasedonratesofvehicleemissions.

Best Practice EvidenceTherearenoestablishedexamplesofsimilardemandmanagementmeasuresinoperationinrelationtoprivatecars.Thereareanumberofdistance-basedchargingstructuresinexistenceforheavygoodsvehicles.NewZealandhasextendedtheirmeasurestoincludelightdieselvehicles.Theschemeisadministeredthroughon-boarddistance-basedrecordingdevices.Singapore’selectronicroadpricingsystemiscurrentlybeingupdatedsothatphysicalgantrieswhichclockthepresenceofcarsaresupplementedwiththeGlobalNavigationSatelliteSystem(GNSS)technology.


Perceived issues and concernsPerceived benefits and opportunities

Both

mea

sure

s

} Public acceptability } Difficultyrelatedtomeasurementorself-declarationofdistancetravelled

} Negativeeconomicimpactsoncitycentres

} Alternativesneedtoexistpriortodelivery-includingfinancialincentivesto switch

} Supportforusage-basedtaxsystem,basedonmileage

} CouldsupporttransitiontoSmartCitiesandSmartRegions

FM02

} Negativeimpactsontourists } Negativeimpactsonruralcommunities } Increasedcostsfortaxis-needsupport

FM03

} GDPR concerns } Technological constraints } Politicalconstraints

33

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


FM02 Congestion

Urban Environment Air Quality Carbon


Exchequer Cost ModeratelyBeneficial

Withprogressivetaxation,thedeclineinmotortaxrevenueswillreverse.Increasedcostofadministration.

User Cost SlightlyAdverse

Perkmusewillresultinthosewhotravellesspayingcomparativelylowertax.Followsthe‘polluterpays’principle.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

2 0 -1 0 -2 0 -1 -2 1 0 0 -2


FM02andFM03couldnotbeappliedsimultaneouslythoughtherecouldbeatransitionfromonetotheother.Itisnotconsideredpracticaltohavedifferenttaxationstructuresindifferentcities.



9

34

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


FM03 Congestion

Carbon

Urban Environment Air Quality


Exchequer Cost ModeratelyBeneficial

Withprogressivetaxation,thedeclineinmotortaxrevenueswillreverse.Increasedcostofadministration.


Perkmusewillresultinthosewhotravellesspayingcomparativelylowertax.Followspolluterpaysprinciple.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

3 1 -1 0 -1 0 -3 -3 2 2 1 -3


FM02andFM03couldnotbeappliedsimultaneouslythoughtherecouldbeatransitionfromonetotheother.Itisnotconsideredpracticaltohavedifferenttaxationstructuresindifferentcities.



5

35

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4FM05

€ -

€ 10.00

€ 20.00

€ 30.00

€ 40.00

€ 50.00

0

5000

10000

15000

20000

25000

30000

HEV PHEV BEV Total

Mill

ions

VRT Reliefs in 2019

Cost of Relief Volume

Alternative FuelsFM05: Alternative Fuelled Vehicle SupportBEV: Battery Electric VehicleFCEV: Fuel Cell Electric Vehicle (e.g. hydrogen)HEV: Hybrid Electric VehiclePHEV: Plug-In Hybrid Electric VehicleICE: Internal Combustion Engine (generally petrol or diesel)VRT: Vehicle Registration Tax

Description of MeasureTheinitialcapitalcostofalternativefuelledvehiclesisoftensignificantlyhigherthancomparativeICEoptions.Ascostisasignificantfactorinvehiclepurchasedecisionmaking,thereisariskthatthedifferentialwilllimittheattractivenessofalternativefuelledvehicles.Toaddressthecostdifferential,manycountrieshaveintroducedpurchasegrantsorsubsidiestoencouragethepurchaseofalternativefuelledvehicles.

AnotherbarriertoswitchingfromICEtoalternativefuelsisthe(perceived)lackofpublicly-availablecharginginfrastructure.Home-charginginfrastructure(forvehicleownerswithoff-streetparking)convertsthisissueofchargingfromabarrierintoanasset,byprovidingtheabilitytochargevehiclescheaplyover-nightorbetweenshifts.Grantsarewidelyprovidedtosupporttheinstallationofthis‘home-charging’infrastructure.Similargrantsortaxbreakscanbeprovidedforcommercialorganisationsinvestinginfleetcharginginfrastructure.

Thismeasurecoversthecontinuation,enhancementorphasingoutoffinancialsupportsorrequirementsforthepurchaseofalternativefuelledvehiclesand/orsupportinginfrastructure.RelatedvehicleregistrationtaxandmotortaxincentivesareaddressedinFM01.

Existing SituationPurchase grants of up to €5,000 are available through the SEAI for a new BEV or PHEVpurchasedandregisteredinIreland.Inaddition,thesevehiclesalsoqualifyforVRTreliefofupto€5,000foraBEVand€2,500foraPHEV,providingamaximumcombinedsubsidy(grant+VRTrelief)of€10,000forBEVsand€7,500forPHEVs.In2021,anewratestablewasintroducedforVehicleRegistrationTax(VRT).ThechargingstructurefortheNOxsurchargewasalsoadjustedsothat1-40mgarechargedat€5permg,and41-80mgarechargedat€15permg.Whereas2020VRTratesrangedfrom14%to36%,thenewVRTtablehasarangefrom7%forcarswithcarbonemissions(CO2)upto50g/kmto37%onvehicleswithemissionsover191g/km.The€5,000reliefforBatteryElectricvehiclesistaperedforvehicleswithanOpenMarketSellingPrice(OMSP)over€40,000,sothatnoamountofreliefisavailableforBEVswithavalueofover€50,000.

TheNTAalsoadministertaxipurchasegrantsforSmallPublicServiceVehicles(SPSVs)suchastaxisandhackneys.Theschemehasincreasedfrom€1min2020to€15min2021,withgrantsofupto€20,000nowavailabletoexistingSPSVdriverswhoscrapolder,highmileagevehiclesfornewfullelectricmodels.Aspartofthepreviousscheme,driverscouldapplyforgrantsofupto€10,000towardsthepurchaseofanewfullbatteryeSPSVwithafurther€2,500availableto

36

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

convertittoawheelchairaccessiblemodel.Thosescrappingolder,morepolluting,orhighmileagevehiclesarenoweligiblefordoublethenormalgrantiftheymaketheswitchtoelectric,with€20,000availableforanewfullelectricor€25,000forawheelchairaccessiblenewbatteryelectricvehicle.

Withtheincreasingpopularityofalternativefuelledcars,thecosttotheexchequerofsupportshasbeenincreasingsignificantly.In2019€45millioninVRTreliefswereadministered.Toensurevalueformoney,considerationisbeinggiventoadjustingthestructuretoineffectcapthelevelofsupport,particularlyforhighervaluecars.

TheEUCleanVehiclesDirectivelegislatesforpublicprocurementatEuropeanlevelanditwillbetransposedintoIrishlaw.TheDirectivewillobligepublicsectorbodiestomeetminimumtargetsfortheshareof‘clean’(low-emissionandzero-emission)vehiclesinpublicprocurementfromAugust2021.TheDirectiveadditionallyobligesIrelandtoensurethatpublictransport(bus)procurementstrategiesincludelow-emissionalternativesandaminimumlevelofzero-emissionbuses(BEVorFCEV).

Best Practice Evidence – Private CarsLookingonlywithinEurope,itisverycommonforincentivestobeprovidedtoencouragethepurchaseofalternativefuelledcars.Ingeneral,thelevelsofsubsidy/grantareofthesameorderofmagnitudeasthoseappliedinIreland.Therearesomenotabledifferences,inparticularwheresupportisgiventoFCEV.MostcountriesprovidelowerlevelsofsupportandcertainlimitsonPHEV,suchasrequirementsforminimumdistancerangeinelectricmode.

Whilstthecurrentlevelsofsupportarecomparable,thereissomedivergenceinthefuturedirection.InFlanders,Belgium,purchasesupportswhichwereavailablesince2016endedin2020.DenmarkisphasingoutVRTexemptions/reductions.FranceandGermanyontheotherhandareplanningtoincreasesupports.

Purchase SupportRegistration Tax Exemptions/

ReductionsHome Charging

GrantsBEV PHEV FCEV BEV PHEV FCEV

Ireland Austria Implied Implied Implied Belgium Ended

2020 Ended2020 Ended

2020 Denmark Phasedout

by 2023Phased

out 2022Phased

out 2021 France Ended

2018 Implied Implied Implied Germany N/A N/A N/A Sweden N/A N/A N/A Netherlands N/A

UK

Best Practice Evidence – Commercial VehiclesThereisabroadrangeoftaxreliefsappliedacrossEuropeinrelationtothepurchaseofalternativefuelledvehicles.InBelgium,forexample,BEVsare100%deductiblefromcompanytaxes.Therearealsoexamplesofsupportsfortheprovisionofsupportinginfrastructure.InDenmark,between2016and2019,commercialcharginginvestmentsweretaxexempt;supportforelectricchargingforbuseswillcontinueuntil2024.

37

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Case Study – AustriaTheAustriangovernmentisplanningtoprovidesignificantsubsidiesforthepurchaseofcommercialvehiclesacrossprivatecompaniesandlocalauthorities.Thesubsidieswillinclude:• Up to €130,000 for electric buses• Up to €60,000 for electric commercial vehicles• Upto€30,000forchargingstationsforcommercialvehicles

Best Practice Evidence – Public ProcurementsAnumberofEuropeancountrieshaveintroducedrestrictionsonandfundingforthepurchaseofvehiclesbypublicbodiesandothersareplanningto,astheEUCleanVehiclesDirectiveisimplemented.

TheSwedishgovernmentmandatestheadoptionofenvironment-friendlyandelectriccarsingovernmentfleets,withtheexceptionofsomeclassesofcars(e.g.emergencyvehicles,carswithmorethanfiveseats,vehiclesusedbysecurityandprotectioninstitutions).By2025publicauthoritiesinBrusselscanonlypurchasezero-emissioncarsandlightdutyvehicles,whichalsoappliestothepublictransportbuses.

InDenmark,fundingprogrammestosupportmunicipalitieshavebeeninoperationsince2013.PublicprocurementismovingquicklyinCopenhagen,whichaimstoconvertitsentirebusfleettoelectricvehiclesby2031.

Stakeholder FeedbackTherewerehighlevelsofsupportforthetakeupofalternativefuels,withthesuggestionthatthemeasureshouldbeextendedtocoverallpublictransportfleets.Furthermore,therewasaviewthatthismeasurewouldseektoaddressrangeanxietyandthehighcostsofEVs.

Perceived Issues and Concerns Perceived Benefits and Opportunities

} Lowimpact. } Alternativesmaybeexpensive. } Fundingshouldbefocusedonotherareas,suchastoenableswitchtonewlowemissionsvehicles.

} Extendedtograntsforrenewalsofcleanfeaturese.g.AdBluesystemsinEuro6HGVsorcleanexhausts.

Assessment of Likely Impact

Carbon

Congestion Urban Environment Air Quality


Exchequer Cost SignificantlyAdverse

Verysignificantdirectcosttotheexchequer.

User Cost SlightlyPositive

Thegrantswillgenerallyhelpclosethecapitalcostgapbetweenzero-emissionvehiclesandICE’sandthetariffsfortheelectricityandthepriceofpetrol/diesel(andthe2nd-handcarmarket)willthendeterminewhenthetotalcostofownershiptipsinfavourofthezero-emissionvehicles.

38

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 0 3 0 0 0 -1 -1 3 2 0 -1

Implementation ConsiderationsTheprovisionofgrantsisverycostlytotheexchequer.Therearealsopotentialissuesofequity,asevenwiththegrants,manypeoplecannotaffordtopurchaseanewalternativelyfuelledvehicleandstateaidissuesariseifthelevelofgrantsubsidiesforcommercialorganisationsexceed‘deminimis’levels.

Withverysignificantfinancialimplicationsfortheexchequeritisunlikelytobesustainableorprudenttocontinuethismeasureinthelongterm.However,intheshorttomediumtermthiswilllikelybeakeymeasuretomanagetheswitchtoalternativefuelledvehicles.Whilstitisacknowledgedthatthemarketischangingrapidly,itwouldbepreferabletohaveaclearstrategyforthephasingofinterventionsandtheirlikelyexpirydate.

Itisrecommendedthatsupportfortheuptakeofalternativefuelledvehiclesiscontinuedasademandmanagementmeasurewiththefollowingconsiderations:

} PHEVsupportsarephasedoutassoonaspossible.

} SupportsforBEVforbothprivateandcommercialarecontinuedandadjustedtomeetmarketcharacteristics(i.e.increasediftakeupisslowerthandesiredordecreasedifbasecostsfallrelativetoICE).

} SupportsforFCEVandHydrogencombustionenginesareprovidedwhichparticularconsiderationforlargecommercialvehiclepurchases(e.g.privatebuses).

} Supportsareprovidedforcharging/fuellinginfrastructuretoencouragetheswitchtoalternativefuelledvehicles.

} Rulesforpublicprocurementofvehiclesareenactedwithsupportinglegislationasrequired.



6

39

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4 FM11

Congestion Charging FM11: Congestion Charging

Description of MeasureTheeconomiccostofcongestionisconsiderable.Additionally,trafficcongestionisdamagingtoqualityoflifeandwellbeingandcanalsoinhibitthemovementofothermodes,walking,cyclingandpublictransport.InurbanareascongestionresultsinsignificantnegativeimpactsairqualityandCO2 emissions, as slower trafficspeedsandhigherlevelsofstop/startmovementshavenegativeimpactsonfuelefficiency.

Congestioncharging/roadpricingisoftenadvocatedasameansofmanagingtheharmfulimpactsoftraffic.Inprinciple,itisexpectedthatanincreaseinthecostofdrivingwillreducecar-baseddemand.

TheimpactofCongestionChargingschemedependsonagreatmanythingsincludingthe:

} areaaffected } level of charges } hoursofoperation } availabilityofalternativetransport } relativeattractivenessofalternativedestinations } availabilityofalternativeroutesparticularlyforthroughtraffic.

Congestionchargingschemesareexpensivetoimplementandoperate,astheyneedextensivesigning,vehiclerecognitioninfrastructure(usuallyANPRcameras&/orautomatedtollingtechnology)todetectwhenindividualvehiclesarebeingdrivenwiththecontrolledareaanda‘backoffice’toprocessthecollectionofthecharges(unlessfullyautomatedtollingisused),issuingandcollectingfinesandprocessingappealsetc.

Best Practice Evidence

Thereareanumberofschemesinoperationaroundtheworldintheformofchargingorpermitsystemsandanumberofcitiesareconsideringpotentialimplementation.Theschemesinoperationdemonstrateasignificantreductionintrafficvolumesandtransportrelatedemissions(seeBestPracticeReportformoredetails).

Case StudyYear of Implementation Outcomes

London2003

Trafficreductionof19%,increaseinbuspatronageandcyclists.16%,13%&7%decreasein CO2, NOxandPM10.

Stockholm2007

Trafficreductionof20%,NOxdecreasesof8.5%,10-14%reductioninairbornepollutants&2-3%reductioninCO2(widermetropolitanarea).

Gothenburg 2013 Trafficreductionof12%.

Milan 2012 (replacing 2008 scheme)

Trafficreductionof38%,roadaccidentsreductionof26%.CO2reductionof35%andPM10by18%.

Singapore 1998 Trafficreductionof24%andcongestiononarterialroads.

Trondheim 1991 Inboundtrafficreductionby10%.

New York Planned2022 Notyetimplemented.

40

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Itisimportanttonotethatmanyoftheimplementedschemesfaced,andstillface,significantpublicandpoliticalopposition,thoughinsomecitiespublicopinionofthechargeshaveimprovedsinceimplementation.In2005,areferendumonacongestionchargeforEdinburghwasrejectedbynearlythreequartersofvoters.ProposalsforcongestionchargesinManchesterandCopenhagenhavealsofailedtobeprogressedtodate.InthecaseofNewYork,whilstcongestionchargeproposalspreparedin2008failedtoprogress,proposalswererevisitedanditisnowplannedtoimplementacongestionchargeschemein2022.

European Experience – MilanA€5dailychargeisappliedtovehiclesenteringthecitycentre(AreaC)onweekdaysduringworkinghours.Variousexemptionsweremadefornon-pollutingvehicles,taxis,PT,disabledperson’sparkingcardholdersetc.Residentshave40freeaccessesperyearandpayareducedfeeof€2thereafter.

Motorisesmustobtainaticketfromameter,designatedshopsorviatheItalianelectronictolltagsystemTelepass.Thesystemismonitoredbycameras.

Someallowanceshavebeenmadeforcitycentrebusinesses,forexample,thecharginghoursarecurtailedonThursdaytosupportlatenightshopping.

Thereisnoindicationthattheschemehasresultedinincreasedparkingaroundtheedgeofthezoneoramodalshifttopublictransport.Thereductionintrafficisbeingattributedtolowerlevelsofthroughtraffic.

AlltheincomesfromAreaChavebeenreinvestedinprojectsforsustainablemobility:

} 62%forthestrengtheningofpublictransportinordertoimprovefrequency

} 22%forthedevelopmentofsustainablemobilityprojects

} 16%isthecostofITmanagementaccesscontrolthesoftwaremanagementandauthorizationsofpayment channels

41

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Perceived Issues and ConcernsPerceived Benefits and Opportunities

} Displacementeffectsandratrunning.

} Revenueshouldbere-investedinsustainablemobility.

} Potentialfornegativeimpactsonspecificgroups/communities–shouldbeexemptionstomitigatethese.

} Alternativesneedtoexistpriortodelivery.

} NeedexemptionsforElectricVehicles.

} Negativeeconomicimpactsoncitycentres.

} Significantfinancialinvestmentrequired.

“Congestion charges are interesting in a general sense, to try and force people to think about how they travel and what are the optimal ways of travelling. My starting point would be how you can get people moving around the place by their own power, and then public transport and then these sorts of solutions.”

Assessment of Likely ImpactThereisverystrongevidencethatCongestionChargingdeliversreductionsintrafficvolumes,improvesairqualitymeasuresandreducesthelevelsofCO2fromtransportemissions.Thereareconcernsoftheimpactonthelocaleconomyandrisksthatthemeasurewillhaveonsocialinequality.Experiencefromelsewherehasshownthatschemescanbechallengingintermsofpoliticalacceptability.

Carbon

Air Quality

Urban Environment Congestion


Exchequer Cost SlightlyPositive

Whilsttherewillbesignificantup-frontinfrastructureandadministrationcosts,theschemeisexpectedtogenerateanetsurplusfortheexchequer.


Directcosttotheuserandpotentiallyadditionaltravelcostsforthosewhochoosetoavoidthecongestioncharge.Expectedtobeexemptions/reducedchargesforparticularlyusergroupswhichcouldincluderesidents

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 -2 -3 -1 -2 0 -1 -2 0 1 0 -2

42

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Implementation ConsiderationsThereispotentialtointegrateacongestionchargezonewithalowemissionzone(seeAQ04)ashasbeendoneinOsloforexample.Ineffect,thecongestionchargewouldbevarieddependingonthevehicleemissions,withhigherrateschargedforthemost-pollutingvehicles.

Therewillbealongleadintimerequiredtoplanandensureacceptabilityofthemeasure.

Significantinfrastructurewillberequiredtoenforcethecharges.

Thecongestionchargezonewouldneedtobelargeenoughtobeimpactfulandtolimitimpactsaroundthecordon,includingreroutingonunsuitableorbitalroutesroundthecontrolledareaandincreasededge-of-zoneparkingonneighbouringstreets.Largezoneseitherfailtotargetinternalmovement(iftheschemeisimplementedasachargeforcrossingacordon)orsignificantnumbersofadditionalANPRcameras(includingmobilecameraunits),ifthechargeistobeappliedthroughoutthecontrolledarea.

Notallcitieswillhaveasuitableareawhichcanfindthis‘sweetspot’betweentoosmallandtoolargeacontrolledareaandaroadnetworkwhichavoidsthethroughtrafficcreatingsignificantorbitalcongestion.

Atpresent,itisconsideredthatthereismeritforfurtherconsiderationinthecaseofthecitiesofDublinandCork.OpportunitiesmayariseinGalwaywiththedeliveryofimprovedpublictransportandparkandridefacilitiesasenvisagedintheGalwayTransportStrategy.



11

43

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4 AQ01ExistingLegislationThe EU Air Quality Clean Air forEurope(CAFE)Directive(2008/50/EC)hasresultedinnationalregulationsoutliningacceptable,andnon-acceptable,levelsofairpollution.

IrelandhastransposedtheCAFEdirectiveintoIrishlegislationthrough the Air Quality StandardsRegulations2011.

European ExamplesGermanyhasanationalAirQualityframeworkandonlycertaincriteriacanbealteredbylocation,forexampletimings,locationandemissionstandard.Over50environmentalzoneshavebeenintroducedinGermanytodate.

InEngland,theCleanAirZoneFrameworksetsouttheprinciplesandexpectedapproachtobetakenbylocalauthoritieswhenimplementingandoperatingaCleanAirZone.

Clean Area Zones/Low Emissions ZonesAQ01: Clean Air Enabling LegislationClean Air Enabling Legislation, including taxi & buslicensing impacts

Description of MeasureTheairqualityinIrishcitiesispresentlygood;however,thereareconcernsthat,unlesstheharmfuleffectsofroadtrafficareaddressed,therewillbeexceedancesin NOxlevelsinthenearfuture.InSeptember2020,theEPA10reportedthattherewasanexceedanceoftheannualaveragenitrogendioxide(NOx) EU limit valueatonetrafficmonitoringlocationinDublincitycentre(StJohnsRoadWest).Thereportalsoshowsthat,inurbanareas,theimpactoftrafficrelatednitrogendioxidepollutionisincreasing-withtheEPAhighlightingthatthesetypesofexceedanceswillcontinueunlesswecurbourrelianceonfossilfuelpoweredtransport,particularlydieselcars.

Shouldabreachbeidentified,LocalAuthoritiesarerequiredtoprepareaclear,comprehensiveandaccessibleAirQualityPlanorreview.Ideally,thereshouldbearangeofoptionsavailabletoaddressairqualityissues,asandwhenneeded,includingtrafficmanagement,chargingmechanismsandrestrictionsonthemost-pollutingvehicles.

WhilstcurrentlegislationidentifiestheneedforanAirQualityPlanintheeventofabreach,thelegislativesupportsfordeliveryarecomplex.Thisdemandmanagementmeasureaimstoensurethatthelegislativeframeworkenablesthemostappropriateactionstobetaken,shouldtheyberequiredandthattheycanbesuitablyenforced.Itisenvisagedthatlegislationwouldprovidefortheemissions-relatedregulationofprivatecars,goodsvehicles,taxisandbuses.

Best Practice EvidenceManyEuropeancountrieshaveestablishedapproachestoenactingandenforcingCleanAirZones(CAZ)and/orLowEmissionsZones(LEZ),throughpermanentandtemporarymechanismsinresponsetopollutionemergencies.Usuallythismeansthatvehicleswithhigheremissionscannotentertheareaorthattieredchargesareappliedtomorepollutingvehicles,eitherastheycrossacordontoenterthezoneorasdailychargeforusinganyofthestreetswithinit.


“Should make clear who is responsible addressing instances where Air Quality limits are breached.”

Impact in Delivering the Study ObjectivesLegislationinandofitselfwillnotenactaClearAirZoneorsimilar;however,itisexpectedthattheexistenceoflegislationandaframeworkforinterventionswillinformthepublicastowhatactionsmightbetaken.Thisknowledgeislikelytoinformvehiclepurchasingbehavioursandresultinlessdemandforvehicleswiththepoorestairqualitystandards,e.g.olderdieselcars.

44

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Congestion

Carbon



Exchequer Cost Neutral Impact

Veryslightcostofthepreparationoflegislation.


Thepurchaseofcleanervehicleswillresultinincreasedcosts21 &/or the cost of the vehiclereplacementbeingincurredearlierthanwouldotherwisehavebeenthecase.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

-2 -1 0 0 -1 0 0 -1 0 0 0 1

Implementation ConsiderationsTheDepartmentofTransport,togetherwiththeDepartmentofEnvironment,Climate&Communicationshaveestablishedthemulti-stakeholderUTRAP(UrbanTraffic-relatedAirPollution)workinggroup.RecommendationsfromUTRAPshouldbetakenintoaccountinthedevelopmentofthisdemandmanagementmeasurewereittobeprogressed.



NOx

-60%

-26% CO2


10


45

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4AQ04 & AQ05

Clean Area Zones/Low Emissions Zones AQ04: Clean Air Zone (CAZ) via ANPRClean Air Zone (CAZ) via ANPR (where significant AirQuality concerns arise in individual cities)

AQ05: Clean Air Zone (CAZ) via National Vehicle Sticker SchemeClean Air Zone (CAZ) via National Vehicle StickerScheme (where significant Air Quality concerns arise in individual cities)

Description of MeasuresCAZsandLEZsareanincreasinglycommondemandmanagementmeasuretoaddresssignificantairqualityissuesarisingfromtransportinEuropeancities.Fundamentally,themeasurecompriseseitherbansorchargestodetertheuseofthemost-pollutingvehiclesorboth.ThereisabroadscaleofCAZsallowingforregulationstobetailoredtoimpactspecificrangesofvehicles,timesofdayandgeographicareas.Exemptionscanbeappliedtospecificvehiclesorforspecificgroups,suchasdisableddrivers.

ThemethodofenforcementoftheCAZisakeyconsiderationandcanresultinsignificantlydifferentcosts,bothfixedandoperational.Levelsofcompliancearealsodependentontheenforcementapproach.Thiscanaffectbehaviouralresponses,forexample,peoplewhoaccesstheCAZinfrequentlybycarmaybelesslikelytoreplaceanon-compliantvehicleandinsteadtakeachancethattheywillnotbechargedorfinediftherestrictionsarenotenforced.

TwomethodsofenforcementarewidelyusedinEurope,ANPRandstickersystems:

ANPR } ANPRautomatednumberplaterecognitionisusedtoidentifyvehiclesenteringthezone&/ordrivingwithinitandchargesorfinesareappliedtoeverynon-exemptvehicle.

} ThetechnologyissimilartothatusedtoenforcetheM50barrierfreetolling. } Insomecountries,dataprotectionrulesmaketheimplementationofANPRenforcementimpractical.

} Higherinfrastructurecostsandongoingadministrationandmaintenancecosts.

Vehicle Sticker Scheme } Stickersystemsrequiresvehicleownerstodisplayaclearlyvisiblestickerordiscthatisoftencolourcoded.

} Stickersystemsoffergreaterflexibilitytoadjustorexpandthegeographicareacomprisingthecleanairzone.

} Higherlevelofnon-complianceexpected,especiallyforthroughtraffic. } Enforcementcostswoulddependonlevelofenforcementandwhowouldadministerit(Gardaí,trafficwardensorother).

46

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Best Practice EvidenceANPR Case Study London and European Examples

ThereiscurrentlybothaLEZandULEZinLondon,coveringthewiderLondonareaandcitycordonrespectively.ToentertheULEZwithoutacharge,petrolvehiclesmustbe‘Euro4orbetter’anddieselvehiclesmustbeEuro6.Non-compliantlightvehiclesarecharged£12.50perdaytooperatewithintheULEZandnon-compliantheavyvehiclesarecharged£100perday.TheULEZhashelpeddelivera29%decreaseinNOx concentrationsandanestimatedreductionof4%inCO2 emissions22.TheULEZwillsoonbeexpandedtoanareaupto20timesgreaterthanthecurrentareacovered.

AcrosstheUK,anumberofmajorcitiesincludingBirmingham,Bristol,GreaterManchester,Leeds,andSheffield,havebeenmandatedbytheUKgovernmenttointroduceCAZs,totackletheircurrentairqualitybreaches.BirminghamandLeedswereexpectedtointroducechargingCAZsusingANPRin2020;however,thistimelinehasbeenimpactedasaresultoftheCOVID-19pandemic.

ANPRenforcementofcleanairzonesisalsousedinBrusselsandAmsterdam.

Sticker Enforcement Case Studies: Germany and Paris

InGermany,anationalstandardisedstickersystemwhichiscurrentlyappliedtoover50LEZand80cities,isinoperation.Toenterzonescoveredbythescheme,allvehiclesmustdisplayacertifiedstickerindicatinghowpollutingtheirvehiclesis.CertainclassesofvehiclesareprohibitedfromenteringLEZsandpolicearetaskedwithcheckingstickersandfiningoffendingdrivers.ThisismuchcheapertoimplementthanusingANPR,butworksbestwhenthepollutingvehiclesarebanned,ratherjustsubjecttoamodestdailycharge,sothatenforcementconsistsofissuingfinestoasmallnumberofvehicles,ratherthancollectingdailychargesfromalargenumberofnon-compliantvehiclesenteringthezoneeachday.Ingeneral,thelead-timeforintroducingabanonnon-compliantvehicleswillbelongerthanthetimeneededtointroducea‘modest’dailycharge.TheevaluationoftheimpactofLEZinGermanyandelsewherehasbeencomplicatedbytheeffectsofthedieselemissionsscandal,whichhasreducedthepopularityofnew(Euro6)dieselcars,eventhoughthesearenormallyexemptfromtheCAZcharges.

InParis,asimilarstickersystemhasbeenimplementedandhasresultedinadropof19%inNOx concentrations,13%ofPM2.5and8%ofPM10.TheLEZimpactledto290,000fewerParisiansbeingexposedto an annual average NOx level above the legal limit .ThestickersysteminbothcountrieshasrelativelylowercoststoimplementcomparedtoANPR;however,itismucheasiertoevadefinesthanwithcamera-basedenforcement.


perceived issues and concerns perceived benefits and opportunities

CAZ/

LEZ

rega

rdle

ss o

f en

forc

emen

t

} Politicalconstraints } Publicacceptability,withpotentialfornegativeequalitiesimpactsforthoseonlowerincomesorwithdisabilities

} Displacementeffectsandnegativeroadsafetyimpactsonthezoneboundary

} Alternativesneedtoexistpriortodelivery-includingaffordableandaccessibleEVtaxis;

} Negativeeconomicimpactsoncitycentres

} WouldfollowexamplesofgoodpracticeandmajorimpactsinUKandEurope

} Shouldalsoincludepromotionofactivetravel

} Shouldprogresstoanoutrightbanonvehicles

} Couldcontributetobetterqualityoflifeandplacemaking

AN

PR

} GDPR concerns } Thereneedstobeexemptionsfortaxisorfinancialsupporttoupgrade

} Practicable

Stick

er

Syst

em } Enforcement issues } LikelytobemorecosteffectivethanANPR

47

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


AQ04: ANPR Congestion

Urban Environment Carbon Air Quality


Exchequer Cost ModeratelyAdverse

Costofinfrastructure&managementoffsetbycharges/fines.

User Cost SignificantlyAdverse

Userswillincurcostsofcharges/finesorpurchasecostsoflesspollutingvehicles.Widerimpactsonthevalueofhighpollutingvehicles.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 -1 -1 -1 -3 0 0 -2 0 1 0 -2


NOx

-71%

-34% CO2


14


48

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


AQ05: Sticker System Congestion



Exchequer Cost SlightlyAdverse

SlightlyAdverse:Managementcostoffsetbycharges/fines.


ModeratelyAdverse:userswillincurcostsofcharges/finesorpurchasecostsoflesspollutingvehicleswithsomenon-detectedtrips.Widerimpactsonthevalueofhighpollutingvehicles.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 -1 -1 -1 -3 0 0 -2 0 1 0 -2

Implementation ConsiderationsThismeasurewouldbenefitfromaclearlegislativeframework.AQ04andAQ05aremutuallyexclusiveinanyonecityandwhilstitwouldbepossibletoapplydifferentenforcementindifferentcities,forsimplicityofunderstandingacommonframeworkforallcitieswouldbepreferable.CAZ/LEZschemescanbecombinedwithcongestionchargingasisthecaseinMilaninItaly(seemeasureFM11formoredetails).



NOx

-70%

-31% CO2


13


49

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4PTM01

Workplace Parking Levy PTM01: Workplace Parking LevyUndertake additional examination and research as to potential application of a Workplace Parking Levy within a pilot City (Cork and/or Galway and/or Dublin)

Description of MeasureAWorkplaceParkingLevy(WPL)enforceschargesonparkingprovidedbyemployers.In2012,NottinghamintroducedthefirstWPLinEurope.AparticularattributeoftheschemewasthattherevenuesraisedarelegallyobligatedtobeusedtosupportpublictransportinvestmentsintheCity,principallyPhase2oftheNottinghamtram(NET-NottinghamExpressTransit).

AWPLwouldgenerallypermitlocalauthoritiestolevyataxonemployersforeveryparkingspacetheyprovideforemployees.Businessescandecidewhethertoabsorbthecostsortransferthemontotheemployee,orsomecombinationofboth.

AsademandmanagementmeasureaWPLcould:

} Directlyinfluencecommuters’decisionstotravelbycar. } Reducethespaceusedbyparkedcarsatworkplaces. } Reducecostlyparkinginfrastructureinnewdevelopment. } Generaterevenuewhichcanbeusedtosupportothermeasureswhichencouragemore-sustainablemobility.

Existing SituationA€200parkinglevyonworkplaceparkingspaceswasannouncedinthe2008budgetandprovisionwasmadeinlawfortheimpositionofaWPL(underthe2008FinanceAct).Itwasintendedthatthelevywouldapplytoboththeprivateandpublicsector.Thelevyfacedsignificantobjectionsandwasneverimplemented.

TheOfficeofPublicWorksnolongerprovides“stand-alone”carparkingspacesforGovernmentDepartmentsandoffices(i.e.spaceswhicharenotprovidedbyalandlordaspartofthebuildingitself ).

TheTransportStrategyfortheGreaterDublinAreaincludesaimsto“reduceofthe availability ofworkplaceparkinginurbancentrestodiscouragecarcommutingwherealternativetransportoptionsareavailable”.TheCorkMetropolitanAreaTransportStrategy(CMATS)andtheLimerickShannonMetropolitanAreaTransportStrategy(LSMATS)bothproposeexaminingthecaseforaworkplaceparkinglevyinordertoreducecongestionandring-fencefundingforsustainabletransport.

50

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


TheparkinglevyinNottinghamistheonlyexampleofacomprehensive,specificWPLinoperationinEurope.Thelevyischargedatarateof£400perworkplaceparkingspaceperannumandhasraisedover£50millioninfundingfortransportinvestmentsinceitsintroductionin2012.Employerswithfewerthan11spacesareexempt.Nottingham’sWPLhasresultedinareductioninthenumberofliableworkplaceparkingspacesfrom30,000to25,000.Manyemployerspassthelevyontotheiremployeeswhichencouragestheemployeetofindalternativemeansoftraveltowork.ThereisstrongevidencethattheWPLishavingnosignificantimpactoneconomicgrowth,andhasincreasedtheattractivenessofbrownfieldsitedevelopment.TheschemeinitiallyfacedstrongobjectionsfromemployersandtheChamberofCommerce,withsignificantengagementrequiredtofindconsensus.

Partlyinresponsetotheincreasingneedtoaddresstheharmfulimpactsoftransportonairquality,anumberofothertownsandcitiesintheUKareconsideringimplementingWPLs.EdinburghandGlasgowcouncilsareconsideringimplementingWPLsinthenearfuture,whilefurtherschemesareunderconsiderationinReading,Oxford,Bristol,Cambridge,andtheLondonboroughsofBrent,Camden,HounslowandMerton.Furtherafield,parkingleviesareappliedinsomeAustraliancities,specificallySydney,PerthandMelbourne.InSydney,thelevyisappliedintheCentralBusinessDistrict(CBD)andaselectnumberofadditionallocationswithlowerlevelsofchargesappliedtothelatter.

ThelevyinNottinghamiscurrently£400perspaceperannumandleviesoftheorderof£500to£1,000paaregenerallyexpectedelsewhere,shouldschemesprogress.InScotland,thechargeswillnotbeappliedtohospitalsandNHSbuildingsandfurtherexemptionsarepossible.

Stakeholder FeedbackTherewasgeneralsupportforaworkplaceparkinglevy.


} Enforcement issues } Displacementeffects(forexample,employeesparkingonresidentialroadsnearemploymentsites)

} Low impact if employer pays } Politicalconstraints } Alternativesneedtoexistpriortodelivery-suggestionthatemployersshouldbeprovidedwithfiscalincentivestoinvestinandprovidesustainablealternativesforstaffandconvertcommercialfleets

} Negativeimpactsontheworkforce

} Generalsupportexpressed

“If business pays the employer parking fee it won’t change the mindset.”

“Will only be useful when alternatives to Workplace Parking are available, without alternatives a levy will only increase costs without any significant reduction in traffic.”

51

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion

Carbon

Air Quality

Urban Environment


Exchequer Cost ModeratelyPositive

Levywilloffsetcostofimplementationandfundsraisedcanberingfencedforinvestmentintransportinfrastructure.


Potentialdirectcosttouserorreductionintheavailabilityofworkplaceparkingspaces-expectedthattrialwillbetargetedtothosewhohavereasonablealternativemeansoftravel.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 -1 -2 -1 -1 0 0 -2 0 0 0 -1

Implementation ConsiderationsThismeasurecouldbeimplementedalongsideinvestmentinalternativetransport,suchaswasthecaseinNottingham.AnadvantageofaWPListhatitisappliedtobothexistingandfutureworkplaceparkingstock.Asaflattax,thereissomeconcernthattheimpactswillbegreateronlowerincomeemployeesand/orthosewithoutsuitablealternativetransportoptions.Employerscanhelptomitigatethisimpactbydevelopingappropriatepoliciestoreducecostsforthoseonlowerincomesand/orwithoutviabletransportalternativestocommutingbycar.Theidentificationofspacesmaybechallengingandtheidentificationofasuitableareaofenforcementwillrequirefurtherplanningwhichmaydelayimplementation.Wherecarparkingspacesarecurrentlyprovidedforanumberofemployers(forexampleatBusinessorIndustrialParks),mechanismswouldneedtobedevelopedtolevysuchfeestoindividualemployers.



12

52

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4 PTM04

On-Street Parking Controls & Pricing PTM04: Public Parking ControlsDevelopment/refresh of city centre Parking Controls & Pricing Strategy to strengthen parking as a Traffic Demand Management Measure, including EV parking pricing strategies and targeted removal of on-street parking

Description of MeasureControllingtheavailabilityandcostofparkingisoneofthemostwidelyuseddemandmanagementmeasures.Theaveragecarisparkedathome80%ofthetime,parkedelsewhereforabout16%ofthetimeandonlyinactiveusetheremaining3to4%.Themanagementofpublicparkingcontrolsandpricingisactivelyundertakeninallfivecities.Thismeasurewouldseektofurtherenhancepubliccarparkingpolicywithaviewto:

} Reducingdemandforcar-basedtransport. } Balancingtheuseoflimitedroadspace. } Improvingtheefficientuseoflimitedcarparkingresources. } Supportingplacemaking,consolidatedgrowthandbrownfielddevelopment(e.g.replacingsurfacecarparks).

} Encouragingtheuptakeinalternativefuelledvehicles.

Thismeasureisfocusedonthemanagementofexistingpublicparkingstock.ParkingcontrolsfornewdevelopmentsarecoveredwithintheTier2CityToolkitMeasuresPTM08,PTM09,PTM10.PTM04PublicParkingControlscouldcomprise:

} Tieredratesofparkingchargeswithlevelssettoproactivelymanagedemand. } Restrictionsonthepermitteddurationofparking. } Longerhoursofoperationofparkingcontrols. } Proactiveenforcementtoreduceincidentsofinconsiderateparking(forexampleonpavementsandcyclelanes)inordertosafeguardroadspaceforvulnerableandactivetravelusers.

} Targetedremovalofon-streetpublicparking. } Reducedon-streetresidentialparkingpermitentitlementsincertainsituations.

} IntegrationofEVchargingstrategieswithparkingpolicy. } Considerationofemissions-basedparkingcharging,inparticularasatargetedmeasuretoimproveAirQuality.

} SpecificmeasurestofacilitatePark&Stridetoreduceschool-gatecongestion.

Existing SituationParkingcontrolsandchargingarealreadyinplaceineachofthefivecitieswithvaryinglevelsofchargesandextentofmanagement.LocalauthoritiesprovidealimitednumberoffreeparkingspacestoEVownerslinkedtoon-streetpubliccharginginfrastructure.Publicparkingcontrolsareareservedfunction,withpoliciessetbylocalCouncillors.Specificparkingmeasuresaretakenfordisableddrivers.

53

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

The Cork MATS states: "There will be a general reduction in on-street parking levels in city and town centres over the lifetime of the Strategy to accommodate a wide range of sustainable transport measures including bus priority, laybys, safer crossing facilities, seating, contra-flow cycle lanes, bicycle share schemes and cycle parking."

The Transport Strategy for the Greater Dublin Area recognises the need to: “Secure the introduction or expansion of on-street parking controls, and charging structures, that seek to reduce commuter parking and which contribute to greater parking turnover for non-commuting purposes;”

The Galway Transport Strategy, as part of the plan to manage traffic in the central area, states that: “It is envisaged that the availability of on-street parking will be reduced, and access routes to off-street parking facilities will be rationalised and managed to minimise car circulation within the city centre…. There will also be a need to adopt a parking pricing structure which seeks to set the cost of city centre parking at a level that does not undermine travel by public transport as a financially-realistic alternative to car travel.”’

The Limerick Shannon MATS recognises that: "a gradual reduction in on-street parking levels in urban centres over the lifetime of this Strategy will be required".

Case Study: AmsterdamParkingcontrolsinAmsterdamcoveralargeproportionofthecityhavingbeenextendedoveranumberofyears.Atieredscaleofparkingchargesisappliedfromaslittleas10canhourupto€5anhourinthehistoricalcore.Hoursofoperationvarytoo,withchargesappliedupto24hoursaday.In2012,thegrossrevenuefromparkingwasnearly€160million.Nearly40%ofparkingrevenuegeneratedwasusedtocoverthecostofmanagementandapproximatelyaquarterwasallocatedtothecity’sMobilityfund,whichinvestsincycling,roadsafetyandpublictransportprojects.

Residentialparkingpermitsarelimitedandifnoparkingpermitsareavailable,applicantsareplacedonawaitinglist.Whilstmanyareashavewaitinglistsof8monthsorless,asmallnumberhaveindicativewaitingtimesextendingtoyears.Thefeeforparkingpermitsvariesbyarea.Environmentalfactorsareincorporatedintoparkingpermitrulesasfollows:

} Parkingpermitsarenotissuedfordieselcarsregisteredbefore2004andothercarsregisteredbefore1992.

} Electricvehicleownersaregivenpriorityonwaitinglistsforparkingpermits.

Amaximumofoneortwopermitsperaddressisapplied,withthenumberofprivateparkingspacesattheaddressdeductedfromtheallowance.Parkingpermitsarenotavailablefornew-buildprojects.

Overthelast20yearstherehasbeena30%reductionincaruseinthecitycentrepartlydrivenbyparkingchargesandtheinvestmentmadeinalternatives.Therehasbeenasignificantgrowthincyclingoverthesameperiod.NearlythreequartersofadultslivinginAmsterdamdonotownacar.

Citiesbudget

MobilityfundManagement &

maintenanceofparkingsystem

160 Million Euro/year

23%39%38%

USE OF PARKING FEES IN AMSTERDAM

Source:TheAmsterdamMobilityFund,2014

31%cycling

18%publictransport

13%safety

38%other

54

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Best Practice EvidenceParkingcontrolsandpricingisthemostwidelyusedtransportdemandmanagementmeasureandisappliedinmostcitiesacrossEuropeandbeyond.Bestpracticeoninnovativeparkingcontrolmeasureshasbeencollated,withexamplespresentedhere.

Parking Supply Caps: Zurich and Hamburg

Somecitiesplacealimitonthetotalnumberofparkingspacesthroughafixedcap.Whenanewspaceisbuiltoff-street,anon-streetspacehastoberemovedandrepurposed,e.g.towidenpavements,providecyclespace.

Emissions-Based Parking Charges/Controls: Amsterdam and London

ResidentialparkingpermitsinanincreasingnumberofLondonboroughsarepricedbasedonCO2emissions.ExamplesofparkingsurchargesfordieselvehiclesforbothresidentialpermitsandshortstayparkingarealsotobefoundinLondon.Islingtonappliesa£3perhoursurchargefordieselvehiclesforshortstayparkingandasurchargeof£120toresidentparkingpermits.ExemptionsforBlueBadgedisabilityholdersareapplied.InAmsterdam,parkingpermitsarenotissuedforhigh-pollutingvehicles(seecasestudy).

Parking Integration with Sustainable mobility Investments: Barcelona and Strasbourg

Barcelonausesthesurplusrevenuefromon-streetparkingchargestofinanceapublicbicyclesharingscheme.InStrasbourg,therehasbeensignificantsuccesswithPark&Ridesites.Asthecityexpandeditstramnetwork,parkingcontrolzoneswereexpanded,andparkingspaceswerereallocatedtosustainablemodes.TheparkingremovedfromthecitywasrelocatedtoPark&Ridesitesattheendofthetramlines.Combined,thesemeasuresresultedina28%decreaseinthenumberofcarsenteringthecityoveran18-yearperiod(upto2011).

Repurposing Public Spaces: Copenhagen

Copenhagenremovedhundredsofparkingspacesinthecitycentreandcreatedhighqualitypedestriandistrictsandcyclefacilities.Thecityhasalsodesignedplay-streetswithtrafficcalmingmeasuresand,forexample,formerparkingspacesreplacedbywoodenpicnictablesorcargobikeparking.Parkingchargesappliedtotheremainingspacesvarybylocationandtimeofday,withthehighestchargesappliedduringpeakhoursandthelowestchargesapplyingovernightandfreeparkingonlyfromSaturdayafternoontoMondaymorning.

Stakeholder FeedbackThereweredifferingviewsonthescopeandscaleofusingpublicparkingcontrolsandpricingasademandmanagementtool.


} Displacementeffects

} Alternativesneedtoexistpriortodelivery

} Reductionsincouncilincome

} Potentialfornegativeeconomicimpactsoncitycentresandretailvitality

} Canbedifficulttocontrolexistingparkingatprivatecarparks,includingworkplacecarparksandotherlargesitesthathavehistoricallyhadlargequantumsoffreeparkingavailable

} Potentialforacaponparkingonanareawidebasis–needacleardistinctionbetweencontrolstoparkingatdestinationandorigin,withastandardnationalapproach

} Suggestionthatparkingchargesshouldbehigherinpeaktraffichours

} General support for stronger enforcement of parking,includingillegalparkingindisabledspacesandparkingonpavements

55

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

“If we increase the parking charges, we may be pushing cars into multi-storey car parks, and it is a very important financial string for us, at the moment… if it’s easier for people to park in the shopping centres in the outskirts of the city, it’ll drive people out of the city centre.”

“Not everybody has access to public transport so that has to be considered carefully if you’re imposing any car parking charges.”

"Control of parking and enforcement of same is challenging in Galway as although clamping is provided for in the bye-laws, the elected members passed a motion a number of years ago not to clamp vehicles."


Congestion

Carbon

Air Quality

Urban Environment


Exchequer Cost SlightlyPositive

Additionalenforcementcosts,somepotentiallossofrevenuefromparkingcharges;offsetbyhigherparkingchargesinspacesandreducedcostofprovidingroadspaceforparking.Reallocatingcarparkingspaceswouldreducetheinvestmentrequiredtodeliversustainablemobilityinfrastructure.


Directadditionalcosttotheuser.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 -1 -1 -1 -1 3 0 2 0 2 2 -1

56

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020




4

Publicparkingcontrolscanbeacost-effectivedemandmanagementmeasure,quicklyimplementedandadaptableinresponsetodemandataverylocalandfocusedlevel.

Thereisscopetomakepublicparkingpricingmoredemandresponsive,e.g.raisepricesinthebusiestareas,particularlythosethatarehighlyaccessiblebyalternativemodesandinlinewiththedeliveryofsustainablemobilityinfrastructure.Thereisalsopotentialtoremoveparkingtobetterbalancethespaceallocatedtocarsversusspaceavailablefortheincreasingvolumesofpedestrians,cyclistsandpublictransportusers.Finally,on-streetparkinghasasignificantimpactonthepublicrealmandincreasedlevelsofparkingmanagementcouldprovideopportunitiestoimprovethequalityoftheurbanenvironment.

Whenparkingsupplyisrestricted,poormanagementofavailableparkingcanincreaselocalcongestionduetoincreasedsearchtime;therefore,theongoingmanagementofparkingneedstoconsiderthetrafficimpactsoflimitedparkingwithpossiblemitigationssuchasrealtimevariablemessagesigningonspaceavailability.Anotherimportantconsiderationistherelativeavailabilityandcostofprivateparking,particularlyoutsidethecitycentres,whichmayattracttripsifstrictercontrolsareenforcedonpublicparkingspaces.Alongtermapproachtotheavailabilityofprivateparkingassociatedwithexistingdevelopmentsneedstoconsidered,includingtheimprovementofsustainabletransportalternatives,restrictionsonincreasesinparkingassociatedwiththeredevelopmentofexistingsitesandtheimplementationofpaidparkingasadevelopmentcontrolmeasure.

Crossworkingbetweenneighbouringlocalauthorityareasisalsoimportanttoachieveconsistentandeffectiveparkingmanagement.OnepotentialmechanismtoachievethislocalauthoritypartnershipapproachistheconceptofAreaBasedParkingManagement(whichcurrentplanninginIrelanddoesnotcurrentlyallowfor).Thisconceptidentifiesandaddressestheparkingneedsofalocalareaandcanbeutilisedtoreinforcethesustainabletravelhierarchy(wherebycarstorageissubordinatetotheneedsofwalking,cyclingandpublictransport).Suchanappproachcouldbeintegratedwiththeimplementationof15-MinuteNeighbourhoods(PP08)andAreaMobilityManagementPlans(BC08).

AsthenumberofEVsincreases,theneedtoaddresstheimpactofprivatevehiclesoncongestionandtheurbanenvironmentwillrequireareviewofparkingchargeexemptions,includingchargingstructuresand/orlimitsondurationofstayforEVs.ThisissueshouldbeconsideredwithinthecontextofawiderEVchargingstrategy(seePTM02).

Parkingmanagementishighlyadaptableandvaryingmeasuresareandwillbeimplementedwithinallfivecities.Anationalpolicyonparkingwouldhelptostructureinterventionsandprovidesupporttoagenciesresponsibleforparkingmanagement.

57

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

4PP01, PP03, PP04 & PP08NPFNationalPolicyObjective2a:Atargetofhalf(50%)offuturepopulationandemploymentgrowthwillbefocusedintheexistingfivecitiesandtheirsuburbs.

Integrated Planning Policy: PP01: Healthy Streets AssessmentsDevelop and embed the concept of Healthy Streetsassessments through the national and local planningprocess, implementing the approach at a local level

PP03: Transport Appraisal MethodologiesAppraisal of ‘softer benefits’ of transport schemeswithin the appraisal process - review of appraisalapproach to transport projects with potentiallygreater consideration of non-economic impacts suchas environment, policy integration and humanimpact & communities

PP04: Enhance Delivery of National Planning FrameworkFoster stronger integration as part of the NationalPlanning Framework between land use and transport

PP08: 15-Minute NeighbourhoodsDevelop and embed the concept of 15-minuteneighbourhoods through national and local plansand strategies, providing resourcing to incentivisethe implementation of 15-minute neighbourhoodsthrough national funding/grants scheme

IntroductionTheneedfortransportoriginateswithourpopulation,wheretheyliveandwheretheywanttogo,whattheyproduceandconsumeandhowthesearedelivered.Transport,particularlyinourcities,isintertwinedwiththequalityofthelocalenvironment,economicvitalityandthehealthandwellbeingofourpopulation.

IrelandhasoneofthefastestgrowingpopulationsandeconomiesinEurope.AsrecognisedintheNationalPlanningFramework,theprojectedgrowthofanextraonemillionpeopleoverthenext20yearsplacesIreland“onthecuspofagreatchange”.Intheshort,mediumandlongterm,Irelandfaceschallengesofhowbesttoprovidetheinfrastructureneededbyourgrowingpopulation,housing,transport,servicesandemploymentopportunities.

Thereisanopportunitytorethinktheplanningofourcitiesandtheirtransportnetworks.Toprovideforasustainablefuturewemustbreakthelinksofthepastbetweeneconomicgrowthandincreasedcaruse.

58

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

The Importance of Land Use and Transport Integration

Location Reducesdistancestravelled.Residentsintheurbanfringetendtotravelfurtherthanthoseinthecitycentre.

Density Reducesvehicleownership,travelandincreasesuseofalternativemodes.Supportstheprovisionofhigh-qualitypublictransport.

Land Use Mix Increasesuseofalternativemodes,particularlywalking.

Attractive Urban Realm Encourageswalking,cyclingandtheuseofpublictransport.

Transport Network Connectivity Continuityinnetworkdesigncanbettermanagetrafficandprovidingsustainablemobilitynetworkstoaccesswiderareaswithconsistenthigh-qualitydesigncanreducecardependency.

Accessibility Designingforthosewithmobilityimpairmentscanbringwiderbenefitstotheentirepopulation.

Thestudyhasexaminedhowtopotentiallymanagetransportdemand,throughdifferentapproachestolanduseplanningandurbanrealmimprovements.

Description of Measure

PP01: Healthy Streets AssessmentsInpractice,itisoftenchallengingtoensurethatthecollectiveimpactsofinterventions(orlackthereof)areproperlyconsideredandaddressed.Effective,practicalandimplementableguidelinesonhowbesttoevaluatethedesignofourstreetscanbeahighlyeffectivemanagementmeasuretosupportsustainablemobility.Onesuch approach is Healthy Streets23,whichwasdevelopedbyLucySaundersincollaborationwithTransportforLondon(TfL).

TheHealthyStreetsapproachaimstoimproveairqualityandcongestion,reducecardependencyandmakeactivetravelmoreattractiveandtocreateastreetscapefitforcommunityinteraction.TfLhavereleasedguidancefordesignerswhichoutlinestheirfutureapproachtostreetdesign,andtheapproachisnowembeddedinthe25-yearLondonPlanspatialplanningdocument.

Therearetenindicatorsusedtoassesshow“healthy”astreetisandtostructuretheguidanceonwhattoaddress.

There are a variety of tools on the https://healthystreets.com websiteforlocalauthoritiestoassesstheirstreetsandguidanceonengagingwiththepublicandusersofthestreets.ThereisalsoaHealthyStreetschecklistfordesigners.

TfLhavereleaseda“HealthyStreetsforLondon”documentontheirfutureapproachtostreetsinLondonincorporatingHealthyStreets.Init,theystatethat“London’sstreets account for 80 per cent of the city’spublicspace,yettoooftentheyaredominatedbytraffic”.InLondoncarscover19%ofstreetspaceinthecentreofLondonbutonlyaccountfor11%ofjourneykilometres.

TheLondonPlanmandatesthattheHealthyStreetsapproachbeusedinallplanningdecisions,developmentplansmustdemonstrateapplicationofHealthyStreetsandanyneworupgradedstreetsmustconformtotheHealthyStreetsapproachanddemonstratehowtheydeliveragainstthetenindicators.

Healthy Street

https://healthystreets.com

59

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

TheHealthyStreetsToolkitincludesresourcestohelpputtheHealthyStreetsApproachintopracticeandcoverthewholeprocessfrominitialassessment,throughimplementationtoevaluation.

Stakeholder FeedbackTherewerehighlevelsofsupportforembeddingHealthyStreetsassessmentsinthenationalandlocalplanningprocess,withthesuggestionthatplace-makingbenefitscouldariseasaresult.

Place-makingistheprocessofcreatingqualityplacesthatpeoplewanttolive,work,play,andlearnin.

Perceived Issues and Concerns Perceived Benefits and Opportunities

None stated } CouldspeedupthedeliveryofcycleinfrastructureandEVchargingstationsandthereforeencourageswitchtosustainablemodes.

} Considersustainablemobilitytargetsatcitylevel,informedbydataandsupportedbylocalauthoritygrantsfordelivery.

} Place-makingbenefits.

Assessment of Likely ImpactHealthyStreetsisarelativelynewinitiative,butisexpectedtohaveawiderangeofbenefitsincludingdirecthealthbenefitsfromhigherlevelsofphysicalactivity,airqualitybenefitsandlocaleconomicbenefits.

Congestion

Carbon Air Quality Urban Environment


Exchequer Cost ModeratelyAdverse

Infrastructureandplanningcoststoimproveexistingstreets.Healthbenefitswouldbringaboutadirectsavingtotheexchequer.

User Cost Neutral Impact

Potentialdirectcosttouserorreductionintheavailabilityofworkplaceparkingspaces-expectedthattrialwillbetargetedtothosewhohavereasonablealternativemeansoftravel.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 1 1 2 1 3 0 -2 1 1 1 0

60

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Implementation ConsiderationsTobesuccessful,thismeasurewouldneedtobeembeddedintolocalplanningpolicy.Fundingwillberequiredtoinitiatethemeasureandtoresourcethemanagementofitonanongoingbasis.Itwouldbepreferableifaconsistentapproachwasadoptedacrossallcities.Toachievethis,ifprogressed,considerationshouldbegiventopilotingthemeasureinonecityfirst,withtheoutcomesofthepilotstudyinformingthedevelopmentofanationalframeworkforurbanareas.



3


PP03: Transport Appraisal MethodologiesIreland’scurrenttransportappraisalisguidedbytheDepartmentofPublicExpenditureandReform’sPublicSpendingCodesandtheDepartmentofTransport’sCommonAppraisalFramework(CAF).CAFplaysasignificantroleininformingdecisionsonmajortransportinvestment.Thereareseveralothercountrieswhereformalappraisalapproachesareimplementedintheirinvestmentdecisionmaking.Irelandappraisalapproachissimilartothatusedelsewhere,especiallytheDepartmentforTransport,UK’sTransportAppraisalGuidelines.

AppraisalguidancehasevolvedovertimeandcontinuestobeimproveduponinIrelandandinternationally.FutureupdatestoCAFshouldcontinuetoenhanceappraisalandguidetransportpractitionersandsponsoringauthoritiesastohowbesttoconsidertheimpactsandbenefitsoftransportinvestment.Whilstrecognisingtheneedforrobustappraisal,informedbyinternationalbestpractice,inthecontextofthisStudy,thereareopportunitiesforaugmentedguidanceonhowtoaccountfortheimpactsoftransportprojectsandprogrammesoncongestion,greenhousegases,airqualityandurbanrealm.

Ireland’sCAFguidancegivesagoodbasisforMulti-CriteriaAssessmentandrecognisesthateconomicbenefitsshouldnotbeconsideredinisolation.ConsiderationcouldbegiventopossibleenhancementstoCAFtoprovidemorespecificguidancefortheappraisalofurbantransportschemes.TheroleofTransportDemandManagementshouldalsobeconsideredattheGatewayStageZerodecisionpointofthedevelopmentofallschemes-forexample,wouldtheapplicationofTDMmeasuresaddresstheissuesinquestionthattheschemeisseekingtosolve.

Existing SituationUnderCAF,amulti-criteriaassessmentapproachissetoutwithtransportschemesevaluatedunder6criteria:

} Economy } Safety

} Integration } Environment

} Accessibility & Social Inclusion } PhysicalActivity

CAFprovidesforoptionalweightingofthecriteria“toreflecttheirrelativeimportancetoadecision”.However,nostandardweightingtothecriteriaisrecommendedinCAFanditisacknowledgedthatchoosingtheseweightscanbecontentious.

CostBenefitAppraisal(CBA)isakeyelementofCAF.Assomebenefitsaremoreeasilyquantifiableinmonetaryterms,theytendtohavemoreimpactontheCBAoutcome.EvidencefromtheUKandNewZealandestimatedthatapproximately80%ofquantifiedbenefitsrelatedtotheeconomyintheformofValueofTravelTimeSavings.

61

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Infast-growingurbanareas,wherethereissignificantpotentialforinduceddemand,travel-timesavingsmaynotbetheidealmeasureofthebenefitsfromtransportinterventions.In2011,theWorldBankpublishedresearchon“GoingBeyondTravelTimeSaving”.ThepaperconcludedthattheWorldBank“should adopt a more robust and inclusionary framework for evaluating urban transport projects, one that supplements mobility-based measures like travel-time savings with metrics tied to accessibility, sustainability, liveability, safety, and affordability.”

Stakeholder FeedbackTherewerehighlevelsofsupportforenhancedguidelinesontheappraisalofapotentiallywiderrangeoftransportimpactsandbenefits,withthesuggestionthatplace-makingbenefitscouldariseasaresult.However,concernswereexpressedthatadditionalappraisalmightcauseunintendeddelaysintheplanningprocess.

“Public transport planning is already very slow.”


} Delaysinplanningprocess. } Generalsupportshownformeasure.

} Place-makingbenefits.

} TheCommonAppraisalFrameworkhasissuesinrelationtothelimitsoftheobjectivesitconsiders.


Air Quality

Congestion Urban Environment Carbon



Additionaleffortandcostofappraisal.Riskofimpactonfinancialcostsofprojectsandcosttotheexchequer.

User Cost Neutral Impact

TheimplementationofthismeasurewasassessedashavinganeutralimpactonUserCost.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

-2 -1 0 1 1 1 0 -3 2 2 1 0

62

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Implementation ConsiderationsTheimpactofthemeasurewilldependinlargepartonthescaleofchangetoappraisalapproaches.Ireland’scurrentguidanceisinlinewithinternationalbestpracticeandtodeviateconsiderablyfromthismightriskgeneratingunpredictableconsequences.Theassessmentofallbenefitswillneedtoutilisequantifiedandevidence-baseddataandindicators.Morefundamentally,considerationofTDMshouldbeinvolvedatGatewayStageZerodecisionmakingofallschemedevelopment–i.e.istheschemeactuallyneededorarethereTDMmeasure(s)thatcouldbeimplementedtoaddresstheissue/needinstead?



8


PP04: Enhance Delivery of the National Planning FrameworkLanduseplanningandtheintegrationoflanduseandtransportplanninghasakeyroletoplayinthereductionofprivatecaruseanddependency.Historically,urbanareaswithinIrelandhaveexperiencedsignificanturbansprawl,whichhasresultedinlowerdensitiesandchallengesintermsoftheprovisionofaccessiblepublictransport.

TheGovernmentofIrelandpublishedtheNationalPlanningFramework(NPF)inFebruary2018.TheNPFwillguidethedevelopmentofIrelandoverthenext20years,asthepopulationgrowsbyaprojected1millionwith660,000additionaljobsand550,000newhomes.Halfoftheprojectedgrowthisplannedtobelocatedinourcitieswith:

} 25%inDublin.

} 25%acrosstheotherfourcitiescombined(Cork,Limerick,GalwayandWaterford)witheachgrowingtheirpopulationandjobsby 50-60%.

TheNPFincludesaimsthatwilladdressthecurrentunsustainabletravel patternsandpotentialworseningcongestionbyenablingpeopletoliveclosertokeydestinationsandthroughtheco-ordinateddeliverofinfrastructureandservicesintandemwithgrowthtohelp.TheNPFrecognisesthatplanningandtransportpoliciesarehighlyinterdependent.TheNationalTransportAuthorityhasasignificantroleinsupportingmoreintegratedapproachestotheplanninganddeliveryofintegratedtransportinfrastructurebothonanationalbasisgenerallyandespeciallyintheGreaterDublinArea(wheretheNTAcurrentlyhasamoredetailedremit).ItisaNationalPolicyObjectiveoftheNPFtoextendthestatutoryarrangementsthatarealreadyinplacefortransportplanningintheGDAtoallofIreland’scities.TheNationalDevelopmentPlan2018-2027(NDP)setsouttheinvestmentprioritiesthatwillunderpintheimplementationoftheNationalPlanningFramework,throughatotalinvestmentofapproximately€116billion.

63

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

TheimplementationofboththeNPFandNDPiscomplexandinvolvestheworkofmanydifferentagencies.Asmajortransportprojectsprogressthroughtheproperplanning,design,procurementandconstruction,therewillbeundoubtedlyvariationsinthetimescaleofdeliveryandtheconfigurationoftheprojectsthemselves.Ifthedeliveryoftransportandlandusediverge,interventionswillbeneededifwearetomaintainthepossibilityofachievingthesustainableobjectivesoftheNPF.Thiswillbeparticularlyimportantforwhatmightbeviewedasthemoredifficulttransportandlandusechangeswithinoururbanareas,whichcancomeupagainstoppositionfromexistingresidentsandmaylackpoliticalsupport.Furthermore,iftheclimatetargetsinrelationtotransportarenotontherighttrajectory,asignificantrethinkmaybewarrented.

Stakeholder FeedbackGeneralsupportforstrongerintegrationbetweenlanduseandtransport,aspartoftheNPF,withthesuggestionthatoneagencyshouldberesponsibleforthisintegration,whichwouldhelpdelivertheassociatedplace-makingbenefits.

“Less agencies - preferable one agency with responsibility for transport and land-use integration.”

Monitoring progress on achieving the right densities, growth in the right locations and concentration of activity in close proximity to public transport nodes and corridors is an important tool to assess are land use patterns following NPF, RSES and Local Policy and is behavioural change occurring.


Carbon Congestion

Air Quality Urban Environment



Additionalresourcesrequiredtomonitorandadapttochangeovertime,toensurestrongerintegration.Someinvestmentinsustainablemobilitymayneedtobefront-led,resultinginadditionalcoststotheexchequer.

User Cost SlightlyPositive

Shouldresultinreducedtransportcostsforusers,withpotentiallysome‘bigwins’,suchasreducedcardependency.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

1 2 0 0 1 0 0 -1 3 3 1 -1

64

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Implementation ConsiderationsStructureandassignedresponsibilitieswillberequiredtoundertakeareviewoftheprogresstowardstheintendedlandusedistributionsetoutintheNPFforIreland’scitiesandthedeliveryoftransportinfrastructuretosupportsustainablegrowth,particularlypublictransportandwalkingandcyclingschemes.Thefive-yearlycycleoftheCensusprovidesanexcellentopportunitytotracktheprogressofIreland’sdevelopment.Intheinterim,giventheimportanceofsuccessfullanduseandtransportintegrationongoingmonitoringandoversightbyaduly-authorisedorganisation(withaccesstosuitablemodelling)wouldbeofbenefittoensureweareheadingintherightdirection.ThebenefitsofavailabletoolsshouldbemaximisedsuchastheNationalTransportAuthority’sRegionalModellingSystem.



2


PP08: 15 Minute NeighbourhoodsThe15-minuteneighbourhoodconceptisthatthepopulationofcitiesshouldbeabletoaccesseverythingtomeettheirdailyneedswithina15-minutewalkorcycle,includingaccesstopublictransporttoreachanymore-distantservicesorworkplaces.Atitscoreistheideaofliveable,walkablecommunities,wherewhatpeopleneediswithinaneasywalk,i.e.employmentopportunities,shops,education,healthcare,leisureandrecreationfacilities.ChampionedbyProfessorCarlosMorenoattheSorbonneinParis“lavilleduquartd’heure”isbasedonfourgeneralprinciples:proximity,diversity,densityandubiquity.Thereareagrowingnumberofcitieslookingtodeveloptheconcept.

Themeasureisessentiallydesigning/retrofittingawalkableneighbourhood,wheremosttripstoschool,shops,work,recreationandtopublictransportarewithinwalkingdistanceforthemajorityofresidents.Thishasnumerousbenefitsincludingreducingcaruseanddependencybutalsopromotingphysicalactivityandhealthyneighbourhoods.Thisinturncanreduceairpollution,trafficcongestionandimprovesroadsafety.During2020,manytownsandcitieshaveintroducedtemporaryCOVIDmobilitymeasures(includingroadspacereallocation)asapracticalresponsetotheCOVID-19pandemictoenableresidentstosafelyaccesslocalshopsandservicesonfootorbybikewhilemaintainingsocialdistancing.ForexampleinParis,over650kmofemergencybikelaneshavebeenintroducedtofacilitatemovementandaccesstolocalserviceswhilepublictransportcapacityisrestricted.

International Best Practice

Case Study: MelbourneInJanuary2018,the20-MinuteNeighbourhoodPilotProgrammeforMelbournewaslaunched.TheprogramisbeingdeliveredintwoprojectstagesinpartnershiptheHeartFoundation,VictoriaWalks,ResilientMelbourneandlocalgovernment.

15 Minute neighbourhood

examples

20 Minute neighbourhood

examples

} Paris

} Ottawa

} Melbourne

} Detroit

} Portland

65

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

“The 20-minute neighbourhood is all about ‘living locally’—giving people the ability to meet most of their daily needs within a 20-minute walk from home, with safe cycling and local transport options.”

Thehallmarksofasuccessful20-minuteneighbourhoodhavebeenidentifiedbythepartnersasneedingto:

} Besafe,accessibleandwellconnectedforpedestriansandcycliststooptimiseactivetransport. } Offerhigh-qualitypublicrealmandopenspaces. } Provideservicesanddestinationsthatsupportlocalliving. } Facilitateaccesstoqualitypublictransportthatconnectspeopletojobsandhigher-orderservices. } Deliverhousing/populationatdensitiesthatmakelocalservicesandtransportviable. } Facilitatethrivinglocaleconomies.

ToachieveliveablecommunitiestheMelbourneapproachidentifiesthefollowingfeatures:

Features of a 20-minute

Neighbourhood

LOCAL EM

PLOYM

ENT

OPPO

RTUN

ITIESWELL CONNECTED TO

PUBLIC TRANSPORT, JOBS

AND SERVICES WITHIN

THE REGION

LOCAL PUBLIC TRANSPORT

SAFE CYCLING NETWORKS

WALK-ABILITY

ABILI

TY TO

AGE

IN P

LACEHOUSING

DIVERSITY

AFFO

RDAB

LE

HO

USI

NG

OPT

ION

S

SAFE STREETS &

SPACES

SPORT & RECREATIO

N

FACILITIES

COMMUNITY

GARDENS

GREEN STREETS & SPACES

LOCAL PLAYGROUNDS & PARKS

LOCAL

SCHOOLS

LIFELONG LEARNING

OPPORTUNITIES

LOCA

L H

EALT

H

FACI

LITI

ES &

SER

VICE

S

LOCA

L SH

OPP

ING

CE

NTR

ES

66

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Stakeholder FeedbackTherewasgeneralsupportfortheconceptof15-minuteneighbourhoods,withstakeholderssuggestingthattheconceptshouldbesupportedatanationallevel,withfinancialincentivesprovidedfortheimplementationofprojectsthatseektocreate15MinuteCities/Towns.Whilerecognisingthedefinitepotentialof15-MinuteNeighbourhoodstosupportmorewalkingandcycling,itwasnotedthattheconceptwouldbecomplicatedtoimplementinsomeIrishcitiesthathavehistoricurbansprawl.

“For demand management, implementation of 10 Minute City and Town Concepts, identified as a tool in this study, should be backed at a national level and financial rewards to implement projects that create 10 Minute Cities/Towns should follow those cities, towns and communities that put a framework in place.”

Assessment of Likely ImpactAsaformalapproachtoplanning,15-minuteneighbourhoodsarerelativelynewinitiatives.Theyarealsohighlyadaptabletolocalenvironments,makingacomparisonofoutcomesdifficult.Itisexpectedthatwalkable,15-minuteneighbourhoodsreducecardependency,promoteequity,enhancelocaleconomies,improvephysicalandmentalhealth,andreducegreenhousegasemissions.

Congestion

Carbon



Exchequer Cost ModeratelyAdverseAdditionalcostofinfrastructure,e.g.provisionofpublictransport,upgradedcycleandpedestrianfacilities.

User Cost SignificantlyPositive

Reducedtransportcostsforusers,withpotentiallysome‘bigwins’suchasreducedcardependency.Reducedtraveltimesduetoproximityofserviceswillalsobringaboutuserbenefits.

Nati

onal

Eco

nom

y Im

pact

Loca

l Eco

nom

y Im

pact

Politi

cal

Acce

ptab

ility

Acce

ssib

ility

Im

pact

Soci

al In

clus

ion

Impa

ct

Safe

ty, P

hysi

cal

Activ

ity &

Hea

lth

Tech

nolo

gy

Requ

irem

ents

Del

iver

y Ti

mes

cale

Supp

ort f

or

Nati

onal

Pol

icy

Supp

ort f

or L

ocal

Po

licy

Tran

spor

t In

tegr

ation

Legi

slativ

e Im

plic

ation

s

0 2 0 1 2 2 0 0 0 1 1 0

67

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Implementation ConsiderationsTobesuccessful,thismeasurewouldneedtobeembeddedintolocalplanningpolicy.Thiscouldbetailoredtotheindividualcitiestobe10,15or20minuteneighbourhoodsdependingonachievability.Theycouldbedeliveredinphases,toaddressbothlegacyissuesinexistingplanningandtosupportprioritiesfornewdevelopmentareas.Thisapproachwouldrequireinvestment,especiallytoretrofitexistingareasofourcities.



1

68

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Tier 2 - National Toolkit


Tier 2 - National Toolkit Measures

5

69

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Tier 2 - National Toolkit

Demand Management MeasuresTheTier2measureshavebeencompiledintotwoToolkits,onecontainingnationalmeasuresandonecontainingmeasureswhichcouldbeimplementedatacitylevel.TheToolkitsareintendedtobearesourceforstakeholderstoidentifyappropriatemeasuresforgivensituations.

WhilethepotentialTier2NationalToolkitmeasuresarenotranked,eachofthepotentialmeasuresareassessedinmoredetailinthisChapter.

Fiscal Measures (FM)

AlternativeFuels FM06:HydrogenVehicleTrials

Fuel Pricing FM07:FuelTaxation

Scrappage Schemes FM08: Vehicle to Vehicle Scrappage Scheme

FM09:VehicletoMobilityCredit Scrappage Scheme

IncentivisingSustainablemobility

FM10:SustainableMobilityIncentives

Air Quality (AQ) Clean Area Zones/Low Emissions Zones

AQ02: Air Quality Monitoring

AQ03:AirQualityCitizenEngagement


EVParkingStrategies PTM03: Electric Vehicle Charging Management

Planning Policy PP)

Transport & Public Health PP02: Public Health & Transport

Behavioural Change (BC)

ISO 50001 Energy ManagementCertification

BC01:ISO50001EnergyManagementStandard-Public Sector

BC02:ISO50001EnergyManagementStandard-Private Sector

Eco-driving BC09:Eco-Driving

Behavioural Change Campaigns

BC10: Behavioural Change Campaign - Cleaner Fleets

Technology & Communication (TC)

IntegratedTicketingandMobility as a Service

TC01:NextGenerationTicketing

TC02: Mobility as a Service Pilot

ConnectedVehicles TC09:ConnectedVehicles

70

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5FM06

MEASURE TYPE

ExistingEnhanced

Alternative FuelsFM06: Hydrogen Vehicle TrialsContinue measures to support innovation trials in relation to Hydrogen vehicles

Additional DescriptionHydrogencanbeusedtopowervehiclesthroughcombustion(similartoaconventionalengine)orthroughfuelcelltechnology(FCEVs,ineffect,anelectricenginepoweredbyhydrogen).Hydrogenvehicleshavezerotailpipeemissions(otherthanwater)andhavethepotentialtocontributetoairqualityimprovementsandreductionsinCO2.Itshouldbenotedthatiffossilfuelsareusedintheproductionofhydrogen,thiscanresultinassociatedcarbonemissions.Whenhydrogenisgeneratedfromsolarorwindelectrolysistoprocesshydrogentherearezerototallife-cycleCO2emissions.

Hydrogenissignificantlylighterthanbatterytechnologyandtakesuplessspace,makinghydrogenfuelcellsanoptionforheaviervehiclesoperatingovergreaterranges,forexamplebuses.HydrogeniscurrentlynotinuseinthetransportsectorinIreland.

Thismeasurewouldspecificallyinvestpublicfundsinthetriallingofhydrogenpoweredvehicles.ConsiderationoffinancialincentivesfortheprivatepurchaseofhydrogenfuelledvehiclesandfuellinginfrastructureisincludedinFM05.

Current Situation in Ireland

Itwasintendedtotrialahydrogenbusaspartofthe2018/2019alternativefuelbustrialundertakenfortheDoT,however,asuitablevehiclecouldnotbesourcedwithinthetimescale.Inearly2020theNationalTransportAuthorityboardapprovedthepurchaseofthreehydrogenfuelcelldoubledeckbusesforoperationtrialandresearchpurposes.ItisexpectedthathydrogenbuseswillbetestedunderPhase2ofthebustrial.

Byrne Ó Cléirigh Consulting 44 Report on Diesel- and Alternative-Fuel Bus Trials

546-19X0091 Public Version December 2019

Figure 18: Estimated GHG and NOx emissions for a double deck bus on the LowCVP Urban Bus test cycle (average speed 22.4 km/h)

The plot highlights several interesting findings from the study:

1. there has been a very large improvement in NOX emissions between Euro V and Euro VI diesel buses;

2. CNG buses, while performing well on NOX emissions, are the poorest performers on GHG emissions (the report also illustrated that as the average speed decreases, the performance of the CNG bus deteriorates relative to the other technologies);

3. based on current UK electricity grid performance, electric buses are the best performer;

4. electric and hydrogen buses have significant capacity to reduce GHG emissions.

However, this plot does not show the potential GHG emission for CNG buses run wholly or partially on biomethane, which could significantly reduce the GHG emission, or how diesel or hybrid buses would perform if run on various biofuel blends.

In Figure 18 it is assumed that the diesel consumed is a 98.3% fossil and 1.7% biodiesel blend. One third of the London bus fleet are running on B20 (diesel with 20% biodiesel)28. If the biodiesel was produced from used cooking oil (UCO) or tallow, the GHG emissions for the diesel Euro VI bus would move from between 1,200 – 1,400 gCO2eq/km to 1,000 – 1,200 gCO2eq/km, a 16% reduction in GHG emission; the diesel hybrid would move into the 600 – 800 gCO2eq/km bracket, which is comparable to a hydrogen bus where the hydrogen is produced from steam methane reformation (SMR)29.

28 https://www.london.gov.uk/questions/2017/2662 29 SMR is a typical commercial production pathway for bulk hydrogen which uses methane produced from fossil fuels as a feedstock.

ESTIMATED GHG AND NOx EMISSIONS FOR A DOUBLE DECK BUS ON THE LOWCVP URBAN BUS TEST CYCLE (AVERAGE SPEED 22.4KM/H)

71

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion Carbon



Summary Assessment } Hydrogenisanimmaturevehicletechnologyandavailablevehicleshaveveryhighcosts.

} HydrogenproductionacrossEuropeisextremelylimitedatpresent.

} ThereisnohydrogenrefuelinginfrastructurecurrentlyinoperationinIreland.

} Fewcommercialorganisationswouldbecapableofbearingthecostofastand-alonehydrogenproject.

} Apubliclyfundedhydrogentrialcouldspeeduptheintroductionofhydrogenvehicles.

} AtrialwouldprovidedataonmaintenanceandoperationcostsinanIrishcontext.

} Thereisacceleratinginterestinhydrogeninternationally,particularlyasanalternativezeroemissionvehicleforusewhenEVsareconsideredunsuitableduetorange,powerortimetakentorecharge.

} OthercountriesareinvestinginhydrogentrialswiththeassistanceofEUfunding.

Best Practice EvidenceIntheUK,theOfficeforLowEmissionVehicles(OLEV)isoneofthemainnationalprogrammessupportingtheuptakeofzeroemissionmobility.AnumberofhydrogentrialshavebeenfundedbyOLEVincludingbusesinBrightonandHove,BirminghamandLondonundertheUltraLowEmissionsBusScheme.OLEV’s£23mHydrogenforTransportProgrammeprovidesfundingtosupporttherolloutofhydrogenrefuellingstationsandfuelcellvehiclesintheUK.

UndertheHydrogenMobilityEuropeproject(www.h2me.eu),€67mhasbeeninvestedtotrialhundredsoffuelcellelectriccars,vansandtrucksandprovideassociatedrefuellinginfrastructureacross8Europeancountries.Inthecontextofoperationswithincities,thestudyisindicatingthattherearepotentialbenefitsofadoptinghydrogenFCEVsforfleetswithhighutilisation(suchastaxis,police,andambulancevehicles).Anotherproject,H2-Share,partfundedbytheEUwithfinancefromregionalgovernmentsinAntwerpandNoord-Brabant(Netherlands)isinvesting€3.5mtriallingheavy-dutyhydrogenvehicles.

Stakeholder FeedbackTherewasgeneralsupportformeasurestosupportinnovationtrialsinrelationtohydrogendespiteconcernsthatthemeasurewouldonlyhavesmallimpacts.

“Trials are good for r&d but they are not likely to have impact like policy would.”

72

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5FM07

MEASURE TYPE

ExistingEnhanced

Fuel PricingFM07: Fuel TaxationProgressive taxation measures to discourage diesel use and enhance take up of alternative cleaner fuels

Additional DescriptionFueltaxationisalong-establishedmeasuretoraisefundstooffsetexchequercosts;however,revenuegenerationisnottheonlyreasonfortaxingfuels.Atpresentfueltaxationmeasuresinclude:

} Fueldutyonpetrolanddiesel

} Carbon taxes

} VAT

} Diesel rebate scheme

Fueldutyishigheronpetrolthandiesel.Thetrendoverthelast10yearsshowsincreasingconsumptionofdieselasaproportionoftotalcarsales,reflectingthegrowingproportionofdieselcarsintheIrishfleet(seeFM01).In2019,thevolumeofdieselsoldinIrelandwassignificantlyhigherthanpetrol.

2019Fuel Duty (per

1000 litres)Carbon Tax (per

1000 litres) VATVolumes

(millions litres)

Petrol €541.84 €59.85 23% 1,043

Diesel €425.72 €69.18 23% 3,679

DieselismoreexpensiveinNorthernIreland,dueinparttoequityinthedutyonpetrolanddieselintheUK.Thispricedisparityresultsinlegal‘fueltourism’withnorthernIrishcarsbuyingasignificantvolumeoffuel,predominantlydiesel,inthesouth.ItisnotablethatfueltourismcontributestorecordedRepublicofIrelandemissionsasemissionsarerecordedbasedonwherethefuelissoldratherthanwhereitisused.

Todiscouragedieseluse,fueldutyondieselcouldbesubstantiallyincreased.

73

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion



Fleet ModellingTheimplementationofprogressivetaxationmeasurestodiscouragedieseluseandenhancetakeupofalternativecleanerfuelsispredictedtocontributeto:


NOx

-60%

-32% CO2


74

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary Assessment } ThereisvolatilityintheresourcecostoffuelandtherecanbesuddenanddramaticchangesincrudeoilpricesasdemonstratedwithfallingdemandasaresultoftheCOVID19pandemic.

} Crossborderissuesarisebasedontherelativecostofdieselfuelnorthandsouthoftheborder.

} Fueltaxeswouldapplynationallyandaffectallvehiclesincludinggoodsvehiclesthatmayhavelimitedaffordablealternativeoptions.

} Giventhebroadimpactoffueltaxation,itmaynotbeperceivedasanappropriatedemandmanagementmeasureforthefivecities,makingitpoliticallyunacceptableinthecontextofthisStudy.

} Thereareconcernsthatverysignificantincreasesinfueltaxationwouldhaveadisproportionateimpactonthelesswell-offandthosewithlimitedalternativetransportoptions.

} Theuseoffueltaxtoinfluencebehaviourischallengingduetothepotentialfluctuationsintheretailpriceoffuel.

Best Practice EvidenceThetaxationofenergyproductsandelectricityintheEuropeanUnionisgovernedbytheprovisionsofCouncilDirective2003/96/EC.Forfuels,thestructureofexcisedutiesisharmonisedacrosstheEU,althoughtheratesthemselvescanvaryfromonecountrytoanother.TheCommissioniscurrentlyexaminingapossiblereviewoftheDirectivewithaviewtoalignittotheenergyandclimatechangegoalsoftheEurope2020Strategy.

Stakeholder FeedbackTherewassupportforprogressivefueltaxation,withthesuggestionthatthosewithnewerdieselvehiclesshouldpaydifferentfueltaxtothosewitholderdieselvehicles.However,thefollowingconcernswerealsonoted:

} Fueldemandisextremelyinelastic.

} Viablealternativestodieseldonotexist,especiallyfortaxisandlong-distancepassengertransport.

} Politicalconstraintsduetothenegativeeconomicimpactsoncitycentres.

“Euro 6 has very low emissions and operators should not be taxed more for investing in these vehicles.”

“Fuel pricing actually worked extremely well 20 years ago… if it’s used as an incentive, rather than a financial stick to beat people with, I think it will actually have a place. “

Ruled Out as a MeasureBasedonthedetailedevaluation,itwasconcludedthatFuelPricingthatinvolvedprogressivetaxationmeasurestodiscouragedieseluseandenhancetakeupofalternativecleanerfuels(FM07)shouldnotformakeyrecommendationofthisStudy.

Whilethemeasurewillpenalisethepurchaseofdieselfuelencouragingtheuptakeofalternativefuelsbringingresultingenvironmentalbenefits,itwouldnotbepossibletotargetitsimpactwithinthefivecities.Furthermore,theunderlyingfluctuationsintheresourcecostoffuelresultinsignificantpricechangesthatcannotbecontrolledforaswouldbeneededtobestmeettheobjectivesofthisStudy.Fueltaxationisanimportantnationalfiscalmeasureandisdirectlyalignedtothepolluterpaysprinciple,however,itisruledoutasademandmanagementmeasureinthecontextofthisStudyrelatingspecificallytothefivecities.

75

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5FM08 & FM09

MEASURE TYPE

New24

Scrappage SchemesFM08: Vehicle to Vehicle Scrappage SchemeVehicle Scrappage Schemes which provide discounts on the purchase of new, clean private and commercial vehicles when high-polluting vehicles are scrapped (in addition to an EV grant)

FM09: Vehicle to Mobility Credit Scrappage SchemeVehicle Scrappage Schemes which provide mobility credits for sustainable mobility in exchange for high-polluting private vehicles being scrapped (further examination/evidence as regards the potential for Pilot Study in larger cities, with smaller cities pending outcomes)

Additional DescriptionVehicle Scrappage Scheme - Purchase of Electric Vehicle

Avehiclescrappageschemewouldaimtoincentivisetheremovalofolder,morepollutingvehiclesfromthenationalfleet,particularlyoneswhichareregularlyusedinareasofpoorairquality.Ownerscouldalsobeincentivisedtopurchasenewer,cleanervehiclesor,inwell-connectedareas,tochangetheirtravelhabitsfromdrivingtousingpublictransportandactivetravel.

AscrappageschemewasintroducedinIrelandwithBudget2009,mainlytogiveaboosttocardealershipsduringthefinancialcrisis.Underthescheme,driverscouldtradeinacaroftenyearsoroldertobescrappedandreceiveVRTreliefof€1,500ontheregistrationofanewvehicle.Theschemewasextendedfor6monthsinthe2010budget,withreducedreliefof€1,250.Newcarpurchasesundertheschemeaccountedforasizeableportionofnewcarsalesin2010,with16.1%ofnewcarsalesinQ12010boughtusingthescrappagescheme25.

Inrelationtothetaxifleet,in2021changeswereannouncedsothatthosescrappingolder,morepolluting,orhighmileagevehiclesarenoweligibleforaneSPSVgrantiftheymaketheswitchtoelectric,with€20,000availableforanewfullelectricor€25,000forawheelchairaccessiblenewbatteryelectricvehicle.

UndermeasureFM08,asimilarschemewouldbeintroducedtobringafurtherreductioninthepriceofpurchasinganEVforprivateuse(ontopofexistingincentives)whenahigh-pollutingvehicleisscrapped.

Vehicle Scrappage Scheme - Mobility Credits

UnderFM09,whenahighpollutingvehicleisscrapped,“mobilitycredits”wouldbeprovidedtotheregisteredowner.ThesecreditswouldbeloadedontoasmartcardliketheLeapCard,orintotheowner’saccountwithNextGenerationTicketing,toensurethatanyscrappageproceedsarespentonsustainablemobilityandnotonanothervehicle.Thecreditswouldaimtocoverreasonabletravelexpensesforatleastoneyearandcouldbespentonbus,Luas,railandbikeshare.

76

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Taxiscouldbeincluded,butthiswouldonlymakesenseifthetaxifleetwasmuchcleanerthanthevehiclesbeingscrapped.

WhereasFM08seekstoreplacehighpollutingvehicleswithzerotailpipeemissionvehicles,FM09seekstodrivemodalshiftandreduceoverallcarusage.


FM08 Congestion

Carbon Urban Environment Air Quality


FM09 Congestion

Carbon

Air Quality

Urban Environment


Fleet ModellingTheleveloftheincentivewilldeterminetheimpactsofthesetwomeasuresonthefleet.Hereitwasassumedthatthisincentiveissethighenoughtodoubletheannualscrappagerateofolderdieselvehicles,FM08alsoencouragestheuptakeofelectricvehicles(duetothediscountbeingofferedagainstthepriceofBEVs),whileFM09isassumedtoreducetheoverallemissionsfromolderdieselsby5%,duetothemodeshiftimpacts.FM08ispredictedtohavearelativelywide-spreadtake-upandleadtoanoticeabledecreaseintheworstpollutingvehiclesinthefleet,andassociatedincreaseinEVs.

FM09ispredictedtohavemorelimitedtakeup,focussedaroundhighqualitytransportcorridors(FM09wouldthereforecostsignificantlylessthanFM08,duetomore-limitedtake-upoftherelevantscrappagegrants),andwhiletheremovalofapollutingvehiclehasapositiveeffectonthefleet,itdoesn’tdoasmuchtoencouragetheuptakeofEVsandthereforedoeslessfortheaverageemissionsperkilometreoftheremainingfleet;however,itshouldbenotedthatsomeoneavailingofFM09andswitchingtosustainablemobilitywouldgenerate far less CO2emissionsthansomeoneavailingofFM08andswitchingtoanelectriccarandthatFM09willthereforebemorecost-effectivethanFM08(i.e.moreemissionsreductionperscrappagegrantpaid).

FM08: reduction in private car emission rates

NOx

-57%

-28% CO2

FM09: reduction in private car emission rates

NOx

-48%

-21% CO2

Thesereductionsrefertothepercentage change in the emissions per kilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.The CO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectric Vehicles (BEVs), but not the other‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.

77

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththe manufacture of BEVs

Summary Assessment } Theconceptofold-for-newscrappageschemes,asinFM08,forencouragingupgradesofthecarfleetis‘triedandtested’inIreland,whereascarformobilitycredits,asinFM09,isnot.

} BothFM08andFM09wouldresultintheremovalofaportionofthemostpollutingvehiclesfromthenationalfleet.

} FM08wouldlikelyhaveamore-widespreaduptakethanFM09,asitdoesn’trequireanychangeintravelhabits,whereasFM09requiresgivingupacar(probablyoftenthehousehold’s‘secondcar’)andmovingthosejourneystomore-sustainablemodes.

} FM09wouldbeprimarilytargetedathighqualitypublictransportcorridors.

} FM08,whilecontributingtoacleanerfleet,doesnotcontributetoanetreductionincaruseandassociatedcongestion.

} Ifweweretoadoptalifecycleapproachtocalculatingcaremissions(i.e.includingthecarbonemissionsassociatedwiththemanufactureofnewvehicles),incentivizingscrappageofotherwiseroadworthyvehiclesandreplacingthemwithnewonesasinFM08,islikelytoleadtoanoverallnetincreaseincarbonemissions26,asthe‘embeddedcarbon’intheextranewvehicleislikelytomore-than-offsetthefuelefficiencysavingsoftheupgradedfleet.

} ScrappageschemeslikeFM08workbestincountrieswithsignificantcarmanufacturingindustries(whichthenbenefitfromtheadditionaldemandfornewvehicles)andtheireffectivenessinreducingGHGemissionsarerarelypositive27.

} DuetoexistingVRTtreatmentofEVregistrations,noVRTispaidonEVswithamarketprice(beforeincentives)of€40,000orless,whichmeansnoVRTispaidontheregistrationofmostEVs28.Therefore,ascrappageschemeoperatedviaVRTwouldonlyreducethecostsofhigherendEVs(withchangestoVRTin2021meaningthatnoamountofreliefwillbeavailableforBEVswithavalueofover€50,000).Theoverlapofpeoplewhoownold,highlypollutingvehiclesandpeoplelookingtopurchaseahighendEVislikelytobesmall.

78

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Best Practice Evidence AmobilitycreditscrappageschemetrialisupcominginCoventry.Participantswillreceivebetween£1,500to£3,000inmobilitycreditswhentheyscraptheircar,whichcanbespentusingCoventry’sSWIFTsmartcardonpublictransportandcarclubs,withplanstoincludetaxisandbikeshareintheoffering.Thetrialwillinitiallyfocusonexistinghigh-qualitypublictransportcorridors.Theriskthatproceedsfromthescrappageschemewillbeusedtopurchaseanewcarismitigatedbystoringthecreditsonthesmartcard.BeforetheonsetoftheCOVID-19pandemictheschemeaimedtolaunchinAugust2020.

Stakeholder FeedbackHighlevelsofsupportforscrappageschemes,withstakeholdersrecognisingtheimportanceofprovidingincentivesalongsidepenaltiessuchasincreasedtaxation.Thefollowingwasalsonoted:

} Thescrappageschemeshouldcoverprivate,commercialandpublicfleets.

} Encouragingthepurchaseandmanufacturingofnewvehicles,especiallyEVs,couldhavenegativecarbonimpact.

} Doesnothelpmanage/reducecongestion.

} Viablesustainablemobilityoptionsneedtoexistpriortodelivery.

“It ignores the environmental impact of constructing new vehicles.”

“This measure incentivises use of cleaner cars but also encourages car purchase/proliferation which could be counter to sustainable mobility/demand management objectives. Also, maybe wasteful of existing resources in terms of discarding much of current fleet that is in good working order. Maybe we need to retain existing cars but use them less.”

Ruled Out as a MeasureBasedonthedetailedevaluation,itwasconcludedthatVehicleScrappageSchemeswhichprovidediscountsonthepurchaseofnew,cleanprivateandcommercialvehicleswhenhigh-pollutingvehiclesarescrapped(FM08)shouldnotformakeyrecommendationofthisStudy.

Whilehavingdefinitebenefitsintermsofreducingthenumberofworstpollutingvehiclesinthefleet,andincreasingthenumberofEVs,itsimpacttodeliverthekeyStudyObjectiveswithinthefivecitieswasassessedasnotsufficienttowarrantinclusionasaStudyrecommendation.Thisisprincipallyduetolikelyincreasedcarbonemissionswhenadoptingalifecycleapproachtocalculatingcaremissions.

79

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5FM10

MEASURE TYPE

ExistingEnhanced

Incentivising Sustainable mobilityFM10: Sustainable Mobility IncentivesProgressive tax subsidies to incentivise sustainabletravel (e.g. Tax Saver; Cycle to Work scheme;Business related EV & cycle mileage eligibility &incentive improvements)

Additional DescriptionUndertheCycletoWorkSchemeanemployercanpurchaseabicycleandsafetyequipmentforanemployee.Theemployeethencoversthecostofthebicycleoveraperiodof12monthsfromtheirgrosssalary,providingsavingsoftaxthatwouldhavebeenpaidonthatincome.ThelimitsoftheschemewereraisedinAugust2020,to€1,500fore-bikeand€1,250forotherbikes29.E-bikescanextendtherangeofeasilycyclablecommutesandprovidecyclingasanoptionforsomepeoplewithreducedmobilitywhocouldnototherwisecycle.

TaxSaverticketsaremonthlyorannualpublictransportticketsoperatedonasimilarbasistotheCycletoWorkscheme,enablingemployeestobenefitfromreducedtaxpayments,effectivelyresultinginheavilydiscountedpublictransporttickets.Itisasuccessfulschemewithanestimated35,000users30.

CurrentlyavailablemeasureslikeTaxSaverandCycletoWorkareonlyavailabletopeoplewhoworkwithparticipatingemployers.Assavingsaremuchhigherforthosepayinghigherratesoftax,theyareregressivetaxmeasures.Theseschemescouldbemodifiedtoencompassmoreemployees-forexample,introducingmoreattractivepublictransportTaxSaverincentivesforthosepayinglowerratesoftaxand/orthoseworkingpart-timeandalsopotentiallywideningeligibilitytotheself-employed.ByintroducingsuchchangesandalsomakingtheprocessmoresimpleandattractiveforsmalleremployerstoofferboththeTaxSaverandtheCycletoWorkschemetotheirstaff,thiscouldwidenthepoolofpeopleabletobenefitfromthesesustainabletraveltaxincentivesandreduceinequity.

AreductionoreliminationofVATonbicyclescouldbeamoreequitablewaytoreducethecostofbicyclesthanthecycletoworkscheme.Anadditionalmeasuretoencouragecyclingcouldbetooffergrantstostimulatetake-upofe-bikesamongthegeneralpublic(andpotentiallymakethereplacementofasecondcarwithanE-bikeamoreattractiveproposition).Forexample,inAustria,grantsareavailableatnationalleveloffering€100forelectricbikes,€250forelectriccargobikesand€200forcargobikes.Theretailerisexpectedtomatchthegrantwithadiscountofthesameamount.Franceofferaseriesofgrantsatnationalandstatelevelfrombetween€200to€600.Swedenoffer25%towardsthepurchaseofane-biketoamaximumofapproximately€1,000-with87,000soldwithinayearand“abouthalfoftheuseofe-bikessubstitutingfordrivingacar.31

IntheUnitedKingdom,employeesusingbikesforbusinesstravelareentitledto 20p per mile, tax free, from their employer in mileage allowance payments32 (therateis45pwhenusingacar).InIrelandanemployeeisentitledto8centperkilometre,comparedto44.79centperkilometreforcarsover1,500cc33.InBelgium,employeeswhocommutetoworkusingabikeareentitledtoatax-freepaymentof23centsperkilometrefromtheiremployer.Thisservesasafargreaterincentiveformodeshiftthanpaymentsforbusinesstravelalone,evidencedby9%ofBelgium’sworkforceavailingofthiscyclingallowancein201534.

80

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

InIreland,mileageratesincentivisedrivinglargervehicles:

IRISH MOTOR TRAVEL RATES29

Distance bandEngine capacity

up to 1200ccEngine capacity 1201cc - 1500cc

Engine capacity 1501cc and over

Up to 1,500 km (band 1) 37.95cent 39.86cent 44.79cent1,501 - 5,500 Km (band 2) 70.00cent 73.21cent 83.53cent5,501 - 25,000 Km (band 3) 27.55cent 29.03cent 32.21cent25,001 Km and over (band 4) 21.36cent 22.23cent 25.85cent

Thesereimbursementratescouldbeadjusted,toincentivisetravelwithlesspollutingvehicles,withthepaymentforthemost-pollutingvehiclesreducedtoreflectthe‘costtosociety’oftheharmfulemissionsand/orasaspecificincentivetoreducetheuseoflargefossil-fuelledcarsforbusinesstravel.

SustainableTravelGrantscouldalsobemadeavailableforemployersandschoolsimplementingMobilityManagementPlans(forexampleonamatch-fundedbasisforcycleparkingandchanging/showerfacilities)toimprovedestinationfacilitiesforactivetravelusers.


Air Quality Congestion

Urban Environment Carbon


Summary Assessment } Measureswouldreducecarusage,whichisthemosteffectivewaytoreducetransportemissionsandcongestion.

} WideningaccesstotheTaxSaverandCycletoWorkschemesthroughfareandtaxstructurechangesandmakingiteasierformoreemployerstooffersuchschemestotheiremployeescouldimprovesocialequityandtake-upofsustainabletravel.

} ReducingtheVATonbicycles(includinge-Bikes)orofferinggrantsfore-bikesavailabletoallmembersofthepublic(similartograntsforEVs)andnotjustthoseontheCycletoWorkschemecouldalsoimprovesocialequityandtake-upofsustainabletravel.

} WideningaccessorbringinginnewfiscalincentivessimilartotheCycletoWorkschemeorTaxSaverticketswouldrequiresizeableexchequerexpenditure.

} Travelpaymentsforbusinesstripsalreadyhaveratesforbicycles,thisratecouldbeincreasedtopromotebusinesstravelbybike.

} Similarly,motortravelratescouldbealteredrelativelysimplytoincentivisetripsbylowpollutingvehiclesinsteadofvehicleswithlargerengines.

} Usingexistingtravelratesframework,acyclingallowancesimilartoBelgium’sforcommutingbybikewouldbeaverypowerfulfiscalincentiveforcycling.

} Travelratesandcyclingallowanceswouldnotrequireexchequerexpenditure,althoughpotentialabuseofthesystemtolowertaxpaymentswouldrequiremonitoring.

81

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Best Practice EvidenceTraveltoworkisthemostcommonlyreportedtrippurposeforpublictransportusersinIreland,accountingfor42%oftrips(TFIcustomersatisfactionresearchin2018).EmployeescanavailoftheTaxSaverticketschemewhichprovidesforthepurchaseofannualandmonthlypublictransportticketsthroughemployersfromanindividual’sgrosssalarytherebyprovidingsavingsofeither28%and52%dependingontheapplicabletaxband.

Itisestimatedthatthereare35,000usersoftheTaxSaverschemeannuallyequatingto€3.5minrevenueforegone.

Stakeholder FeedbackGeneralsupportforprogressivetaxsubsidiestoincentivisesustainablemobility,withstakeholdersrecognisingtheimportanceofprovidingincentivesalongsidepenaltiessuchasincreasedtaxationorpenaltycharges.Thefollowingwasalsonoted:

} Thereiscurrentlynoleadershipinthisarea-subsidiesandincentivesarecoveredbymultipledifferentgovernmentdepartments.

} TaxSavershouldbeextendedtoparentsofstudentswhooftenpayfortravel.

} TaxSavershouldalsobenefitpart-timeworkersorforthoseworkingfromhomeseveraldaysaweek.

“In addition to costs and penalties to the polluter, there needs to be financial incentives and rewards for going green, both private and commercial. Tax reductions, grants, and financial rewards for going green will push demand for green technology and push the market to respond with affordable choices.”

“Taxsaver should be extended to students’ parents who pay for their children’s travel.”

82

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5AQ02 & AQ03

MEASURE TYPE

Existing

Clean Area Zones/Low Emissions ZonesAQ02: Air Quality MonitoringContinue EPA roll out of AQ monitoring stations, building capacity and capability for AQ modelling

AQ03: Air Quality Citizen EngagementContinue EPA roll out of AQ citizen engagement programmes (e.g. Globe Schools, Curious Noses/Clean Air Ireland) to enhance awareness of air quality and support behavioural change.

Additional DescriptionTheEPA’sNationalAmbientAirQualityMonitoringProgrammecommencedattheendof2017.Theprogrammeprovidesreal-timeairqualityinformationfromatotalof84monitoringstationsnationwide.24ofthesestationswereinstalledin2019.Thereare1,300prematuredeathsinIrelandeveryyearwhichcanbelinkedtoairpollutionaccordingtolatestestimates35.

TheEPA’sAirQualityReport201936reportedtheEPA’sfirstrecordedexceedanceoftheEUannualaveragelegallimitvaluesatSt.John’sRoadWestinDublin.ThisexceedanceresultsinalegalrequirementtodevelopanairqualityactionplanforDublin.ThereportsitestransportemissionsastheleadingfactorintheNOx emissionsbreach.33outof84monitoringstationsrecordedbreachesofthetighterWHOguidelinevalues,thedominantissuebeingPM2.5emissions.

TheGlobalLearningandObservationstoBenefittheEnvironment(GLOBE)Programmeisaninternationalscienceandeducationprogramme37 that is managedinIrelandbyAnTaisceinpartnershipwiththeEPA.Participatingschoolslearnaboutairqualityandtheweatherbymakingscientificmeasurementsandusingtheirdatatocarryoutresearch.

83

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

TheEPAareworkingonanewprojectcalledCleanAirIreland,modelledontheCuriousNosesprojectinFlanders,Belgium38.TheprojectinvolvedgivingoutNOxtubestovolunteersinthecity.Afterthetubeswerereturnedtheprojectteamwereabletogivevolunteerstheresultsfromtheirtube,whereitfitcomparedtothewiderresultsinAntwerpandwhatthatmeantfromapublichealthperspective.ThedatawasalsousedtovalidateairqualitymodellingforAntwerp.Theresultingincreaseincitizenengagementonairqualityledtoamajorincreaseincallsforgovernmentaction,includinglegalchallenges.CleanAirIrelandwillinvolvethedistributionof1,000tubesonapilotbasis,initiallyinDublin.

TheEPAisattemptingtoacquirefundingthroughtheEU’sLIFEfundingvehicle39toprovidemodellingthatwouldenablea48-hourAirQualityforecastforIreland.Thisforecastcouldbeprovidedtothepublic,inasimilarmannertohowweatherforecasts,androadwatchsegmentsarecurrently.


AQ02 Congestion

Carbon



AQ03 Congestion

Carbon



Fleet ModellingInmodellingtheimpactofmeasureAQ02onthefleet,itisassumedthatincreasedairqualitymonitoringwillleadtoearlieractiononairqualitylimitexceedances,whichwillcontributetodrivingaswitchinthefleetawayfromolder,morepollutingdieselvehicles.

AQ02: Reduction in private car emission rates

NO2

-48%

-21% CO2


84

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary Assessment } ThebenefitsoftheEPA’sairqualitymonitoringstationsareevidencedbytherecordingofabreachofEUannualaveragelegallimitvaluesatSt.John’sRoadWestin2019whichwouldotherwisehavegoneundetected.

} TheimplementationoftheairqualityactionplanthatmustbedevelopedasaresultofthebreachwillresultinimprovedairqualityinDublinandmayimpactfuturepurchasesofdieselvehicles.

} Airqualitymonitoringmustbesupportedbyrobustairqualitymodellingcapabilities.

} AQ03createseffectiveairqualityadvocatesinyoungpeople,whohavethemosttogainfromairqualityimprovements.

} NOx tubes given out to schools will only sample NOx intheimmediateareaaroundtheschoolandcouldmissareasofpoorerairqualitynearby.

} Bothmeasuresarevaluableintermsofgatheringdataandraisingawarenessbutneitherwillhaveadirectimpactonairquality.

Stakeholder FeedbackHighlevelsofsupportforcontinuedEPArolloutofAQmonitoringstationsandcitizenengagementprogrammes,withstakeholdersnotinghowthesemeasurescouldcontributetobetterqualityoflife,placemaking,improvedairqualityandtheSmartCityconcept.Therewasalsoasuggestionthatengagementprogrammesshouldemphasiseandpromoteactivetravelasasolutiontoairqualityissues,withawarenessofissuesbeinghigh.

“Such data recording of environmental conditions is central to the Smart City concept… Through these recommendations, there are also positive opportunities for promoting good quality of life, health of a city/town/community and the contribution of a clean environment for place making, which attracts people to love, work and invest.”

85

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5PTM03

MEASURE TYPE

ExistingEnhanced

EV Parking StrategiesPTM03: Electric Vehicle Charging ManagementTechnology to support efficient booking and use of public EV charging facilities

Additional DescriptionAtpresent,ESBecarsarethemainproviderofpubliclyavailableEVchargingpointsinIreland,operatingandmaintainingapproximately1,100chargingpointsnationwide.Theyprovideamixofstandard(22kW)andfast(50kW)chargers,arolloutofhighpowerchargers(150kW)beganin2020.TheESBecarsConnectAppprovidesamapofallESBecarschargingpointsandsomethird-partychargers.TheappprovidesthelocationandtypeofchargerforallESBecarsandthird-partychargersandrealtimeavailabilityinformationforESBecarschargers.Theappalsoallowsuserstostart,endandpayforchargingsessionsusingESBecarschargers.

ESBecarsintroducedtariffsfortheuseoftheirpublicfastchargingpointsinNovember2019andforusingtheirstandardchargersinAugust2020.WhiletheentryofothercommercialEVchargingoperatorstoIrelandwaslimitedwhileuseofESBecarschargingpointswasfree,thisislikelytochangewiththeESB’sintroductionoftariffs.ForexistingnetworksrunbyotheroperatorsinIreland,theEVuserusuallyneedstouseaseparatesmartcardorappforeachoperator’schargingpoints,althoughsomeoperatorsoffermoreexpensive‘payasyougo’ratesthroughmobilebrowsers.

Thereareanumberofmappingservices/appsthatproviderelativelycomprehensivemapsofchargingpointsinIreland.ZapMapprovidesrealtimeavailabilityinformationformanychargingpoints,usingdataprovidedbyESBecarsandinformationforotherchargersrelyingoncrowd-sourceddata.

TherearecurrentlynoappsthatprovidebookingfunctionalityforpublicEVchargingpointsinIreland.ZapMap6andBookmychargehavethecapabilitytorunabookingsystem,includingallowingpeopletolisttheirownprivatespaces/drivewayswithEVchargingpointsforbooking;howevertheseservicesarecurrentlyonlyavailableintheUKandgenerallydonotcoverpublicchargingpoints.

Thismeasureseekstocreatea‘one-stop-shop’appthatenablestheusertosee all charging points across all operators on a single map, with availability informationforallpointsandbookingfunctionalityforchargingpoints.ThisappcouldpotentiallybeincorporatedintoTransportforIreland’sJourneyPlannerapp,enablinguserstoplanroutesandbookchargersasnecessaryalongtheirplannedrouteorclosetotheirdestination.Thiscouldthenbeintegratedwithjourneyplanningonpublictransportnetworks,allowingtheapptosuggestpark&ride(withcharging)optionsandpotentiallyopenupawiderrangeofcharginglocationsclosetothedestinationofthetrip.

IdeallytheappwoulduseinformationabouttheEVuser’scurrentposition,destinationandremainingbatteryrangetoidentifyasetofcandidatechargersenrouteorclosetothedestinationandprovidesomeorallofthefollowinginformationforthissetofcandidatechargers:

} Informationaboutthecandidatechargers’status(operationaloroutoforder) } Tariffs } Currentandnear-futureavailability

86

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

} Abookingsystem } A payment mechanism } Identificationofthe‘optimum’location(e.g.Minimisingthecombinationofchargingtime,diversionofftheshortestrouteandtheestimatedpriceofthecharge)

} A payment mechanism } Afault-reportingcapability.

Impact in Delivering the Study ObjectivesProgressive tax subsidies to incentivise sustainable mobility

Carbon

Urban Environment Congestion Air Quality


Summary Assessment } Importantthatthenewappaddstothemarketanddoesnotmerelyduplicatewhatisbeingdonebyotherapps.

} AppwouldreducecruisingtimewhilesearchingforanavailablechargingspaceinurbanareasbutcouldleadtoanincreaseinuseofpublicEVchargingbydriverswhohavetheoptionofchargingathomeoratwork.

} Robustaccesstochargingnetworks,andtheabilitytobookchargingpointsinadvance,willbeparticularlyimportantastheEVmarketmatures,particularlyasincreasingnumbersofEVuserswithoutaccesstoprivateoff-streetchargingstarttopurchaseanduseEVs.

} Theabilitytobookchargingpoints,andincreasingawarenessoftheexistingchargingnetwork,willaddressrangeanxietyamongstpotentialEVowners.

} PotentiallytyingtheproposedappinwiththeTFIJourneyPlannerandenablingdriverstoseethefastestwaytocompletearoutegiventheircurrentchargelevel,potentialcharginglocationsandpublictransport/park&rideoptionscouldincreasetheutilityoftheappandreducedevelopment/maintenancecosts.

} Useofon-streetparkingspacesforEVcharginghasanegativeeffectontheurbanenvironmentcomparedtoreallocationofroadspacetomodeswhicharemoresustainablethanprivatecars.

} Therewouldasignificantcosttotheexchequerindevelopmentandmaintenanceoftheapp.

} Themeasurewouldprobablyonlyhaveaslight/moderatepositiveimpactonEVuptake.

} Theappwouldnotreducetheoveralldemandforcartravel.

Stakeholder FeedbackGeneralsupportfortechnologytosupportefficientbookinganduseofpublicEVchargingfacilities,despiteconcerns over:

} ThesignificantfinancialinvestmentrequiredwhenEVsshouldmostlybechargedathome.

} EVshaveasignificantcarbonfootprintandstillcausecongestion.

“Few EV users should need public charging facilities and owners should be encouraged to park and charge at home.”

87

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5PP02

MEASURE TYPE Existingenhance

Transport & Public HealthPP02: Public Health & TransportImprove integration between Public Health & Transport, including focused resources to embed physical activity and improve air quality outcomes through the health system, land use planning & behavioural change programmes

Additional DescriptionAccordingtotheIrishSocietyforClinicalNutrition&MetabolismandtheAssociationfortheStudyofObesityinIreland(ASOI),ifcurrenttrendscontinue,by2025,33%ofadultsinIrelandwillbeobeseandtheannualcostoftreatingobesity-relateddiseaseswillbe€2.1billion40.WithoneinfourchildreninIrelandoverweightorobese,andwitha70%riskofthiscontinuingintoadulthood,thiscanresultinlifelongandinter-generationalillhealth.Thisestimatedcostperpersonassociatedwithobesityinchildrenisinexcessof€16,000perpersonintheRepublicofIreland41.Measuresdesignedtopromotewalkingandcyclingandreducecardependencythereforehavethepotentialtoyieldsubstantialhealth-relatedsavingswithinarelativelyshorttime.

Buildingphysicalactivityintoeverydaylivesbyreducingcardependency(particularlyforshorttrips)andreplacingthesetripswithwalkingandcycling(includingaspartofapublictransportjourney)canplayaroleinanoverallobesityreductionprogramme,aswellassupportingdemandmanagement.

Thecloserintegrationbetweentransportandpublichealthcanbeachievedinanumberofways,including:

} GP Active Travel Prescriptions(e.g.accesstoabikeandcycletraining,suchasthatannouncedbytheNHSinEnglandinSummer2020).

} Planning policy that integrates a public health focus with sustainable development,ensuringthatthebuiltenvironmentfavoursandenablesactive,healthytravelchoices,ratherthancontinuingcardependencythroughan obesogenic42environment.TheLancetCommissiononObesity43 (LCO) statesthatradicalchangesarerequiredtoharnessthecommondriversof“obesity…andclimatechange.”Urbandesign,landuse,andthebuiltenvironmentareincludedinthesedrivers.Thereporthighlightspedestrianpriorityanddignity,widepavements,accesstoopen-greenspaceswithin0.5-kmradius,redistributionoflanduse,andaccesstoquality,adequatecapacity,comfortable,andwell-networkedpublictransport,assomeoftheinterventionsthatrequireurgentimplementationandmonitoring.

} Behavioural change campaignsthatsupportpeopletointegrateactivetravelintotheirdailylivesatminimalcostoradditionaltime(e.g.commutingbybikeratherthangymmembership),whilebenefitingtheirownhealth,reducingcongestionandimprovingairquality-suchasthosedeliveredbyHealthIreland’swww.getirelandactive.iecampaign.

http://www.getirelandactive.ie

88

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion

Carbon

Air Quality

Urban Environment


Summary Assessment } Thismeasurewillhavehealth,environmentalandurbanrealmbenefits.

} Byfocusingonencouragingandfacilitatingmorepeopletoreplaceshorttripcarjourneyswithactivetravelchoices,itwillhelptomanagecongestionandreducecarbonemissions.

} Thefocusonreducingvehiclekmsalsohasthepotentialtoimprovelocalairquality.

} InvestmentinreducingcardependencyandpromotingandenablingmorephysicalactivityofferslongertermsavingsfortheIrishhealthsystem.

} Thereispotentialtodeliverlongertermurbanrealmbenefitsthroughthefuturedevelopmentofthebuiltenvironmentthatprioritisespeople’spropensitytoundertakephysicalactivity-ratherthanobesogenicenvironmentsthatreducethispropensityandmakewalkingandcyclingmoredifficultthandriving,particularlyforshorttrips.

} Integratingpublichealthandsustainablemobilitybehaviouralchangecampaignswilldelivercross-departmentalbenefitsandopportunitiesforsharingofresourcesandexpertise.


GeneralsupportforimprovedintegrationbetweenPublicHealth&Transport,withtheassumptionthatairquality,healthandplacemakingbenefitscouldariseasaresult.Thefollowingwasalsonoted:

} Couldspeedupthedeliveryofcycleinfrastructureandthereforeencourageswitchtosustainablemodes.

} Couldalsoconsidersustainablemobilitytargetsatcitylevel,informedbydataandsupportedbyLocalAuthoritygrantsfordelivery.

Consider sustainable mobility targets set at a city level/neighbourhood level, informed by data and evaluate how investment in public transport, improved permeability and active travel make a difference. Reward Local Authorities with additional funding and grants where investment in smarter travel initiatives are making improvements and reaching modal change targets. Such measures also benefit placemaking qualities and the attractiveness of place.”

89

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5BC01 & BC02

MEASURE TYPE New(mandatoryelementpublicsector)/Existingenhance

ISO 50001 Energy Management CertificationBC01: ISO50001 Energy Management Standard - Public SectorMandatory implementation of ISO50001 Energy Management Standard (or similar Energy Management standards) for all public sector bodies

BC02: ISO50001 Energy Management Standard - Private SectorResources to support and encourage private sector to implement ISO50001 Energy Management Standard (or similar Energy Management standards) (e.g. via SEAI’s EXEED scheme)

Additional DescriptionPublic Sector

TheSustainableEnergyAuthorityofIreland(SEAI)hasamandateforenergyefficiencyandgreenhousegasreductionaspartofthe2019ClimateActionPlan,whichsets2030targetsforthePublicSectortoreduceCO2equivalentemissionsfromthesectorby30%andimproveenergyefficiencyby50%.

TheNationalEnergyEfficiencyActionPlan(NEEAP)andtheEuropeanCommunitiesRegulationshavesetouttheobligationsandtargetsforpublicbodies.Energymanagementprogrammesmustbeembeddedineverypublicsectororganisation.Everypublicbodyislegallyobligedtopublishanannualstatement(theformatofwhichisspecifiedbySEAI)describingtheactionsbeentakentoimproveitsenergyefficiencyandanassessmentoftheenergysavingsfromtheseactions(Regulations5(5),SI426of2014)-includingtransportandcompliancewiththeCleanFleetPublicServiceDirective.Inthefuture,itwillbemandatoryforthepublicsectortoreportthecarbonimpactsoftheir:

} Greyfleet/businesstravel } Stafftravel/commuting

Therearecirca30organisationsinthepublicsectorinIrelandwhonowhaveISO50001EnergyManagementStandard44accreditation.TheISO50001standardprovidesaninternationallyrecognised,practicalandconsistentwaytoimproveenergyuse(includingtransportrelatedactivities),throughthedevelopmentofanenergymanagementsystem.

ItisrecommendedasbestpracticefororganisationsinthepublicsectortoattainISOaccreditation,andisencouragedbutnotmandatoryforthepublicsector.Therefore, there is an opportunity to enhance the public sector governance inrelationtodecarbonisationactivitiesandreportingthroughthemandatoryaccreditationofallpublicsectorbodiestotheimplementationofISO50001EnergyManagementStandard(orasimilarEnergyManagementstandard).

90

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Private sector

Decarbonisationwithintheprivatesectorisvoluntaryandprimarilymarketdriven-thereforethemonitoringapproachisdifferenttothatofthepublicsector-withmostprivatecompaniesimplementingitonthegroundsofcostefficienciesandduetotheirCorporateSocialResponsibility(CSR)policies(throughISOaccreditationor(intheUK)initiativessuchastheCarbonCharter45forSMEs).SEAIprovideanAcceleratorProgrammeforISOaccreditation,includingofferingupto10daysofsupport46.

TheISOincludesatransportfocus,socouldbeaveryusefulstandardtopromoteandencourageforboththepublicandprivatesectortoachieve.


Congestion

Urban Environment Air Quality Carbon


Summary Assessment } ISO50001accreditationwouldsupporttransportdecarbonisationofthepublicandprivatesector,asthestandardcoversorganisationalfleetoperations,greyfleetandcommuting.

} PromotionandincreaseduseofgreenerfleetsandsustainablemobilityoptionsaspartofISOaccreditationwillbenefitcongestionmanagement,carbonreductionandairquality.

} Wouldrequiresignificantpublicsectorinvestmenttoachieveaccreditation.

} Althoughthemeasuremeetsthestudyobjectivesincomparisontoothermeasures,theimpactmaybeonasmallerscale-astakeupmaybelimitedtotheprivatesectoralreadyengagedinthesustainabilityagendaand/orlargeremployers.

Best Practice Evidence In France, a regulatory greenhouse gases footprint is compulsory every four years for companies of more than 500employeescoveringthreeareasofemissions.Scope1and2aremandatoryreportingrequirements,withScope3recommendedbutvoluntary.

} Scope1:emissionsdirectlylinkedtoacompany’sactivities-e.g.theconsumptionoffuelofvehiclesunderacompany’scontrol.

} Scope2:emissionsindirectlylinkedtoacompany’sactivities-e.g.energysuchaselectricityandtheproductionofheatfornon-manufacturingcompanies.

} Scope3:otherindirectemissionsofgreenhousegasese.g.businesstravelandcommuting.

Stakeholder FeedbackGeneralsupportforISO5001implementation,withstakeholdersnotingthatthepublicsectorshouldleadbyexample,withcentralgovernmentoversight.Therewasalsoasuggestionthatviablelow-carbonalternativesneedtoexistpriortodelivery.

“The need to seek improved performance by public transport agencies is critical as public agencies should lead by example.”

“Requires strong commitment and oversight by government.”

“This can only be introduced when alternative vehicles are available.”

91

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5BC09

MEASURE TYPE

Existingenhanced

Behavioural ChangeBC09: Eco-DrivingStrategy to encourage and support increased levels of eco-driving for freight, public transport operators, grey fleet and private cars

Additional DescriptionEco-drivingisanapproachtodrivingthatstrivestomaximisefuelefficiency(andthereforefuelcosts)andvehiclewearandtear,whilereducingcarbonemissions.Ecodrivingtechniquesinclude:

} Accelerategently(forexampletake5secondstoaccelerateyourvehicleupto20km/perhour).

} Maintainasteadyspeedandavoidhighspeeds.

} Anticipatetrafficandkeepacomfortableandsafedistancefromvehiclesandotherroadusers,toavoidsuddenbraking.

} Coasttodecelerateinsteadofusingyourbrakes.

} Avoidengineidling.

} Maintainrecommendedtyrepressure.

} Removeunnecessaryloadsfromyourvehicle(e.g.roofracks)whennotrequired.

Themajorityofprivatedriversclaimtodriveefficientlytothebestoftheirknowledge,butindicativeevidencesuggestsmostcoulddolotmore-e.g.UKprivatedriversaverage“6outof10”onanefficientdrivingscale.IndicativeevidenceintheUKsuggeststhataround20%oforganisationswithavehiclefleethaveprovidedtrainingonefficientdrivingfortheiremployeesandaround25%haveintroducedin-vehicletelematics.Largerorganisationswithlargervehiclefleetsarealsoreportedtobemostlikelytobeimplementingmeasurestosupportefficientdriving.

Thedevelopmentofaneco-drivingstrategytoencourageandsupportincreasedlevelsofeco-drivingforfreight,greyfleet,publictransportoperatorsandprivatecarsshouldcontinueandbeenhancedacrossanumberoftransportsectors-includingthroughtheuseofvehicletelematicsandincentivisedeco-drivertrainingformoregroupsofdrivers(currentlyDriverCPCTrainingModule1ControloftheVehicleandEco-drivingtechniquesarerequiredforlicenceholdersCandDcategories).

Segmentedmarketingcampaignsshouldfocusondifferentdriversegments-forexample,whileeco-drivingiscurrentlypartoftheDriverTheorytest,thereareopportunitiestocontinuetopromotethefinancial,safetyandcarbonbenefitsofeco-drivingtodriversofgreyfleetandprivatecars,throughfocusedmarketingactivities.

92

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion Carbon



Summary Assessment } Littleornoimpactoncongestion.

} Fuel-efficientdrivingtechniquesburnlessfuelandthusproducefewergreenhousegas(GHG)emissions.

} Reducesfuelconsumption,thereforehasaslightpositiveimpactonairquality.

} However,previousanalysis(seeNationalMitigationPlan,2017)showsthatthemaximumpotentialsavingfromthismeasureisonlyequivalentto0.25%oftheemissionsofthetransportsectorinIreland.

} Thereisstrongevidenceofroadsafetybenefitsarisingfromefficientdriving(e.g.trainingforefficientdrivinghasbeenreportedtocorrelatewithreductionsinsubsequentaccidentsratesofbetween14%and35%).

} Withoutawidespreadpublicawarenesscampaign,continueduseofeco-drivingtechniquesismainlylimitedtoprivatesectororganisationswhoarealreadyengagedinthesustainabilityagendaand/orlargefreightandpublictransportoperators.

Best Practice EvidenceAccordingtoastudybyFiat(whichincluded5,700driversinfivecountries),eco-drivingsavesanaverageof15%offuelcosts.

ThepotentialCO2savingsfromefficientdrivingbeingadoptedmorewidelyaresignificant-potentiallyover220KgofCO2(e)percarperyear.Thetotalpotentialfinancialsavingsfordriversisestimatedinexcessof£15billionperyearacrosstheEUandcirca£96perdriver.

Communicationcampaignstopromoteefficientdrivingareoftencitedasanecessaryaccompanimenttoeithertraining-basedortechnology-basedapproaches,butonlyonecampaignintheNetherlands-whichrevealedacostof€9pertonneofavoidedCO2-hasbeenrobustlyevaluated,meaningdrawingconclusionsabouttheireffectivenessisdifficult.

Stakeholder FeedbackGeneralsupportforthedeploymentofthismeasure,withthefollowingnoted:

} SuggestionsthatEcoDrivingcouldbeimplementedinanumberdifferentways,e.g.alegislativerequirement,asupportprogramme,incentives(e.g.taxrelief).

93

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5BC10

MEASURE TYPE

Existingenhanced

Behavioural Change Campaigns BC10: Behavioural Change Campaign - Cleaner Fleets Behavioural change campaign to support switch to cleaner, lower emission fleets for next vehicle purchases (including private cars & taxis)

Additional DescriptionTargetedbehaviouralchangecampaignstoencouragelowemissionvehiclepurchase-forexample,afocusedsocialmediaandcommunitybasedmarketingapproachtoreachthetaxidrivercommunity(topromotetheuptakeofe-taxis)andmore-general‘Don’tBuyDiesel’campaignstopersuadecarownerstoavoidbuyingdieselvehiclesforuseinurbanenvironments,etc.

94

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion



Fleet ModellingTheimplementationofaBehaviouralChangecampaigntoencouragepurchasesofcleaner,loweremissionsfleetisneededtosupporttheelectrificationofthecarfleet,whichispredictedtocontributeto:

NOx

-60%

-27% CO2


Summary Assessment } Neutralimpactoncongestionasdoesnotsupportmodeshift.

} PositiveimpactsofcleanerfleetsweighedagainstimpactofEVcarbonfootprint.

} Positiveimpactsonairqualityaspeopletransitiontocleaner,loweremissionvehiclepurchase.

Stakeholder FeedbackGeneralsupportforbehaviouralchangecampaigns,withstakeholdershighlightingCOVID-19ascreatinganopportunityforchangeinbehaviour;however,concernwasraisedforthegenerallackoffundingandresourceavailableforbehaviouralchangework.

95

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5TC01 & TC02

MEASURE TYPE New

Integrated Ticketing and Mobility as a ServiceTC01: Next Generation TicketingRoll out of next generation ticketing systems across all modes including PT, cycle hire & parking

TC02: Mobility as a Service PilotMobility as a Service - further examination and evidence review to identify potential to undertake a pilot, including trialling demand responsive services

Additional DescriptionIntegrated Ticketingallowspublictransportuserstousethesameticketorcardfortripsonmultiplemodesoftransportandacrossdifferentoperators.TheNTAlaunchedIreland’sversionofthisconceptwiththeLeapCardin2011andusagehassincegrownsubstantiallywithoverthreemillioncardssold47and70%offarepaymentsonbusesnowbeingmadeviaLeapCard.48 Leap is available on all servicesoperatedbyDublinBus,BusEireann,Go-AheadIreland,Luas,DART,DublinandCorkCommutertrainsandsomeintercityrailservices,aswellascirca15privatebusoperators.

Next Generation Ticketing forms part of the BusConnects Dublin programme andexpandingnationwidethereafter,subjecttofunding.TheNTAproposetooverhaultheexistingticketingsystemsbymovingtoaccountbasedticketingandallowingtheuseofcontactlessdebit/creditcardsandmobilephonestomakefarepayments.ThecapitalcostsofNextGenerationTicketing’sdevelopmentwillbeincludedintheBusConnectsDublinbusinesscase,withitsrollouttootherpartsofthenetworkrequiringadditionalfunding.

InitialstakeholderengagementaspartofthisStudyindicatedadesiretoseeintegratednextgenerationticketingextendedto:

} Allregionalcities.

} More private bus operators (for example to enable a seamless payment systemforthosetravellingbybusfromruralareasintotheregionalcities).

} Othermodessuchascyclehireandparking(tobetterfacilitatemulti-modalinterchangeandimprovethecustomerjourneye.g.fromparkandridetobusortrainstationandthenbikehiretofinaldestination).

Mobility as a Service (MaaS) offersanextensionofintegratedticketingthataimsprimarilytoreplacecarownership(andthereforereducecongestion)byofferingasubscriptionservicethatcoversallmodesoftransport-enablinguserstoseamlesslyuseandpayforarangeoftravelchoices.Ittakestheideaoftraditionalcitymonthlyoryearlymulti-modalpublictransportticketsandaimstointegratethemwithmultimodaltraveloptions-includingintegratedjourneyplanning,booking,andpaymentsystemsavailableinreal-timetousers.

Transportoptionsaremulti-modalandcouldincludeaccesstoabikesharescheme,carclubmembership,onlinecar-poolingservices,on-demandtaxiservices(orridesharing)andon-demandresponsivebusservices(suchasIOKIandShotl).Asingleappcanactasajourneyplanner,allowingtheusertoseewhichmodesoftransportbestsuitsthegivenjourney.

96

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

ItisrecommendedthatfurtherexaminationandevidencereviewisundertakeninordertoidentifythepotentialtoundertakeaMaaSpilotinoneofthefivecities,includingtriallingdemandresponsiveservices.For example, Smart Dublin49heldaMaaSGapAnalysisWorkshopinearly2020.TheNTAareconsideringthefindingsofthisworkshopalongwithotherresearch,withaviewtothepotentialinitiationofaMaaSprogrammeforDublin.


TC01 Congestion

Carbon



TC02 Air Quality Congestion



Summary Assessment

TC01 } Willincreasetheeaseofusingpublictransportandspeedupboardingswhichreducesjourneytime,increasecapacityonthenetworkandenhancetheattractivenessofpublictransportcomparedtoprivatecartravel.

} NewGenerationTicketingwillbringaboutfurther(andgenuine)integrationthroughamovetoamulti-modalzonaltypefaresystem.Themovefromhavinganintegratedticket(thephysicalLeapcard)toactualintegratedticketingisapositivedevelopment.

} Providesforintegrationoffares/ticketingacrossallmodesandoperators,encouragingandsupportingsustainablemobilityuseandmodeshift-therebybenefitingcongestionmanagement,carbonreductionandairqualityimprovement;however,integratedfaresand/orfarecappingmayreducepublictransportoperatorrevenue(asthereducedfaresmaynotgenerateenoughadditionalpatronagetofullyoffsettherevenuereduction).

} Increasedfunctionalitycanenabletargeteddiscounts/incentivestotargetgroups(e.g.parttimeworkerswhomayotherwisedrive)andprovideforfirst/lastkmintegration(e.g.betweenrailandcyclehire).

} Stilladevelopingtechnology.

TC02 } Althoughstillattheearlyinnovationstage,MaaScanbeaneffectivealternativetoprivatecarusagewherethereareviablesustainablemobilityoptionsavailabletousers.

} Apilotcouldincludetrialofdemandresponsivepublictransportservices.

} Stillininnovationstage,withgovernanceandtherollofprivateoperatorsunclear.

} MaaSrequiresstrongpublictransportprovisionasbackbone/optionoffirstchoice,thereforeapplicationacrossallfivecitiesmaybelimited(Dublincouldpotentiallyactaspilotcity).

97

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

ThereisariskthatMaaSmaycontributetoariseinindividualvehiclejourneys.Forexample,ride-shareappscausedsignificantadditionalcongestionissuesinareaslikeSanFrancisco50(whereUberandLyftjourneysaccountfor13%oftraffic)withpeoplealsoswitchingfrompublictransporttotaxiservices.MaaSservicesarestillformulatingsystemsthatensuretheydon’tcreatetheseproblemsandofferanetincreaseintheuseofmore-sustainablemobilityalternatives.

Best Practice Evidence ThemosthighprofileMaaSappcurrentlyinoperationistheWhimapp,developedbyMaaSglobal.51This is currentlyoperatinginHelsinkiandhas60,000monthlyusers52andtwomilliontripshavebeenmadethroughtheappasof2018.A2019studyWhimpact: Insights from the World’s First Mobility as a Service Solution indicatedthatagoodpublictransportsystemisthebackboneforMaaS:

} Whimusersmake73%oftheirtripswithpublictransportcomparedto48%tripsmadebytheaveragecitizen.

} 42%ofallWhimusers’citybiketripsarecombinedwithpublictransport.

} Whimusersaresteepedintomulti-modalism,usingbothbicyclesandtaxistosolvethefirstmile-lastmileproblem.

} Whimuserscombinetaxisthreetimesmoreoftenwithpublictransport,comparedtootherusersinHelsinkionaverage.

} Whimcustomersuseawiderangeoftransportationservices,andareclearlyshiftingtosustainablemobilitypatterns,whichwillhaveamajorimpactoncitycongestionandcardependency53.

Stakeholder FeedbackGeneralsupportforIntegratedTicketingandMobilityasaService,withstakeholdersrecognisingthatsuchasystemwouldimproveaccessibility,supporttheSmartCityconceptandhavepositiveimpactsfortourism.Thefollowingconsiderationswerealsonoted:

} AnyIntegratedTicketingandMobilityasaServicesystemneedstoincludetaxis,bikesharingandcarsharing.

} Anysystemalsoneedstoofferbothpublicandprivatesectortransportsolutionstofacilitateinnovation-andkeeppacewiththese;however,thisdidraiseprivacyconcernsandstakeholderssuggestedthatregulationwouldberequired.

} Aconcernwasraisedforslowprogressinthisarea,withalternativesneedingtoexistpriortodelivery.

“Attractive, easy to understand fares and ticketing options are vital in encouraging greater use amongst visitors.”

“Private sector may be better placed to lead on this with apps/mobile technology but important to have regulation and control of social inclusion aspects, employee rights in service provision companies and data protection.”

“An issue to address is the regulatory regime keeping pace and flexible enough to integrate new technology, data, digital platforms - if people can move in a seamless way across a variety of modes for their daily travel needs, their behaviour will change and looking up timetables, real time information on next available service, booking a shared car/EV, booking a bicycle or electric scooter (which are not permitted for use under current regulations) all from a phone while on the move, should be the reality.”

“Having been involved in such discussions since early 90’s I would like to see a more committed effort.”

98

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

5TC09

MEASURE TYPE

New

Connected Vehicles TC09: Connected VehiclesDevelopment and use of connected vehicles, leading to more efficient driving and use of road space.

Additional DescriptionIncreasingconnectivitybetweenvehiclesispartofthetechnologicaladvancementsinconnected,autonomousvehicles(CAVs).Vehiclescanbeconnectedtoeachotherandtheroadinfrastructuretoallowthesharingofinformationandco-ordinationofactionstodriveefficientuseoftheroadnetwork.In2016,theEuropeanCommissionestablishedaEuropeanStrategyonCooperativeIntelligentTransportSystems(C-ITS)tofacilitateandco-ordinateinvestmentandregulatoryframeworksforconnectedvehiclesandintelligenttransportsystemsacrosstheEU.

CAVsareabroadtopic-however,thistoolkitmeasureisfocusedonconnectedvehiclesandinparticularthepotentialforvehicleplatooningonstrategicurbanroads.AsdefinedbyCatapultTransportSystems,vehicleplatooninginvolvestwoormorevehiclesconnectedwith‘vehicleto-vehiclecommunication’,allowingthemtoeffectivelycommunicatewitheachotherandoperateasasingleunit.Theleadvehicletakescontrolofthespeedanddirectionofallthevehiclesintheplatoon.

Considerationofincreasingautonomousvehiclesmoregenerallywasruledoutasanappropriatedemandmanagementmeasureduringtheinitialsifting,giventheirlimitedimpactonairqualityandgreenhousegasemissions,coupledwiththecostanddifficultiesofimplementationthisnewandevolvingtechnology.ThereisthepotentialforConnectedVehiclestoplayaroleinmanagingdemand;however,thisneedsfurtherexaminationandevidenceofthebenefitsasthetechnologyevolves.TheRSAhaverecentlycommissionedastudyintotheapplicationofCAVsonIrishRoadstoexaminetechnologies,policiesandgovernanceandincludestheuseofCAVinroadfreight.

Summary Assessment } Connectedplatooningoffersopportunitiestoimprovecongestionandroadsafetythroughmoreefficientoperationanduseofstrategicroadspace.TheconstantcontrolledspeeddeliversfuelsavingsandenvironmentalbenefitsthroughthereductionofCO2emissions,whilsttheabilitytodecreasethedistancebetweenvehiclesincreasesroadnetworkcapacity.

} Increasedroadcapacitycaninducedemandforcarjourneys,resultinginanoverallnetincreaseinthenumberofvehiclesontheroads.

} Thistechnologycouldhaveparticularadvantagesforthestrategicmovementoffreight.HGVplatooningcouldreduceCO2 emissions from between 1 to 8%fortheleadvehicleandbetween7and16%forthefollowingvehiclescomparedtostandarddriving,accordingtoastudycommissionedbyACEA(EuropeanAutomobileManufacturer’sAssociation).

} Therearealsoroadsafetybenefitsfromvehicleplatooningaswhentheleadvehiclebrakes,thefollowingvehiclesautomaticallybrakewithzeroreactiontime,significantlyincreasingroadsafety.

} ConnectedHGVvehiclesarelikelytohavealimitedimpactonairqualityandcarbonemissionswithinthecontextofthefiveStudycities.IntermsoftheoverallbenefitsofHGVplatooning,long-distancemotorwaydrivingmakesuparelativelysmallproportionofIrishvehiclekilometresandtherefore,therewouldbelimitedemissionbenefitsforurbanconditions.

99

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

} Moreefficientuseoftheroads,creatinganincreasedcapacitymayalsoallowreallocationofthisspaceforotheruses,includinggreaterprovisionforactivemodesandimprovedurbanrealm.

} Thetechnologyforconnectedvehiclesisstillevolvingandtherearevaryingviewsonwhensuchaninterventionwouldbeimplementedonpublicroads;certainlyitisalonger-termoption.

} Currentbarrierstoimplementationincludeconcernsaroundsafetyandthelegalresponsibilitiesforanyaccidents(particularlywhenconsideringconnectedautonomousvehicles),aswellasthehighcostofthetechnology.

} ThecurrentcostofthetechnologyalsomakesitexpensiveandexclusionaryforthosethatcannotaffordCAVvehicles.

} Overall,thereisthepotentialforConnectedVehiclestoplayaroleinmanagingdemand;however,thisneedsfurtherexaminationandevidenceofthebenefitsasthetechnologyevolves.


Congestion

Carbon



Best Practice Evidence VehicleplatooninghasbeenindevelopmentacrossEuropesincethe1990sandtrialsareongoing:

} TheEnglishDepartmentforTransport(DfT)andHighwaysEnglandcommissionedthefirstreal-worldoperationaltrialofplatooningvehiclesonUKroads.The£8.1mHelmUKtrialispredictingsignificantbenefitstoroadsafety,capacity,congestion,CO2efficiencyandfueleconomybutiscurrentlypausedduetotheCOVID-19outbreak.

} ENSEMBLEisathree-yearmulti-brandtruckplatooningtrialonEuropeanroads.Resultsareexpectedin2021.

Stakeholder FeedbackStakeholdersnotedthatmoreresearchanddevelopmentwasneededintheareaofconnectedandautonomousvehicles.

100

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


6 Tier 2 City Toolkit Measures


Tier 2 - City Toolkit

101

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Tier 2 - City Toolkit Demand Management Measures TheTier2measureshavebeencompiledintotwoToolkits,onecontainingnationalmeasuresandonecontainingmeasureswhichcouldbeimplementedataCitylevel.TheToolkitsareintendedtobearesourceforstakeholderstoidentifyappropriatemeasuresforgivensituations.

WhilethepotentialTier2CityToolkitmeasuresarenotranked,eachofthepotentialmeasuresareassessedinmoredetailinthisChapter.

Fiscal Measures (FM) Tolling FM12:M50Multi-PointTolling


EV Charging Infrastructure Strategies PTM02: Electric Vehicle Charging Strategy

On-StreetParkingControls&Pricing PTM07:CarClubs/CarSharing

Residential&WorkplaceParkingStandards

PTM08:ResidentialParkingStandards

PTM09:WorkplaceParkingStandards

PTM10:ResidentialParkingStandards-EVs&CarClubs

Freight/GoodsDeliveryManagementPTM12: HGV Management Strategy

PTM13:ActiveKerbsideManagement

TrafficManagement

PTM14: Slow Zones

PTM15:DecreasedSpeedLimitsonUrbanMotorways

PTM16:Park&Ride

PTM17:CarFreeZones&Streets

Behavioural Change (BC)

Mobility Management Plans

BC03: School Mobility Management Plans (MMPs)

BC14: School Streets & Safe Routes to School

BC04:WorkplaceMobilityManagementPlans

BC05:FlexibleWorking

BC06:StaggeringSchoolandWorkplaceStartandFinishTimes

BC07:ResidentialMobilityManagementPlans

BC08: Area Mobility Management Plans

Behavioural Change Campaigns

BC11:RewardSchemes

BC12:MarketingNewSchemes

BC13:Disruption&Resilience

Technology & Communications (TC) Intelligent Transport Systems

TC03:RealTimePassengerInformation

TC04:RampMeteringonNationalRoads

VariableSpeedLimits TC05:M50VariableSpeedLimits

UrbanTrafficManagementCentresTC06: Public Transport Control Centres

TC07:UrbanTrafficManagementCentres

Parking-Wayfinding&VariableMessage Systems

TC08:SmartParkingWayfinding&VMS

ThisCityToolkitrecognisesthecurrentandplanneddeliveryofarangeofdemandmanagementmeasuresbyeachofthefiveStudycities(forexample,HGVManagementinthecitiesofDublinandWaterford;residentialandworkplaceparkingstandards;andmobilitymanagementinitiativestonamebutafew).TheToolkitapproachenableseachcitytocontinuetoembedandenhancedemandmanagementwithintheirexistingandfuturetransportplans,tailoredtomeettheirparticularneeds.

102

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6 FM12

MEASURE TYPE

New

TollingFM12: M50 Multi-Point Tolling Further examination/evidence required in relation to multi-point tolling on the M50

Additional DescriptionThe2014M50DemandManagementStudy54recommendedthatthecurrentsinglepointtollingsystemontheM50shouldbereplacedwithavariabledistance-basedsystem.Thiswouldresultinbetween80%and100%ofusersbeingsubjectedtoatoll,dependingonthetypeofsystemimplemented.Tollamountswouldvaryfordifferentvehicles(asisthecasewiththecurrenteFlowtoll),andcouldvaryfordifferenttimesofthedayand/orweektoreflectvaryinglevelsofdemand.Duetothetechnologicalcostsofaclosedsystematthetimeofwriting,theStudyrecommendedanindicativeschemetoprovideforanopensystemwithfivetollpoints(includingtheexistingeFlowtolllocationwherethetollratewouldbereduced).

Ifadecisionistakeninthefuturetoimplementadistance-basedtollscheme,the2014Studyrecommendsthatafurther,moredetailedstudyisrequiredtodeterminewhethertoimplementanopenmulti-pointtollingsystem,ortoadoptaclosedtollingsystemwhichwouldchargefordistanceoftheM50usedbasedonentryandexitpoints.

The2014Studyhighlightsthatanyfuturetollschemewouldrequireaperiodofapproximatelythreeyearsforconsultation,approvalandimplementation,andwouldalsobesubjecttothestatutoryprocesssetoutintheRoadsAct.Theschemewouldalsoconsiderthemitigationofimpactsthatwouldbenecessaryonlocalroadsasaresultofthetollingproposals.

TransportInfrastructureIreland(TII)arealsoundertakingassessmentsaspartoftheirworkstreamonnextgenerationuserchargingtoreplacethecurrenttollingarrangements(i.e.asandwhentheconcessionsexpire,andthetollroadassetsreturntoTII-circa.2030).ThemainfocusofthisistoensurethatTIIcanassessanyreplacementuserchargingregimesfromanequityperspective.

103

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary Assessment } Well-establishedmethodofdemandmanagement,withadditionaltollingsupportingthemanagementofprivatevehiculartrafficinordertoprotectthestrategicnatureofvehiculartrafficontheM50.

} Tollingcanalsobeconfiguredtoprovideincentivestouselesspollutingvehicles,suchasreducedtollsforEVs.

} SignificantimprovementslikelyontheM50whichisofnationalstrategicimportance.Managingcongestiononthiskeystrategicroutewillhavewidernetworkbenefits.

} Likelytoresultindisplacementoftrafficontonon-tolledalternativeroutes.ThisisalreadyevidentinLimerickandWaterfordwhicharenotconsideredappropriateforfurthertollingonthisbasis.

} PotentialairqualitybenefitsalongtheM50;howevermayresultinairqualityissuesalongdisplacedtrafficasaresultofthescheme.

} Introductionofadditionaltollsonexistinginfrastructureispoliticallychallenging.

} Alternativetraveloptionsforusersarecurrentlylimitedandorbitalbusprovision(andbuspriority),althoughchallenging,willbekeytoprovidingviablealternativesforpeople.Otherwise,tollingwouldbeviewedasataxonpeoplewhohavenorealisticmore-sustainablealternatives.


Air Quality Urban Environment Carbon Congestion


Best Practice Evidence The2014M50DemandManagementstudyshowedclearlythatfiscalmeasureshadbyfarthemostsignificantimpactonmanagingfuturedemandontheM50.Itnotedthatintheabsenceofadditionalfiscalmeasures,itisunlikelytobepossibletoprotectthetrafficcapacityprovidedbytheM50MotorwayUpgradeSchemeoveritsdesignlife.

Stakeholder FeedbackStakeholdersshowedconcernfortheimplementationofmulti-pointtollingontheM50dueto:

} DisplacementeffectsandratrunningmeaninglowimpactsoncongestionforthewiderDublinnetwork.

} NegativeeffectonHGVemissionsfromstop/startdriving.

} ExemptionstothetollforEVsshouldbeconsidered.

“Further tolling with encourage rat races to avoid tolls.” (Transport Operator, National)

“Any user charging scheme developed should focus on reducing trips and not displacing them.

1) Toll points probably promote more diversion than distance-based charging schemes.

2) Not all trips are the same and understanding the type of trip and the behaviours related to it would be important in the design of any user charging scheme.”

104

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6PTM02

MEASURE TYPE

Existingenhanced

EV Charging Infrastructure Strategies PTM02: Electric Vehicle Charging StrategyDevelopment & implementation of an EV charging strategy for each city for private cars and taxis, including: County Development Plan Parking Standards; on-street, Park & Ride, Rail Stations, Mobility Hubs, Multi-Storey parking and e-Taxi charging infrastructure

Additional DescriptionWhileencouragingmodeshifttowardssustainabletravelistheprimaryfocusofTDM,therequirementsforElectricVehicle(EV)recharginginfrastructureisalsoimportantastakeupofEVsincreases.Whilefocusingonhome-basedoriginchargingastheprincipalplaceofchargingEVs,acomprehensivenetworkofEVchargingisrequiredacrosseachcity,inordertomeetfuturedemandasvehiclefleetsincitiesmoveovertoEV,particularlytocaterforvehicleownerswhodonothaveprivateoff-streetparking(e.g.drivesorgarages)whichcanbeusedforhome-charging.ThechargingapproachalsoneedstoensureconsistencyinEVchargingfacilitiesforthosewithmobilityimpairments.

TheDepartmentofTransport,wholeadonthedevelopmentandfundingofEVcharginginfrastructure,areworkingonanoverarchingcharginginfrastructurestrategy,withatargettobesetforthesupplyofinfrastructuretostayaheadofdemand.TheStrategywillreviewandupdatethetargetsoriginallysetintheNationalPolicyFrameworkforAlternativeFuelsInfrastructure,takingintoaccounttheproposeduptakeofEVssetoutintheClimateActionPlan.


Congestion



105

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Fleet ModellingTheimplementationofapackageofEVChargingMeasuresisneededtosupporttheelectrificationofthecarfleet,whichispredictedtocontributeto:


NOx

-49%

-31% CO2

Summary Assessment } Charginginfrastructureshouldbeplannedandprovidedinordertoencourageorigin/homebasedchargingasthedefaultchoice,toavoidtheunintendedconsequencesofencouragingpeopletodrivetootherdestinations(includingworkplaces)tochargetheirEVs.Inaddition,overnightchargingathomealsomeansrechargingvehicleswhenthereisagreaterproportionofsustainableenergyavailable.

} ProvisionwillmeetfutureprojecteddemandforEVtakeup,inparticularforon-street/sharedprovisionatpointoforigin,andfore-taxifleets.

} Limitedcongestionbenefits,astheadditionalEVsaresimplyreplacingexistingfossil-fuelledvehicles. } ComprehensiveEVchargingprovisionwillsupportEVuptake,therebyreducingthe‘tail-pipe’carbon(includingtheemissionsfromtheadditionalelectricityusedbyBEVs,basedonthepredictedIrishelectricitysupplyin2030).Impactsoftheadditional‘embeddedcarbon’inBEVsareexcludedfromthe%reductionvaluebuttakenaccountofinthequalitativescoring.

} Mayhaveadverseimpactonurbanenvironment,duetotheincreasedrequirementsfor‘streetfurniture’,leavinglessroomforpedestriansandcyclists.

} TheinvestmentrequiredtodeliveracomprehensiveEVchargingnetworkwhichfullysupportstheEVuptakeprojectionsassumedinourfleetmodellingmaybechallenging.

Stakeholder FeedbackGeneralsupportformoreEVparkingandcharging,withconsiderationthataddingEVparking/chargingspacesiscurrentlydifficultduetoover-subscribedresidentialandon-streetparkingprovision.Thefollowingdetailedpointswerealsonoted:

} Anyrechargingstrategyshouldensuremodalshifttowardssustainabletravelremainsthekeypriority,throughidentifyingstrategiclocationsforEVchargingfacilitiesratherthanadoptingablanketcoverageapproachtotheirprovision.

} NeedforconsistencyinEVparkingandpricingstandardsacrossLocalAuthoritiesinurbanareas. } ImpactsofEVcharginginfrastructureonurbanspaceforactivemodes. } EVshaveasignificantcarbonfootprintandstillcausecongestion. } NeedtodeliverconsistencyintheaccessibilityandusabilityofEVchargingfacilitiesforpeoplewithdisabilities-including:stepupfromroadside;sizingoftheEVparkingbays;heightoftheEVunit;andaccesstoandtheeaseofusingthechargeritself.

Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryEVs(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.

106

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6PTM07

MEASURE TYPE

Existingenhanced

On-Street Parking Controls & Pricing PTM07: Car Clubs/Car Sharing Foster partnership between national and Local Authorities and private car-share operators with an emphasis on allocation of on-street Car Club/Car Share spaces within City Parking Strategies

Additional DescriptionCarclubs/carsharingprovidesmemberswithquickandeasyaccesstoavehicleonashort-termhirebasis,withinsurance,fuelandothercostsallincludedinanhourlyfee.Carshareschemescanenablecitypopulationstolivewithoutowningacar,whilemaintainingaccesstotheuseofacarfortripsthatarenotwellservedbysustainabletransport.

GoCaristhelargestcarclubcompanyinIrelandwithover50,000membersand700carsandvansavailableacross200+locationsnationwide,althoughthemajorityarewithinorclosetoDublin.Waterfordistheonlyoneofthefivecitiesthatdoesnotcurrentlyhaveapubliccarsharescheme.

Carclubstendtohaveanewerfleetandsomenewentrantsintothemarkethaveentirelyelectricvehicles,forexampleGreenMobilityhaveplanstosetupaschemewith400electricvehiclesinDublin.

IntegratingagreementswithcarshareoperatorsintoCityParkingStrategiescanprovideabetterspreadofcarsharespacesandeasetherolloutofspacesbyoperatorstoprovidemorecomprehensivecoverageacrossacity.Foracarshareschemetoprovideaproperalternativetocarownershipforoccasionaltrips,itisimportantthattherearesufficientspacestomeetdemandinagivencityarea.

107

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion

Carbon



Summary Assessment } PromotestheconceptofSharedMobility,reducingtheneedforindividualcarownership(leadingtoreducedoverallcaruse)andmakingmoreintensiveuseofeachvehicle(reducingthespaceneededforstoringmultipleprivatecars).

} AstudyofcommutersintheGreaterDublinAreafoundthatcarownersweresurprisedwhenpresentedwiththeaveragecostsofcarownershipfortheircarmodel55.Thissuggeststhataninformationcampaignonthepotentialsavingsfromtheuseofcarsharecouldhelptostimulateaswitchfromprivatecarownershiptocarsharemembership.

} Nosignificantweaknesses,butreliantoncommercialoperators,whowillbeimpactedbyexternalmarketconditionsanddemand,todelivercarsharingservices.

Best Practice EvidenceOnaverage,themajorityofcarsinEuropeareinactivelyparked(beforeoraftertripsaremade)forapproximately16hoursaday,activelyparked(duringtrip)fornearly7hoursanddrivenlessthan1houreachday56.Carsalsotypicallycostintheregionof€6,500toownandrunannually57.Thiscombinedwiththefacttheaveragecarrequires150m2ofurbanlandtoparkresultsinaconsiderablewasteoflandresources.Inthepastnumberofyears,moredriversareoptingtousesharedcarclubvehiclesratherthanpurchasetheirowncarandtherearenowsharedcarcompaniesinlargerEuropeancities.

In2000,Antwerpenteredintoapublic-privatepartnership(PPP)toactastheparkingauthorityinthecitycalledGAPA.GAPAmanages,overseesandcontrolsallpublicon-streetandoff-streetparking.GAPAhandlesallthecostsassociatedwithparkingmanagement.AspartofthisarrangementGAPAaimstoincentivisecarsharing.Itsetsasidespacesforcarsharingwhereparkingdemandishighandgivesresidentswhoaremembersofcarsharingclubstheequivalentofparkingpermitstoparkneartheirhouse.

Between2000(whenGAPAbeganparkingmanagement)and2006,privatecarusedropped50%.AsthetwolargesttransportprojectsinAntwerpduringthistimewerecyclinginfrastructureimprovementsandparkingmanagement,“itcanreasonablybeassumedthatparkingmanagementispartlyresponsibleforpeopleshiftingtomoresustainabletransportmodes”58.Althoughtheallocationofparkingspacetoencouragecarsharingiscertainlypartofthis,asignificantincreaseinparkingchargesandexpansionofchargingzonesislikelytobetheprimarydriverforthismodeshift.

Stakeholder FeedbackNospecificcommentswerereceivedfromstakeholderswithregardstoCarClub/CarShareparking.

108

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6PTM08, PTM09 & PTM10

MEASURE TYPE

Existingenhanced

Residential & Workplace Parking StandardsPTM08: Residential Parking StandardsReduced Residential Parking Standards for new developments in appropriate locations

PTM09: Workplace Parking Standards Reduced Workplace Parking Standards for new developments

PTM10: Residential Parking Standards - EVs & Car Clubs Continue to require EV & Car Club spaces within new Residential developments

Additional DescriptionParkingstandardsfordevelopmentsstipulatetheamountofparking(includingbothcarparkingandcycleparking)thatmustbeprovidedaspartofnewdevelopments.Parkingstandardsforresidentialandworkplacedevelopmentshavetraditionallyfocussedonensuringthereisanadequateamountofparkingtocaterforpotentialdemand.Thispolicydidnottakefullaccountofthenegativeimpactofincreasingcaruseinourcities.

PTM08andPTM09seektocontroltheamountofparkingprovidedwithnewdevelopments,aimingtoreducecaruseasmuchaspossible,whileavoidingtheproblemsofparkingspill-overintoneighbouringareas.Thisinvolvesstipulatingmaximum(ratherthanminimum)parkingstandardsfornewdevelopments,includingcar-freedevelopments,whereappropriate.Thesestandardswillvarybycityandbylocationswithincities,basedonavarietyoffactorsincludingavailabilityofalternativesustainablemobilityoptionsto/fromanarea.(SeeLondon’sPublicTransportAccessibilityLevelintheBestPracticesectionbelow).

Adevelopercansignacontractwithacarclubcompanytoprovideacertainnumberofcarclubvehiclestobelocated,whennotinuse,withinthecarparkingprovidedinadevelopment.Thisincreasesthevisibilityandconvenienceofcarclubsforresidentsandcanreducetheneedforcarownership,whilemaintainingaccesstocarswhenneeded.

EVchargingfacilitiesinresidentialdevelopmentsfacilitateatransitiontoowningandusingbatteryEVs.Lackofaccesstohome-chargingwouldbeasignificantbarriertoEVownership.EVchargingspacescanalsofacilitatecarclubsconvertingsomeoralloftheirfleetstoEV,offeringthepotentialforthecarclubtogenerateadditionemissionsreductions(thoughcareisneededtoavoidover-ratingthissynergy,ascarclubuserstendtobenervousofbooking/usingBEVs,oftenduetoaperceivedriskofthevehiclebeingpickedupwithinsufficientchargetocompletetheplannedtripandrequiringasignificant(unplanned)chargingperiodwithinthebookedslot.

109

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


PTM08 Congestion

Carbon

Air Quality

Urban Environment


PTM09 Congestion

Carbon

Air Quality

Urban Environment


PTM10 Congestion Carbon



Summary Assessment } Blanketparkingstandardsacrossallcitieswouldnotbedesirable,reducedresidentialparkingstandards(PTM08)andreducedworkplaceparkingstandards(PTM09)shouldbelocationspecificandintegratedwithaccessibilitytofrequentpublictransportandwalking/cyclingaccessibility.

} ReducedstandardsunderPTM08andPTM09couldpotentiallyresultinoverspillofparkingintosurroundingareasifnotcalibratedcorrectly.

} PTM08enableshigherdensities,closertosustainablemobilitycorridors.

} Reducingresidentialparking(PTM08)canhaveadirectimpactoncarownershipandhencethedemandforcartravelacrossalljourneypurposes.

} PTM08hasthepotentialtoreducetotalcardemandbymorethandestination-basedparkingmeasures,suchasPTM09orincreasedcitycentreparkingcharges,whichjustrestrictthedemandforcartripstothatdestination.PTM09haslittleimpactonjourneysoutsideofcommutingto/fromworkandcar-basedbusinesstravel.

} PTM08thereforealsoreducestheissueassociatedwiththedisplacementoftripsfromparking-controlleddestinations,forexampleshiftingfromcitycentreto‘out-of-town’shopping.

} StandardsunderPTM08andPTM09mustbecognisantofavailablepublictransportcapacity,notjustaccessibilitytopublictransportroutes,astheymayberunningatcapacityduringpeaktimes.

} Alternativetraveloptionsmustbeavailablewhereparkingstandardsarereduced,includingprovisionofcarclubspacesandincreasedbikeparkingwithindevelopments.

} FurtherinvestigationofmethodstoensuretheequitableallocationoftheavailableparkingspacesforresidentsofthedevelopmentsaffectedbyPTM08maybewarranted,e.g.prioritisingfamilies,vehiclesusedforwork,peoplewithdisabilities.

110

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

} GiventheconsiderablegrowthtargetedforallfivecitiesunderProjectIreland2040(50-60%inregionalcities,20-25%inDublin),thereisasignificantopportunitytoconstraintheresultinggrowthincartrafficbysignificantlyreducingresidentialparkingstandardsinthenewdevelopments.

} Surfaceareasthatwouldotherwisebeusedforparkinginresidentialandworkplacedevelopments,canbebetterusedforurbanrealmimprovementsif/whenparkingstandardsarereduced.

} Provisionofcarclubspaces(PTM10)canreducetheneedforcarownershipandstorage,reducingcarusageanditsassociatednegativeimpactsoncongestion,GHGemissionsandairquality.ResearchfromEuropeancarclubschemeshasfoundthateachcarcanreplacetheneedforupto16privatelyownedvehicles59,andwhile40%ofusersdidn’townacarpriortojoiningacarclub,afurther22-32%gaveuptheircarasaresultoftheavailabilityofthecarclub.

} Accesstocyclehireschemes(eitherpublicschemesorcyclehireofferedexclusivelytoresidents)canalsoreducetheneedforcarownershipwithinanewdevelopment.Examplesfromothercountrieswherebikesareprovided,regularlyservicedandbrandedfornewdevelopmentsincludetheUK'sBromptonLockerBikeHireschemeandtheUSA'sOnBikeSharescheme(https://onbikeshare.com/bikeshare-for-residentialproperties.html).60

} AriskinherentinPTM10isarelianceonprivatecarshareoperatorsthatarelargelybeyondthecontroloftherelevantLocalAuthoritiesorcentralgovernmentandpotentiallypronetotheimpactsofmarketforces.

Best Practice EvidenceManyEuropeancitieshavemovedtointroducemaximuminsteadofminimumoff-streetresidentialparkingstandards.Thisallowshigherdensitiestobeachievedandencouragessustainablemobilityfromnewdevelopmentswithinthecities.

InLondon,parkingstandardsaretiedtotheaccessibilityandlocationofthesite.InStockholm,thesystemissimilartoLondon’s,howeverextrareductionsinstandardsaregrantedforaccesstocarclubs,highqualitybikeparking,bikesharing,freepublictransportandserviceboxesfordeliveries.

London’sPublicTransportAccessibilityLevel(PTAL)isanindexofaccessibilityofpublictransportcalculatedbasedonfrequencyofroutesandwalktimestostopsfromthedevelopmentsite,thehigherthePTALthebettertheaccessibilitytopublictransport.WhereasitefallsbetweentwoPTALlevels,themorerestrictiveparkingstandardshouldbeapplied.

MAXIMUM PARKING STANDARDS LONDON BASED ON PTAL

Location Maximum Parking Provision

Central Activities Zone Inner London Opportunity Areas Metropolitan and Major Town Centres All areas of PTAL 5-6 Inner London PTAL 4

Car-free

Inner London PTAL 3 Upto0.25spacesperunit

Inner London PTAL 2 Outer London PTAL 4 Outer London Opportunity Areas

Upto0.5spacesperunit

Inner London PTAL 0-1 Outer London PTAL 3

Upto0.75spacesperunit

Outer PTAL 2 Up to 1 space per unit

Outer PTAL 0-1 Upto1.5spacesperunit

111

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

LONDON’S PUBLIC TRANSPORT ACCESSIBILITY LEVEL MAP

Stakeholder FeedbackStakeholdersnotedthefollowingdifficultiesinrelationtoreducingparkingatnewdevelopments:

} Displacementeffects.

} Viablesustainablemobilityoptionsneedtoexistpriortodelivery.

} Reductionsincouncilincomefromchangesinparking.

} Potentialfornegativeeconomicimpactsoncitycentres.

Despiteconcerns,reducingparkingatnewdevelopmentswasfelttobemoreeffectiveandpracticablethanremovingexistingparkingprovision.Theexceptiontothisbeingtheremovalofparkingatworkplaces,withCOVID-19providinganopportunitytoreduceparking,aslessstaffaretravellingtoworklocations.

“In the context of COVID-19 and greater levels of staff working from home, there may be opportunities to use staff car parking spaces for more sustainable mobility usage.”

112

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6 PTM12 & PTM13

MEASURE TYPE

Existingenhanced

Existingenhanced

Freight/Goods Delivery Management PTM12: HGV Management Strategy Development & implementation of a HGV Management Strategy for each city

PTM13: Active Kerbside ManagementActive Kerbside Management, cargo bikes/last mile distribution hubs

Additional DescriptionHGVManagementStrategiesarealreadypartiallyorfullyimplementedinsomeIrishcities.DublinCityCouncilintroducedanHGVManagementStrategyin2007.Driversof5+axlelorriesarerequiredtoobtainapermittoenterarestrictedzonebetween0700and1900hrs.ThisrestrictiongivesincentivestousetheDublinPortTunnelinstead,whichislocatedjustoutsidethecordon.5-axleHGVsarecurrentlybannedinWaterfordcitycentre,withweightrestrictionsalsoinplaceonspecificstreetsinthewiderWaterfordcityregion.

Whilemanydemandmanagementmeasuresfocusonallocationofroadspace,activemanagementofthekerbsideforparking,deliveriesandaccesscanalsobeanimportanttoolinefficientuseoftheroadnetwork.Activekerbsidemanagementcaninclude:

} Theadoptionofkerbsidehierarchiesthatprioritisecertainvehiclesoractivitiessuchascycleparkingaroundstationsandbusstops,loadingbaysforservicinganddeliveriesinretailareas.

} Useofmobilitytechnologytoofferdigitalparkingandreservationservices,whichcandisplayreal-timeavailabilityofkerbsidespaceforloading/unloadingandparkingandloadingrestrictionsandotherdisruptionsortemporaryrestrictions,tomakefreightmovementsanddeliveriesmoreefficient.

Freightconsolidationcanalsolimittheimpactofdeliveryvehiclesincitycentres,byreducingthenumberoftripsrequired.Theseschemesoftenusealogisticshubtoconsolidatemultipledeliveriesforanareaintoasmallernumberof‘last-mile’vehicletrips.ThesetripscanbeundertakenbysmallerandmoreenvironmentallyfriendlyvehiclesincludingEVsandcargobikes.Cargobikesareparticularlyeffectiveforshort‘lastmile’tripsinurbanareas.InnovativesolutionstolastmiledeliveryareconsideredaspartoftheSmartDublinprogramme,co-fundedbyEnterpriseIrelandandDublinCityCouncil,inpartnershipwithBelfastCityCouncil61.Apilotinlate2018involvedsixcompaniessecuringfundingtotestsolutionsatanumberofsitesinDublinandBelfast.Theseincludeconsolidationhubsusinge-vehicles,e-bikesandcargobikestomakedeliveriesintothecitycentresandtheuseofappsfordriverstobookkerbsideandloadingbayspaces.Learningsfromthepilotsincludedtheneedtoupgradeparkingbye-laws,toreflecttechnologicaladvancementsandtheimportanceofstakeholderengagementandbuy-infromlocalbusinesses.

113

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


PTM12 Congestion

Carbon Urban Environment Air Quality


PTM13 Congestion

Carbon



Summary Assessment } TheHGVManagementPlaninDublinhasshownimprovementstoairqualityandlikelysafetybenefits.HGVmovementsinthecordonareareducedby91%,withcorrespondingcitycentrecongestion,airqualityandroadsafetybenefitsinareasofhighpopulationdensity;however,duetothelongerdistancesrequiredforHGVmovements,totalemissionsfromalltrafficacrosstheDublinRegionincreased(8%and21%inNOx & CO2respectively).

} Aswellasthepossibleincreaseintotalemissions,dependingonthealternativesbeingprovided,emissionsmayberelocatedratherthanreduced.

} Roadsdesignedforheaviervehiclesrequiremorecarriagewayspace,restrictiononheaviervehiclesallowsforlowerlevelofsegregationandmoreemphasisonwalkingandcyclinginfrastructure.Alsoprovidesasaferenvironment.

} ActivekerbsidemanagementleadstoreducedHGV/LGVincitycentres,resultinginimprovedsafetyandurbanrealmimprovements.

} Additionaldeliverycoststobusinesses,e.g.duetotheextrasetoffreighthandling.

} Enforcementofkerbsidemanagementmayalsobechallenging.

Best Practice Evidence TheintroductionoftheDublinHGVManagementStrategyin2007aftertheopeningoftheDublinPortTunnelwasverysuccessfulindecreasingHGVmovements,withadecreaseofHGVmovementsby91%throughthecitycentre;however,itdidmeanHGVstravelledfurther,resultinginanoverallincreaseinCO2, NOxandPMemissionsfromtotaltrafficovertheDublinRegion.Itshouldbenotedthoughthattheseemissionswouldhavebeenreleasedfurtherawayfromthedenserurbanpopulationofthecitycentre,themeasureswouldthereforeprobablystillhavehadapositiveimpactintermsofpublichealth.TherearealsosignificantroadsafetybenefitsassociatedwiththeremovalofHGVsfromtheurbancore.

In2018,Sainsbury’strialledcargobikesforhomedeliveriesintheUK.Fivezeroemissionbikeswereabletomakeupto100homedeliveriesadayfromtheirStreathamCommonstoreinSouthLondon.Thebikeswereprovidedbye-cargobikes.comandhadacapacityof480litresandapayloadof125kg.Thistrialfoundthataround97%ofSainsbury’son-linegroceryorderscouldbefulfilledinasinglecargobikedelivery.Otherbenefitsincludedshortjourneytimes,particularlywiththeabilitytousecycleandbuslanes,aswellasshorter‘doorstep/delivery’times,ascargobikescanoftengetclosertothecustomer’sfrontdoors.

114

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Stakeholder FeedbackGeneralsupportforcargobikesandlastmilesolutionsandthedevelopmentandimplementationofanHGVManagementStrategy,withstakeholders:

} RecognisingRoadSafetyAndEnvironmentalBenefitsFromReducingHGVMovements.

} SupportingaEuro6HGVstandardasaminimum,withtheprovisionofgrantstosupportvehicleupgrades.

Concernswereraisedwithregardstothepotentialfordisplacementeffectsandforactivekerbsidemanagement.

“Obviously, there is a road safety benefit with inner-city areas… they are also producing a high percentage of carbon.”

115

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6 PTM14

MEASURE TYPE

Existingenhanced

Traffic ManagementPTM14: Slow ZonesExpansion of Slow Zones in residential areas

Additional DescriptionThismeasureinvolvestherolloutofmore30kphSlowZonesinurbanresidentialareas.

These30kphspeedlimit‘SlowZones’aregenerallyappliedinurbanresidentialareas(ratherthanarterialcityroads).Theyaretypicallysupportedby:

} Trafficcalmingmeasuressuchasspeedhumps,chicanes,roadnarrowing,plantingandothermeasurestobothphysicallyandvisuallyreinforcethenatureoftheroad.

} Signage.

} Fixedspeedcamerasand/orperiodicenforcement.

} Roadsidemessaging(usingbespokematerialandexistingstreetfurniture)toencouragedrivercompliance.

AllofthefiveStudycitiescurrentlyoperateSlowZoneswithinpartsoftheircities,includingwithinpartsofthecitycoreandinresidentialareas(Cork,Dublin,Galway,Limerick,Waterford).Speedlimitsonpublicroadsaresetnationallyandtheimplementationofspecialspeedlimits(suchastheintroductionofSlowZones)areareservedfunctionforlocalauthorities.Thereisalimitedrangeofspecialspeedlimitsprovidedforincurrentlegislation.

TheDesignManualforUrbanRoadsandStreets62 (DMURS) states the following:

} Withincities,townsandvillagesinIrelandadefaultspeedlimitof50kmhisapplied.

} Speedlimitsinexcessof50kmhshouldnotbeappliedonstreetswherepedestriansareactiveduetotheirimpactonplaceandpedestriansafety.

} Lowerspeedlimitsof30kmharearequirementofSmarterTravel(2009)withincentralurbanareas,whereappropriate.

} Wherepedestriansandcyclistsarepresentinlargernumbers,suchasinCentres,lowerspeedlimitsshouldbeapplied(30-40kmh).

} Wherevehiclemovementprioritiesarelow,suchasonlocalstreets,lowerspeedlimitsshouldbeapplied(30km/h).

116

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary AssessmentRoadsafetyistheprincipalrationaledrivingtheintroductionofSlowZones.Intermsofroadsafety,2019saw141deathsrecordedonIrishroads.AreportbytheRoadSafetyAuthorityonfatalcollisionsbetween2008and2012foundthatexcessivespeedwasacontributoryfactorinalmostonethirdofallfatalcollisionsduringthattime.63Asageneralrule,a1%reductioninaveragespeedwillseea4%reductioninfatalcollisions.Apedestrianorcyclisthitbyavehicletravellingat60kphwillonlyhaveaoneintenchanceofsurvival,howeverifthespeedofthevehicleisreducedto30kph,nineoutoftenwillsurvive64.

Slowzonesand30kphspeedlimitsoncityroadscancreateanimprovedlocalenvironmentthatmakesothermodesmoreattractive,therebysupportingmorecyclingandwalking.Thisisparticularlyimportantforcreatingsaferenvironmentswheremorevulnerableroadusers(suchasschoolchildrenandtheirparents/carers)feelmorecomfortableandconfidentintakingmoretripsbybikeoronfoot–therebyhelpingtomanagecongestion.

Theimpactonemissionsof30kphrestrictionsisuncleardependingonhowmeasuresareimplemented.Ifitresultsinmoreacceleration/deceleration(e.g.throughtheuseofspeedhumps)emissionsarelikelytoincrease;however,somestudieshavefoundwithcorrectmanagement,slowzonescanresultinsmootherdriving.

30kphisnotanefficientspeedfordieselvehicleoperation,thereforethismeasurecouldleadtonegativeimpactsonairquality.Theimpactonairqualityisdependentonthetransitiontocleanerfleets,inordertooffsetthenegativeimpactsofdieselat30kph.

ThereispotentialforredistributionoftrafficoutsidetheSlowZonethatmighthavenegativeimpactselsewhereforcongestion,airqualityandthequalityoftheurbanenvironment.

Itisdifficulttoenforcewidespreadspeedreductionswithoutresourcedeploymentoffixedspeedcamerasorregularmobilespeedpatrols.

SlowZonesarearelativelylow-costoptiontoproviderecognisedsafetybenefitsandopportunitiesforincreasedlevelsofwalkingandcyclingandanimprovedpublicrealm.

Inadditiontotherecognisedsafetybenefits,therearealsowidercommunitybenefitsoflowerspeedsincludingenvironmentalbenefits(suchasreducednoisepollution,providedtheschemedoesnotgeneratesignificantadditionalvehicledecelerationandacceleration)andcommunityengagementbenefits(throughreducedcommunityseveranceandopportunitiesforenhancedcommunityinteraction).

ThroughoutmuchofEurope,morecitiesarenowintroducing30kphasthedefaulturbanspeedlimit.Forexample,thecityofBilbaoinSpainhasrecentlyjustadoptedan18mph(30kph)speedlimitfortheentireurbanareaofthecity,coveringcirca300,000inhabitants.65


Carbon

Air Quality Congestion Urban Environment


Stakeholder FeedbackStakeholderFeedbackindicatedwidespreadsupportforthismeasure.

117

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6 PTM15

MEASURE TYPE

New

Traffic Management PTM15: Decreased Speed Limits on Urban Motorways

Additional DescriptionDuringthepreparationofthe2017NationalMitigationPlan66, the impact of reducingmaximumspeedlimitsonmotorwaysfrom120kphto110kphforcarsandvans,andfrom90kphto80kphforheavydutyvehicleswasmodelled.

Itwasestimatedthatpotentialtotalemissionsofcirca1,700ktCO2 between 2020and2030couldbeachieved.Anannualaveragesavingof170kTCO2wouldrepresentapproximately1.4%ofannualtransportemissions.Theserelativelymodestemissionsreductionswerejudgedtohaveahigheconomiccost(over€570pertonneofcarbonabated),inpartduetolongerjourneytimes.

Thisproposedmeasurewouldseetrialsofdecreasedspeedlimitsonapplicablesectionsofurbanmotorways.





Summary Assessment } ThismeasurewouldhavealowcostofimplementationcomparedtotheintroductionofVariableSpeedLimits,howeverthismeasureislesseffectivethanVariableSpeedLimitsformanagingcongestion.

} Reductionfrom120kphto110kphor100kphisshowntoreducefuelconsumption,thereforethismeasurewouldhavepositiveimpactsoncarbon.

} Willrequirestrongerenforcementtoensurecompliance.

} Areductioninspeedwouldresultinanincreaseinusertraveltimes.TheConsultantsengagedbytheDepartmentoftheEnvironment,ClimateandCommunicationstoconducttheMarginalAbatementCostCurveanalysistoinformthepreparationofthe2019ClimateActionPlanconsideredthespeedlimitreductionproposalandconcludedthatthecostbenefitratiowastoohightoincludeintheirrecommendationsfortheClimateActionPlan.67

} LimitedapplicationwithintheStudyarea,giventhattherearerelativelyfewsectionsof120kphmotorwayswithinthefivecitiesStudyareas.

118

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Best Practice EvidenceHighwaysEnglandarecurrentlytriallingareductioninspeedlimitsonfourmotorwaysinEnglandtoreducelocalairpollution68.Speedswillbereducedfrom70mph(112.6kph)to60mph(96.6kph)inareasthathaveseennon-compliantlevelsofnitrogendioxide.Thetrialswilltakeplaceonstretchesofnearlyfivemiles(M6junctions6to7byWitton,M1junctions33to34byRotherham,M602junctions1to3byEcclesandM51to2byOldbury).Theimpactofthenew60mphlimitwillbereviewedinayear'stime.

TheNetherlandsandAustriahaverecentlyintroducedschemestolowerspeedlimits,withtheaimofreducingairpollutionratherthantolowercarbonemissions,withspeedsintheNetherlandssetto100kphexceptoncertainsectionsbetween1900and0600hrs.Austriaappliesspeedlimitstosectionsofthemotorwaynetwork–whenairqualityindicatorsriseabovecertainthresholds,thespeedlimitisloweredfrom130kphto100kph(with EVs exempt)69.

Stakeholder FeedbackSomestakeholdersdidnotfeelthatdecreasedSpeedLimitsonUrbanMotorwayswasanappropriatemeasurewithinthecontextofthefivecitiesandtheoverallStudyobjectives.

Ruled Out as a MeasureBasedonthedetailedevaluation,itwasconcludedthatdecreasingSpeedLimitsonUrbanMotorwaysshouldnotformakeyrecommendationofthisStudy.Whilehavingbenefitsintermsofreducingemissionsontheoverallnationalstrategicroadnetwork,itsimpacttodeliverthekeyStudyObjectiveswithinthefivecitieswasassessedasnotsufficienttowarrantinclusionasaStudyrecommendation.

ThisisprincipallyduetoitslimitedapplicationonurbanmotorwayswithintheStudyarea.Inaddition,thedisbenefitsintermsofincreasedjourneytimesoflowerspeedlimitsonapplicablesectionsofurbanmotorwayswouldoffsetthebenefitsfromreducedemissions.

A‘watchingbrief’shouldbekeptontheHighwaysEnglandtrialscurrentlyunderwayandtheimpactofthesetrialsonlocalairpollution.Ifinthefuture,therearelegalobligationstoachieveagivenlevelofairqualityalongstretchesofurbanmotorways,learningsfromthesetrialscanbeapplied,aspartofanyfuturere-assessmentofthismeasure.

Notethatschemestointroducevariablespeedlimits(ontheM50and/orelsewhere),asawayofmanagingcongestiononthesemotorwaysareconsideredelsewhereinthisreportwithintherecommendedCityToolkitmeasures.

Inaddition,stricterenforcementsofexistingspeedlimitsonhighspeedinter-urbanroutes(usingaveragespeedcameras),wouldgenerateroadsafetybenefitsandcarbonemissionreductions,particularlysincetheemissioncurvesformostvehicletypesstarttorisesteeplyavehiclespeedsexceed100kph;however,thisinter-urbanmeasureisbeyondthescopeofthisStudy.

119

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6 PTM16

MEASURE TYPE

Existingenhanced

Traffic Management PTM16: Park & Ride Improve interchange opportunities via Park & Ride provision on outskirts of cities, focused on reducing longer distance car commuting

Additional Description(Formal)Park&Rideinvolvestheprovisionofadedicatedcarparkbesideapublictransportstationorinterchange.ParkandRideschemesalsooftenincludetheprovisionofadditional(sometimesdedicated)high-qualitypublictransportservicesservingthecarparklocation.Driverscanparktheircarandcontinueonpublictransportfortherestoftheirjourney.Park&Rideisattractiveifthereisadisincentivetocontinuedriving(e.g.congestion,tolls,limitedparkingspacesavailableatdestination)and/orthepublictransportofferingisfastand(usually)frequent.Thepublictransportservicesthereforeusuallyneedtoeitherbesegregatedfromtrafficcongestion(e.g.heavyorlightrail,trams,segregatedbuswaysetc),orhaveeffectivebusprioritymeasures(buslanes,buspriorityatsignalisedjunctionsetc).TheseconditionsarerequiredtomakePark&Ridemoreattractivethancontinuingthejourneybycar,despitethecombinedpenaltyoftheextrainterchange,thewait-timeandthepublictransportfare.

ConsiderabledevelopmentofPark&RideisproposedinboththeClimateActionPlan2019andProjectIreland2040:NationalDevelopmentPlan2018-2027.ThenewNTAPark&RideDesignOffice70willdevelopvariousPark&Rideprojectsthroughtheirdesignandplanningstages,includingthedevelopmentofbothstrategicandlocalPark&Ridelocations.

Impact in Delivering the Study ObjectivesPark & Ride

Congestion

Carbon

Urban Environment

Air Quality


Summary assessment } Park&Rideoftenprovidesamore-attractiveoptionthan‘pure’publictransportforcar-availabletravellerswholivebeyondthecity’scorehighfrequencypublictransportnetwork.

} Ifwell-signed,theyarealsoattractivetovisitorswhoareunfamiliarwithfindingroutesthrough&/orparkinginthetownorcity.

} Park&Ridewillonlybeusedifthepublictransportofferingiscompetitivewithcontinuingtodrive.

} Inparticular,theytendtobemosteffectivewhencitycentreparkingislimited&/orexpensive.

120

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

} Park&Ridecancomplementothermeasures,suchasaworkplaceparkinglevy,publicparkingcontrolsandreducedworkplaceparkingstandards,thatmakedrivingintothecitycentrelessconvenient.

} ProvisionofPark&Ridecanresultinsomepeoplewhowouldhavepreviouslyusedsustainablemobilitytotraveltothestationtonowdriveinstead71- 72,orcancausepeoplewhopreviouslyusedpublictransportfortheirentiretriptonowdrivetoaPark&Ridesitetoavailofafasterormorecomfortablepublictransportoffering.

} ThelocationchoiceofPark&Ridesitescanalsoleadtounintendedconsequences,wherebyadditionalvehicletripsmaybegeneratedthatmightotherwisebeundertakenlocallybysustainablemeans–forexample,tripchaininginvolvingcommutingandthenshopping.

} Well-usedParkandRideschemescanhelpreducecitycentrecongestion&airpollution,thoughcareisneededtoensurethattheemissionsfromanyadditionalpublictransportissignificantlylowerthantheemissionsfromthereplacedcartrips,takingaccountofanyadditionalcartripsto/fromthePark&Ridesite.

} Park&Ridesitesoccupylandadjacenttohighqualitypublictransportthatcouldbeotherwisebeusedforurbandevelopment.

} Takingalong-termperspective,Park&Rideincreasestheaccessibilityofhinterlandsandcantriggercar-dependanturbansprawlandhencemaycontributetoanoveralllong-termincreaseincaruse73.

} AsPark&Ridesitescanoftenleadtoincreasesintraffic,theirmainbenefitisoftenthereductionindemandforcitycentreparking,ratherthantheirabilitytoencouragemoresustainablemobility.

} CarefuldesignandappraisalisneededtofindtheoptimumlocationsforPark&Ride,toensurethesearesufficientlyattractivetocarusers,whileremovingasmuchofthecarjourneyaspossible.

} Park&Rideneedstobeconsideredwiththerestofacitytransportanddemandmanagementstrategy,toensurecartraveldemandreductionandmodeshiftfromthecaristakingplace,andthat,asfaraspossible,onlydriverswhowouldotherwisehavedrivenintothecityusePark&Ridesites.

Best Practice EvidenceAsStrasbourgenlargeditstramnetwork,ittooktheopportunitytoincreasethecity’sparking-controlledzonesandreallocateroadspacefromon-streetparkingtocyclepaths,pedestrianisedzonesandgreenareas.ThesespaceswerereplacedwithPark&Ridesitesattheendofthenewtramlines.

StrasbourghashadsignificantsuccesswithitsPark&Rideusage.Surveyscarriedoutbythecityshowthatthemajorityofuserspreviouslytravelledexclusivelybycar.Ticketsareheavilysubsidisedwithacostof€2.70foradayofparkingandareturntramtripforuptosevenpeople.

Stakeholder FeedbackItwasnotedthatPark&Ridewasanimportanttooltoencourageareductionofvehicletripsintothecitycentrecore.TherewasgeneralsupportforPark&Ride,withstakeholderssuggestingloweroverallcoststoparkatPark&Ridelocationscomparedtocitycentreparking.However,itwasalsonotedthatwherecitieshadfreeworkplaceparkingspacesavailableontheiroutskirts,offeringPark&RidejourneytimesandcostscomparabletodirecttripstothesesiteswouldbeachallengeinordertomakePark&Rideanattractiveoptionforthesecommuters.

“An abundance of park and ride facilities with lower overall cost to park and ride than would apply to city parking.”

121

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6PTM17

MEASURE TYPE

Existingenhanced

Traffic Management PTM17: Car Free Zones & Streets Identify areas within cities that could have a positive impact on Air Quality and quality of the Public Realm

Additional DescriptionCar-freezoneorstreetsthatrestrictvehicularaccesstoparticularareas;thiscanbelimitedtocertainvehicletypesandspecifictimes,orevendaysoftheyear,toreducecongestionandpollutionandallowmorespaceforsustainablemodesoftravel,particularlywalkingandcycling.

CertainrestrictionsarealreadyinplaceacrossIrishcitiesandthereareplanstoexpandthisinsomecases.Forexample,theGalwayTransportStrategyincludesproposalstorestrictroadstovehiclesofasuitablesizeandoriginsordestinationsinthecitycentrethroughthe‘CityCentreAccessNetwork’.Thiswillincludereducingspeedlimits,measurestodiscouragethrough-traffic,andprioritisationofofpublictransportmovementsovertheprivatecar.FurtherdetailscanbefoundintheFigurebelow.

122

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion Carbon Air Quality Urban Environment


Summary Assessment } Re-balancesroadspaceinfavourofactiveandsustainablemodes,whichhassubsequentbenefitsforhealth,vibranturbanrealmandlocaleconomy.

} Thisreallocationofspacecanencouragemodeshifttomoresustainablemodes. } Potentialforlocalobjectionandthereforeextensivestakeholderengagementrequired. } Mustconsidertheneedsofthosewithparticularmobility/accessibilityrequirements. } Anydisplacedtraffichasthepotentialtocreatedisbenefits,soitisimportanttoconsidertheimpactofanyre-routingtrafficetc.

} Norevenueraisedforreinvestmentinpublictransport. } Theexistingpublictransportnetworkthereforeneedstoprovideacrediblealternative.

Best Practice EvidenceInGhent,(thelargestcityintheEastFlandersprovinceofBelgium),thecitycouncilproposedmultiplemeasuresinits1997MobilityPlanfortheInnerCitytotackleairqualityandcongestionissuesinitscitycentre.A35ha.zoneinthehistoricalcentrewaspedestrianisedaspartoftheplan.Thiszonebannedalmostallvehicles,exceptpublicservicevehicles,deliveryvehicles,taxis,andprivatevehicleswithaspecialpermit.Theplaninitiallymetwithconsiderableopposition,particularlyfromretailersinthecitycentre.Despitethis,politicalsupportforthestrategywasconsistent.Thepoliticalmajorityinthecitywasinfavouroftheplan,andastrongcollaborationbetweenlocalpoliticiansandthecityadministrationenabledtheplantoproceed.Over300publichearingstookplaceintheyearpriortoimplementationandastrongcommunicationstrategywasputinplace.

In2017,anewMobilityPlanstrengthenedandexpandedthesemeasures.Withintheringroadsurroundingthecity,theurbancorehasbeendividedintosevenareas:thecitycentreandsixzonessurroundingit.Novehicletrafficcantravelbetweenzoneswithoutdrivingbacktotheringroad.Therefore,thereisnothrough-trafficthroughthecentre,orbetweenzones.Allthrough-trafficisroutedaroundtheringroad,resultinginlowertrafficlevels,feweraccidents,moretripsmadebysustainablemodesandreducedairpollutioninthecitycentre.Althoughnodataisavailableontheimpactsoftheinitialrestrictions,the2016mobilitystrategyresultedinareported20%decreaseinNOxconcentrations.

Stakeholder FeedbackTherewasgeneralsupportforCarFreeZonesandStreetsfromstakeholders,duetotheirenvironmental,publicrealmandsafetybenefits,withthesuggestionthattemporaryintroductionsmayenhancestakeholderandpublicbuy-in.

“Working closely with stakeholders, and from a bottom-up perspective, as opposed to a top-down policy implementation, I think is really important. People will come around once they understand… we have huge stakeholder engagement in the design… so they can see what is coming.”

StakeholdersalsonotedthatalternativesneedtoexistpriortodeliveryofCarFreeZonesandStreets,toreduceanynegativeeconomicimpactsoncitycentres.Concernswerealsoraisedaboutthedisplacementeffectsandre-routingtraffic.

123

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6BC03 & BC14

MEASURE TYPE

Existingenhanced

School Mobility Management PlansBC03: School Mobility Management Plans (MMPs)School Mobility Management Plans (MMPs) - resources to support Local Authorities and An Taisce with local school MMP implementation e.g. site specific support

BC14: School Streets & Safe Routes to SchoolResources to support local School Streets & Safe Routes to School initiatives including consultation, implementation and monitoring

Additional Description InIreland,thepercentageofprimaryschools’studentsbeingdriventoschoolhasmorethandoubled,from24%in1986to59%in2016.Increasedtrafficassociatedwiththeschooldropoffiscontributingtocongestion,poorairqualityandroadsafetyproblemsonthestreetsto,fromandaroundschoolsacrossIrishcities.

Mobility Management Plans (or School Travel Plans) are management tools which bringtogetherbehaviourchangemeasuresandinfrastructureimprovementsinaco-ordinatedframework,allowingeducationalestablishmentstoimplementmeasuresagainstanagreedplantoreducedemandforanduseofprivatecarsassociatedwiththeschoolrun,andincreaseandpromotetheattractivenessandpracticalityofactiveandsustainablemodes.

FundingfortheGreenSchoolsTravelprogrammeiscurrentlyprovidedbytheDepartmentofTransportanddeliveredbyAnTaisce.

TheSchoolStreetInitiativeintroducestemporaryroadclosuresadjacenttotheschoolgatesatschoolopeningandclosingtimes.Studentsandparentsaresupportedtoseekalternativemodesoftransportortoparkandstrideawayfromtheschoolgates,withLocalAuthoritiesalsodevelopingSafeRoutestoSchoolinitiatives,tosupportactivetravel.

InMarch2021,anew‘SafeRoutestoSchool’initiativewasannouncedunderthe€1.8billioncommittedundertheProgrammeforGovernment,tosupportwalking/scootingandcyclingtoprimaryandpost-primaryschools.Theprogrammeaimstocreatesaferwalkingandcyclingrouteswithincommunities,alleviatecongestionattheschoolgatesandincreasethenumberofstudentswhowalkorcycletoschool.Theimprovementstotheschoolcommutecouldrangefromanupgradedfootpathornewcyclelanetoacompletereworkingofaschool’sentrance–withallschoolseligibletoapplytotheprogramme.

124

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary Assessment } MMPsandSchoolStreetsareprovenmeasurestodelivermodalshiftandpositiveimpactsoncongestion,particularlyforshorttripsassociatedwiththeschoolrun.

} SchoolStreetsaddressairqualityissuesintheimmediatevicinityoftheschoolgate.

} Reducedcartripstoschoolsgivespositiveopportunitiesforlocalisedactivetravelinfrastructureandimprovementstothepublicrealmandprovidesasaferenvironmentforchildren.

} ThemeasureswouldresolvecurrentresourcegapstoeffectivelysupportLocalAuthorities&AnTaiscetodelivermoreMMPsforSchools.

} Requiresmulti-agency,wholeschoolcommunityandsite-specificsupport-andareineffectivewithoutcommittedschoolbuy-in.

} Requiresalternativesustainablemobilityoptionsinplacetobeeffective.

} SchoolStreetsareresourceintensive(e.g.consultation&ongoingenforcementwithoutANPR).

} SchoolStreetsarenotappropriateforalllocations(e.g.schoolsonmainroads)-howeverfollowingthefirstIrishpilot,thereispotentialforfurtherrolloutatsuitablesites.


BC03 Carbon

Air Quality



BC14 Congestion

Carbon



Best Practice Evidence TheAnTaisceSchoolMMPprogrammeshowsanaverage20-26%reductionincaruseforeachtwo-yearprogrammesince2008.

TheimplementationoftheFingalSchoolStreetspilotinMalahidefounda20%reductioninairpollution,areductioninprivatecarusagefrom37%to18%,withparkandstrideincreasingfrom24%to39%,walkingfrom30%to35%andcyclingnumbersdoubling(from15to30students).

Stakeholder FeedbackGeneralsupportforthedeploymentofthesemeasures,withthefollowingnoted:

} OvercomesresourceconstraintsrelatedtoMobilityManagementPlans.

} Behaviouralchangeinthisareacould/shouldbedeliveredaspartofCOVID-19recovery.

} SchoolStreetsreceivedpositively,despiteongoingenforcementconcerns.

} Alternativesustainablemobilityoptionsneedtoexist,priortodelivery.

125

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6 BC04, BC05, BC06 & BC08

MEASURE TYPE

Existingenhanced

Mobility Management Plans BC04: Workplace Mobility Management PlansWorkplace Mobility Management Plans (MMPs) - resources to support Local Authorities and the NTASmarter Travel Team with local workplace & campusMMP implementation e.g. planning compliance monitoring, site specific support

BC05: Flexible Working Programme of support for employers to encourage flexible working/home working/remote hub working

BC06: Staggering School and Workplace Start and Finish TimesStaggering school and workplace start and finish times

BC08: Area Mobility Management PlansAn area based approach to Mobility Management Planning

Additional Description

BC04Mobility Management Plans (MMPs) are management tools which bring together behaviourchangemeasuresandinfrastructureimprovementsinaco-ordinatedframework,allowingemployerstoimplementmeasuresagainstanagreedplantoreducedemandforanduseofprivatecarsassociatedwiththeworkplace,andincreaseandpromotetheattractivenessandpracticalityofactiveandsustainablemodes.Theseplansusuallyfocusoncommutingandbusinesstravel,butcanextendtofleetmanagementandfreighttransportifthesearesignificantactivitiesforthebusinessinquestion(particularlythosewithafocusonreducingtheoverallcarbonfootprintoftheiroperations).

DestinationbasedMMPsaretypicallyusedatemploymentsites(eitherlargeremployersorclustersofemployersforexampleinabusinesspark),educationsites(includingschools,CollegesandUniversities)orotherlargetripgenerators(suchashospitalsandshoppingcentres).

BC06StaggeredstartandfinishtimesarealsousedaspartofanMMPtomitigateagainstpeopletravellingduringpeakcongestiontimesonlocalroads-forexample,atfactoryshiftchangeovertimesorwithineducationalestablishmentstoreduce‘schoolgate’parkingpressure.

126

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

BC05AcommonfeatureofanMMPisthefacilitationofflexibleworkingtoreducetheoveralldemandfortraveltoandfromasite,throughHRpoliciessuchashomeworking,remoteworkingviahubsandcompressedworkingweeks.ItistooearlytodrawanypermanentconclusionsinrelationtotheimpactofrecentpatternsofhomeworkingaspartoftheresponsetotheCOVID-19pandemiconlongtermtraveldemandiscurrentlyunclear.Arecentstudy74foundthat86%ofrespondentsfavourahybridmodelwheretimeworkingremotelyblendedwithtimeintheworkplace-with67%citingreducedcommutingtimeasapositivefactorassociatedwithhomeworkingduringthepandemic.

InJanuary2021,theGovernmentannouncedthenew‘NationalRemoteWorkStrategy’75 to ensure that remoteworkingisapermanentfeatureintheIrishworkplaceinawaythatmaximiseseconomic,socialandenvironmentalbenefits.Thestrategyincludesproposalsforthefollowing:

} Mandatingthathomeandremoteworkshouldbethenormfor20percentofpublicsectoremployment.

} ReviewingthetreatmentofremoteworkforthepurposesoftaxandexpenditureinthenextBudget.

} MappingandinvestinginanetworkofremoteworkinghubsacrossIreland.

} Legislatingfortherighttorequestremoteworking.

BC08MMPsareeffectiveonasite-by-sitebasis,buttheirimpactcanbeimprovedwhereindividualsiteswithinalocalareaworktogetherwithotherstakeholders-forexamplewithinaBusinessParkorIndustrialEstateneartothestrategicroadnetwork,oracitycentreBusinessImprovementDistrict.ThisAreaMMPapproachcanaddressissuesofcommonconcern(e.g.improvinglocaltransportsupplysuchasalocalbusservicetimetableorcyclerouteprovision),utilisecombinedresourcesformarketingsustainablemobilityactivities(e.g.promotingaCycleChallengecompetitionbetweendifferentemployers)andmaximisingopportunitiesfornewmeasures(e.g.anareawidecarsharescheme).


BC04 Carbon

Air Quality



BC05 Carbon

Urban Environment Air Quality Congestion


BC06 Carbon

Air Quality



127

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary Assessment Site-specific and Area-wide MMPs

} MMPsareprovenmeasurestodelivermodalshiftandthereforehavepositiveimpactsoncongestion,carbonandairquality-particularlyforcommutingtrips.

} ThemeasureswouldresolvecurrentresourcegapstoenabletheNTASmarterTravelTeamandtheLocalAuthoritiestosupportmoreintensiveandwiderWorkplaceMMPdelivery(andalsotomonitorplanningcompliance).

} Reducedcarcommutinggivespositiveopportunitiesforreductioninworkplaceparking,enablingprivatelandtobeputtomorecost-effectiveorcommerciallybeneficialuse.Itcanalsoofferincreasedopportunityforadditionalurbanrealmimprovements.

} MMPsrequirealternativesustainablemobilityoptionsinplacetobeeffective,alongwithcontinuedemployercommitmenttoimplementation.

} AreaMMPsenableefficienciestobeachievedthroughthepoolingofresources,givingopportunitiestodelivermeasuresatascalethatmaynotbecosteffectiveforsinglesites(e.g.workplaceshuttlebusesandcar-poolinginitiatives).

} AreaMMPscantaketimetogenerateandsustainanarea-basedapproachandmulti-agencycommitmenttomobilitymanagementandareusuallybestdeliveredthroughexistinggovernanceframeworks(suchasBusinessImprovementDistricts,BusinessParkTenantForums).

} AreaMMPswillhavelimitedapplicationdependentonbusinesstypeandwouldnotbefeasibleorapplicableacrossawholecity-butarelikelytobeeffectiveintargetedareassuchasneartocongestedpartsofthestrategicroadnetwork,orincity'quarters'.

} EmbeddingthedevelopmentanddeliveryofAreaMMPswithintransportandlanduseplansandpolicies(forexamplethroughCountyDevelopmentPlans,LocalAreaPlans(LAPs),AreaBasedTransportAssessments(ABTAs)&LocalTransportPlans(LTPs)wouldreinforcetheroleofTDMandMobilityManagementinlandandtransportuseplanningandpolicies.

Flexible working/remote working

} InlinewiththeAvoid/Shift/ImproveapproachtoDemandManagement,homeworkingreducestravelcommutingdemandandthereforeimprovescongestionandairquality,whileflexibleworkingpatternscanalleviatepeakhourtraveldemand.

} A2013StudyfortheScottishGovernment76inrelationtomobileandflexibleworkingprogrammesasatraveldemandmanagementmeasurehighlightedtheconcernsaroundthe‘ReboundEffect’,whereenergyefficientsystemsgeneratemoredemandforenergythroughincreasedusageelsewhere.Thisisrelevanttoflexibleworkinginavarietyofways,butperhapsthemostdirectisthroughanincomeeffect,whereenergyimprovements(orcommutetimeandmoneysavings)fortheemployeeleavemoreincome(ortime)forfurtherconsumption(i.e.travel)inotherareas.Likewise,thefactthatsomeoneisnotdrivingtoworkmaymeanthatanotherhouseholdmembermakesuseofacarthatwouldnotpreviouslyhavebeenavailabletothem.The2013Studyaboveidentifiedthatthebulkoftheliteraturesupportstheideathatthereprobablyisasignificantreboundeffect,butundermostcircumstancestheemissions-relatedimpactsofthis‘rebound’aregenerallysmallerthantheimpactsoftheprimarychangeinbehaviour.

} Homeworkingreducesthecarbonimpactoftransportcommutingtrips;however,therewillbeadditionalreboundeffects(overandabovethetravelreboundaffectsdescribedabove)arisingfromtheenergyconsumedbyindividualhomes(e.g.homecentralheating,lighting,etc.),comparedtocentralisedofficebuildings,whicharelikelytobemoreenergyefficient.ResearchconductedbyWSPEnvironmental77foundthatwhiletransportrelatedcarbonemissionsaresavedbyreducedcommuting,theextraheatingandpowerusedathome(especiallyinwinter)canoutweighthebenefits.Theresearchestimatesthatifanemployeeworksathomeallyear,theywillgenerate2.38tonsofcarbondioxide,whereasatypicalofficeworkerwillproduceonly1.68tonsofcarbon.

} WhileitistooearlytoassesstheimpactofCOVID-19onfuturepatternsofhomeworking/remoteworking,shouldthepredictedhybridmodelofworkingpatternsbecomethe‘newnormal’,thiswillrequirefurtherassessmentintotheimpactonemissions(bothfromtransportandothersources).Suchahybridmodelmayalsorequireanadjustmenttocurrentpublictransportfares,whichoffersubstantialseasonticketsavingstothosecommutingfivedaysaweek.

} Increasedsustainedlevelsofhomeworkingmaynegativelyimpactoncitycentreretailvitality.

128

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Staggered start and finish times } Reducespeakhourcongestionlevels. } Tripsarestillmade,sothereislimitedimpactoncarbonemissionsorairquality. } Tripsstillmadethereforethereislimitedimpactforadditionalsustainablemobilityinfrastructurewithintheurbanenvironment,butthismeasurecouldhavesomeroadsafetybenefits(forexample,wherestartandfinishtimeswithinaschoolarestaggeredbyyeargroup).

Best Practice Evidence TheNTAhavefoundthatwhereworkplacesactivelyengagewiththeirWorkplaceTravelPlan,theaveragereductionincarcommutingis18%.78AreviewoftheSmarterTravelAreasprogrammefoundthatthesebehaviouralchangeprogrammeshadbeenmosteffectiveintheUniversityofLimerickwheretheyhadbeencombinedwitha“carrot”intheprovisionofsustainablemobilityinfrastructureanda“stick”intheformofparkingcharges.79

Internationally,numerousstudiesreportemissionreductionimpactsthroughtheimplementationofremoteworkingpolicies;thedegreeofbenefitsdeliveredvariessignificantlybasedonthenumberofdaysperweekworkingfromhome,landusepatterns,commutedistances,socio-demographiccharacteristics,publictransportavailabilityandinternetinfrastructure.

Somestudiesclaimsignificantemissionreductionsemployscenarioswhereemployeesteleworkfull-timeorspendonlyonedayintheoffice,aswellasmarkedenergysavingsthroughbusinessesdownsizingtheirpremises.Whilesomeauthorsdisagreewiththeuseofremoteworkingasatooltoreducetheneedtotravel,arguingthatthepotentialbenefitscanbeoffsetbyreboundeffects,suchasmoredispersedpatternsoflanduseleadingtolongernon-commutetrips(forexample,whereindividualschoosetoliveinruralorsuburbanareas),thuscreatingnew&/orlongercartrips.

Stakeholder Feedback } TherewasgeneralsupportforMobilityManagementmeasures,withstakeholderssuggestingthatthemeasuresproposedcouldovercometheresourceconstraintscurrentlyexperienced.

} TheMMParea-wideapproach,withoversightformultiplesitesinspecificlocalareas(e.g.locationssuchasBusinessParks),wasthoughttoworktoreducelocalauthorityresourceconstraints,ratherthansupportbeingdeliveredbyLocalAuthoritiesonasingleemployer/site-specificbasis.

129

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6BC07

MEASURE TYPE

Existingenhanced

Mobility Management Plans BC07: Residential Mobility Management PlansResidential Mobility Management Plans (RMMPs) - resources to support planning compliance monitoring and site-specific support

Additional DescriptionARMMPisanorigin-baseddemandmanagementtooli.e.itaddressesallaspectsofaresidentialdevelopmentthatcreateaneedtotravelbyresidentsofthedevelopment.TheRMMP‘pyramid’belowdemonstrateshowsuccessfulplansarebuiltonthefirmfoundationsofsustainablelocationandgoodsitedesign.

ARMMPtypicallycombineshardmeasures(e.g.cycleparking,accesstoacarclub,safewalkingroutestobusstops)andsoftmeasures(suchasTravelWelcomePacks,bustastertickets,personalisedjourneyplanning&accesstoon-siteservices).Allmeasuresshouldbeintegratedintothedesign,marketingandoccupationofthesite-withparkingrestraintoftencrucialtothesuccessoftheMMPinreducingcaruse.80

Promotional Strategy

Services & FacilitiesCarclub;cyclehire;parcel

collection;etc

MMP Co-ordinatorTodeliveranddeveloptheMMPandpromotesustainablemobilityuponsiteoccupation

Built EnvironmentSitedesign;facilitiestoreducetheneedtotravel;car&cycle

parkingprovision;accesstopublictransport

LocationProximitytoexistingfacilitiesandservices

ARMMPisaboutmanagingtraveldemandatsource,andcanbeaddedasaplanningconditiontonewresidentialdevelopments,atbothpre-occupationstageandduringthelifeofthedevelopment.

130

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


Congestion

Carbon

Air Quality

Urban Environment


Summary Assessment } ResidentialMMPssupportsdemandmanagementatsource,encouragingreducedcarownershipthroughtheprovisionofsite-specificalternatives(e.g.bike&carshare)andtailoredmarketingtoresidents-thereforesupportingcarbonemissionsreductionandtheongoingmanagementoflocalurbancongestionandairqualityissues.

} ResidentialMMPsalsooffertheopportunitytodeliverenhancedactivetravelinfrastructureatsource,improvingtheurbanenvironment.

} Focusesonminimisingtheimpactoftrafficarisingfromanewdevelopmentattheoutset,ratherthanmanagingitafterwards.

} Thismeasureonlyimpactsnewresidentialdevelopments,notexistinghousingstock-therefore,itsimpactislimitedincomparisontoothermeasures;however,itsinclusionwithintheCityToolkitrecognisestheNPFpopulationgrowthtargetswithinurbanareas,andtherolethatRMMPscanplayindevelopingsustainablecommunities.

} RMMPsrequireongoingresourcecommitmentsfrombothdevelopersandLocalAuthorities,tocontinueimplementationpost-siteoccupation.Theimplementationofthismeasureneedstorecognisethelimitedresourcescurrentlyavailablewithinlocalgovernmentformonitoring,supportingandenforcingRMMPsconditionedaspartofnewhousingdevelopments.

Best Practice Evidence Althoughtheeffectivenessoftravelplansisgenerallywellestablishedatpre-existingsites,thereislimitedevidenceoftheimpactswhentheyareappliedtonewdevelopments,particularlyresidentialsites.Inresponsetothissituation,aseriesofmultimodalpersontripcountsandparkingsurveyswasundertakenatfourcasesites(residentialdevelopmentswithtravelplans)andfourcontrolsites(similarresidentialdevelopmentswithouttravelplans)inMelbourne,Australia.Resultsindicatedthattheaverageweekday(7:00a.m.to9:00a.m.)modeshareforcardrivertripswas14percentagepointsloweratthecasesitesthanatthecontrolsites.81

Stakeholder FeedbackGeneralsupportforthedeploymentofthismeasure,withthefollowingnoted:

} OvercomesresourceconstraintsrelatedtoMobilityManagementPlansmonitoringandsupport.

} Alternativesustainablemobilityoptionsneedtoexistpriortodelivery.

131

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6BC11, BC12 & BC13

MEASURE TYPE

Existingenhanced

Behavioural Change Campaigns BC11: Reward SchemesIncentive-based applications to reward sustainable travel and off-peak travel behaviour

BC12: Marketing New SchemesResources to lock in benefits of active & sustainable travel infrastructure investment through focused social marketing and behavioural change campaigns

BC13: Disruption & ResilienceResources to reduce demand, build transport resilience and/or embed sustainable habits during times of disruption through focused social marketing and behavioural change campaign

Additional Description

BC11: Reward schemesTheuseofincentivebasedapplicationstorewardsustainablemobilityandoff-peaktravelbehaviourhasbeentrialledinothercountriesasademandmanagementmeasure.Theuserdownloadsanappontheirmobilephone,whichautomaticallyrecordstheirjourneysviaGPStracking.Sustainablemobilitytripsviapublictransport,walking,cyclingandcar-sharingaretypicallyrewardedvia‘points’whichcanbeexchangedfordiscountsatlocalretailers(negotiatedinadvanceorviaasponsorshiparrangement)tosupportthelocaleconomy.

Beforeandafteruserdataisrecordedtotracktheimpactofthecampaign-withtheabilitytocalculatenotjustmodeshiftbutotherimpactssuchasCO2 savings,caloriesburned,etc.Theappcanfocusincentivesonusageofparticularmodes(e.g.anewbusroute),particulartimesofday(e.g.off-peaktraveltomitigatecongestionatpeaktimesoftheday)orparticularmarketsegments(e.g.workplaces).Theloyaltyschemeelementoftheapproachhastheadvantageofbothattractingnewusersandrewarding/retainingexistingsustainablemobilityusers.

BC12: Marketing new schemes Tomaximisereturnoninvestmentfornewsustainablemobilityinfrastructure(e.g.anewcycleroute),effectivemarketingtokeyusergroupsisrequiredtolockinthebenefitsoftheinvestmentandmaximiseusage.Fewcompanieswouldlaunchanewproductorserviceandnotadvertiseit-thesameapproachneedstobeappliedtonewtransportinfrastructureaspartofawiderdemandmanagementapproach.

Forexample,focusedmarketingofanewcycleroutecouldinclude:asocialmediacampaigntoreachlocalcommunities;ledridesalongtheroute(e.g.bylocalschools,workplacesorcommunitygroups);monitoringusageandfeedingbackresultsinrealtimeviacyclecountersalongtheroutecombinedwithpositivemessaging;marketingimagerythatshows‘peoplelikeme’usingtheroute;andmarketingmessagesthatfocusonpeople’smotivationstousetheroute

132

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

(e.g.freedom,health,enjoyment).Supportingmeasurescouldincludefree/subsidisedcycletraining,bikemaintenancechecksandaccesstobikehire.Resourcestodeliverthisapproachshouldbeembeddedwithintheinfrastructurebudget.

BC13: Disruption & resilience Somedisruptiveeventscanleadtolastingimpactsontravelchoicese.g.duringlargeeventsorplannedlarge-scaleroadworks.Throughcarefulplanning,resiliencecanbebuiltintoatransportnetwork,toensureitcanstilloperateeffectivelyduringthesetimesofdisruption-andtheuseoftemporarydemandmanagementmeasurescanalsoofferopportunitiestoembednewsustainablemobilityhabitsforthoseeffectedbythedisruption.

Periodsofplanneddisruptionthereforerepresentopportunitiestotrialdemandmanagementmeasuresonatemporarybasisandembednewsustainablemobilityhabits-asoccurredduringthe2012Olympic&ParalympicGamesinLondon,theBirminghamQueenswayTunnelclosuresandcurrentCOVID-19mobilitymeasures,suchastheremovalofparkingtoenablesocialdistancingandactivetravel.


Behavioural change campaigns Congestion

Carbon



Summary Assessment

BC11: Reward schemes

} Candelivermodalshiftand/orsupportoff-peaktravelpatterns,withpositiveimpactsoncongestion,carbonandairquality.

} Enableseffectivemonitoringofbehaviourchange.

} Incentivepointscanbelinkedtolocalretailoffers,supportingthevibrancyofacities’retailfunction.

} Canpromote&incentivisemulti-modaljourneyse.g.cycling&rail.

} Canbetargetedatlocalisedareaswithairqualityand/orcongestionissues.

} Requiresaccesstosmartphones.

} Typicallyrequiresalevelofupfrontretailerdiscountsfundedbytheprogrammeand/orsponsorshiptoprovecaseforlocalretailersbeforeoffersaregivenbythemdirectly.

133

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

BC12: Marketing new schemes

} Maximisespotentialformodeshift,therebyreducingcarbonemissionandairpollution.

} Maximisesinvestmentinnewandexistingsustainablemobilityinfrastructurebyusingmarketingtechniquestorecruitandretainnewusers,thussupportingoveralldemandmanagement.

} Positivemarketingofnewsustainablemobilityinfrastructurecanbuildcommunitysupportforfutureinvestmentintheurbanenvironment.

} CultureshiftrequiredtoembedthebenefitsofBehaviouralChangeprogrammeswithinengineeringmindsets.Requiresmarketingratherthantraditionaltransport/engineeringskills.

BC13: Disruption & resilience } Ifdeployedcorrectly,canachievelongertermimpactsonmodeshift-therebyreducingcongestion,carbonemissionsandairpollution.

} Time-limitedanddrivenbyneed(e.g.majorroadworks).

} Resourceintensive.

} Requiresbehaviouralchangeandsocialmarketingexpertise(ratherthantraditionaltransport/engineeringskills)forsuccessfuldelivery.


BC11: Reward schemesIn2017,Bologna’spublictransportauthoritywantedtotryanewapproachtotacklingCO2emissionsandairquality.Theyhadtriedbanningtheuseofpollutingvehiclesduringtheday,whichhadbeenunpopularwithcitizens,andwantedtoseeifincentiveswouldbemoreeffectivethanpenalties.WithfundingfromtheEuropeanCommission’sHorizon2020EMPOWERprogramme,theypartneredwithBetterPointstobuildBellaMossa,anincentiveschemethatwouldencouragelargenumbersofpeopletoreducetheirday-to-dayrelianceonsingle-occupancycarjourneys.BellaMossaawardedparticipantspointsforwalking,cyclingorusingpublictransport.Pointscouldberedeemedfordiscountsorpaymenttowardsmerchandiseandservicesfrom85retailers,includingsupermarkets,sportsretailers,bikestores,opticians,bookshops,cinemas,restaurantsandbars.Theappalsoincludedmessagingtousersandgamificationtoattractyoungerusers.Runningfrom2017to2018,thesix-monthprogrammesareestimatedtohavesaved1.4millionKgofC02emissionsandengagedover20,000residents82.

BC13: Disruption & resilienceDuringthe2012LondonOlympics,thereweresomeexceptionalparkingrestrictionsandroadclosures.

ToprepareLondonersforthis,a“GetAheadoftheGames”advertisingcampaignwaslaunchedtoraiseawarenessaboutthesecomingmeasuresandtodistributetravelplanningtripstopeoplelivinginLondonorplanningtovisitforthegames.Thecampaignpromotedtravelalternativesonroutesandinareasthatwouldbeaffectedbythegames.Astudytrackedthetravelpatternsof1,132Londonresidents.61.9%changedtheirtravelbehaviourduringtheOlympicsand6%sustainedthischangeaftertherestrictionswerelifted.83

Stakeholder FeedbackGeneralsupportforbehaviouralchangecampaigns,withstakeholdershighlightingCOVID-19ascreatinganopportunityforchangeinbehaviour;however,concernwasraisedforthegenerallackoffundingandresourceavailableforbehaviouralchangework.

“There’s absolutely no policy that talks about behavioural change being important, there is very little to back it up in terms of any type of resources, or funding, it really needs a full look at.”

134

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6TC03

MEASURE TYPE

Existingenhanced

Intelligent Transport SystemsTC03: Real Time Passenger InformationContinue the NTA roll out of multi-modal Real Time Passenger Information (RTPI) across all cities

Additional DescriptionTheNTAcurrentlyprovidesRealTimePassengerInformation(RTPI)inthefiveStudycitiesatsomebusstopsandonlineorthroughmobileapps.IrishRailandLuasalsooperateRTPIsystemsatallstations.70%ofsurveyedpassengersuseRTPI.Almosttwo-thirdsfeelthatRTPIhasimprovedthereliabilityoftheservice.Almost30%citeusingthebusmoreoftensincetheintroductionofRTPI.84

Passengerstendtoover-estimatetheiractualwaitingtimesforbuseswhentheydonothaveaccesstoreal-timeestimatesofarrivaltimes.RTPIscreensthatprovidearrivalandwaittimeshelptoprovideamoreaccuratemeasureofthepassingoftime,thusdecreasingperceivedwaitingtimes,evenwhentherehasbeennoactualimprovementinservicefrequencyorpunctuality.

ThecontinuedexpansionandimprovementoftheRTPIsysteminIreland,particularlyatbusstops,wouldhelptomaintainandimprovecustomerpatronageandsatisfaction.

Theexpansionofreal-timebuslocatormappingontheexistingjourneyplannermobileapp(asadynamicmapshowingthelocationofbusesonthenetwork)wouldalsoallowuserstoseewherethebusisonitsrouteandhowfaritisfromtheirbusstop.


Congestion

Carbon

Urban Environment

Air Quality


Summary Assessment } Improvescustomerperception,patronageandsatisfaction,andbuildsconfidenceinthereliabilityofpublictransportservices.

} RTPIisaneffectivedemandmanagementmeasurewhichsupportspublictransportuse,thereforehaspositiveimpactsoncongestion,airqualityandcarbonreduction.

} IntegrationofrealtimeairqualityinformationwithinRTPIsystemsatspecificlocations/hotspotscanraiseawarenessofairqualityandembedbehaviouralchangemessaging.

} Theneedforat-stopcount-downequipmentcouldbesupersededbytheuseofeasy-to-use/well-advertisedsmartphoneapps,asthepenetrationoftherelevantsmartphonetechnologyamongpublictransportuserscontinuestorisetowards100%

135

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

} At-stopRTPIequipmentdoesnot'reach'carusers,soitsmainbenefitsareforexistingregular&/oroccasionalpublictransportusers.

Best Practice Evidence BrakewoodandWatkins85,whoanalysedtheexistingRTPIliteratureindepth,identifysevendistinctcategoriesofpositiveeffectsthatareassociatedwithRTPI.Theseare:

} Betteruseofwaittime.

} Improvedimageofthesystem.

} Increasedwillingness-to-pay.

} Higherjourneysatisfaction.

} Efficienttravelchoices(e.g.betterroutechoiceduetowaitingforcorrectservice,adjustmentofbehavioursduringtraveldisruption).

} Efficienttravelbehaviouradjustments(e.g.willingnesstoletcrowdedvehiclespassby,knowinganotherisfollowingclosebehind).

} Otherpsychologicaleffectsthatmakepublictransportmoreattractive(e.g.increasedsenseofsecurityatnight).

Stakeholder FeedbackGeneralsupportforRTPI,withthesuggestionthatalltransportinformationsystemsrequirepublictrustintheirreliabilityoftheinformationprovided.

“We talk about reliability and building trust in the technology system… the reliability of the information, is it real time?”

Theneedtoensureaccessforall(forexampleforpeoplewithvisualimpairments)inrealtimepassengertransportinformationsystemswasalsonoted,alongwiththeneedforintelligenttransportsystemstokeeppacewithandretainflexibilityinintegratingnewtechnology,data,anddigitalplatformsastheybecomeavailable.

136

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6 TC04

MEASURE TYPE Existingenhanced

Intelligent Transport SystemsTC04: Ramp Metering on National Roads

Additional DescriptionRampMetersaregenerallytrafficsignalsplacedonmotorwayentrancerampsandwhichoperatewhentrafficvolumesonthemaincarriagewayarehigh,inordertocontroltheflowofvehiclesaccessingthemotorway.Theyaredesignedtoimprovetheaveragespeedofallvehiclesonthemainlinemotorwaybyavoidingtheflowbreakdownandnear-stationarytrafficwhichcanoccurasthemaincarriagewayapproachesitsoperatingcapacity,eitherduetothemergingtraffic,ordownstreamwherethetrafficvolumestartstoapproachtheoperatingcapacityoftheroute.

Essentially,rampmetersperformthefunctionofmanagingtrafficflowontostrategicroutesviatrafficlights,tomaintainconsistentflowonthesestrategicroutes.RampmeteringiscurrentlyusedattheDublinPortTunnel/M50access.

Summary Assessment } Rampmeteringcanimproveroadnetworkefficiencyandsafety.

} Theireffectivenessinreducingcongestionisdependentonsuitabilityoftheindividualjunctionandtrafficcharacteristics-andmayresultinredistributionofcongestionelsewhereontheroadnetworkdependentonthescheme.

} Theremaybepotentialforimplementationonfocusedpartsofthestrategicroadnetworkinurbanareas.

} Easeofdeliveryisuncertainandmaybelimitedduetophysicalconstraints.

} The2011NRA/TIIstudyidentifiedthatRampMeteringwouldnotprovidebenefitsfortheM50inDublin.

} The2017N40DemandManagementStudyinCorkconcludedthatthenumberofjunctionssuitableforRampMeteringontheN40islimited.TheonlyareaidentifiedwhererampmeteringwouldprovidebenefitsfortheN40isthewestboundon-slipatBloomfieldInterchange.DetaileddesignworkonoptimisingtheoperationoftheBloomfieldInterchangeanditsinteractionwiththeN40isbeingundertakenaspartoftheM28CorkRingaskiddyUpgradeSchemeandfurtherdetailedexaminationofpotentialrampmeteringwillbeundertakenaspartofthiswork.86

} CurrentcongestionlevelswithinWaterforddonotwarrantrampmetering,norisitlikelytobeeffective.RampmeteringisnotpartoftheproposedGalwayRingRoadduetotheroadconfiguration.

137

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020





Best Practice Evidence TheEuropeanRampMeteringProjectundertookfiverealworldtestsoframpmetering87atlocationsacrossEurope,andtwosimulationtests,andfoundthethreemainoutcomeoframpmeteringwereasfollows:

} Proofthatsocio-economicbenefitscanbegainedfromtheoperationoflocalrampmetering.

} Awarningthatthedelaysforthecarsheldbackontherampscanoutweighthetraveltimegainsforthevehiclesonthemainstreammotorway,ifthemeteringisappliedtooharshly.

} Proofthatco-ordinatedmeteringissuperiortolocalmeteringstrategiesandthatsubstantialadditionalbenefitscanbegainedfromtheco-ordination.


Rampmeteringwasreportedasaconcernbysomestakeholders.

Ruled Out as a MeasureBasedonthedetailedevaluation,itwasconcludedthatRampMeteringshouldnotformakeyrecommendationofthisStudy.Whilehavingdefinitebenefitsintermsofmanagingcongestiononthestrategicroadnetwork,andaddressingmotorwaysafetyandreliability,itsimpacttodeliverthekeyStudyObjectiveswithinthefivecitieswasassessedasnotsufficienttowarrantinclusionasaStudyrecommendation.Thisisprincipallyduetoitslimitedapplicationoutsidethestrategicroadnetwork.

Furthermore,easeofdeliveryisuncertainandmaybelimitedduetophysicalconstraints-however,theremaybeadditionalpotentialforRampMeteringonotherpartsofthestrategicroadnetworkinDublin,attheBloomfieldInterchangeinCork,andalsointhefutureinLimerick.OutsidethisStudy,additionalresearchandexaminationwouldberequiredtoassessthefeasibilityandbenefitsofthisasademandmanagementmeasureonfocusedpartsofthestrategicroadnetwork.

138

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6TC05

MEASURE TYPE New

Variable Speed LimitsTC05: M50 Variable Speed LimitsReview impact of current TII plans (subject to legislation) for implementation of variable speed limits along the M50 (as part of eMOS project)

Additional DescriptionAvariablespeedlimitisadynamicspeedrestrictiononagivenstretchofroad.Thespeedlimitchangesaccordingtothecurrentenvironmentalandtrafficconditionsandisdisplayedonanelectronictrafficsign.Signstypicallyindicateamaximumspeed.Thishelpsavoidstop-startdrivingbehaviourandreducesdisruptionsalongthestrategicroadnetwork.

Subjecttolegislation,TransportInfrastructureIreland(TII)arecurrentlyprogressingtheimplementationofvariablespeedlimitsalongtheM50,whichisexpectedtoimprovejourneytimereliabilityandroadsafetyalongtheroute.

FollowingtheproposedM50trial,thismeasurewouldreviewtheoutcomeofthistrialanditspotentialapplicationofVariableSpeedLimitsforotherstrategicroadsintheotherfourcities-bothintermsofmanagingcongestionanditsimpactonlocalairquality.

139

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary Assessment } Canimproveroadnetworkefficiencyandsafetybutnotsuitableforallroads.

} Potentialforapplicationislimitedtotargetedareasofthestrategicroadnetworkwithinthefivecities.

} Hasthepotentialtodelivercongestion,carbonandairqualitybenefits.


Carbon



Best Practice Evidence InBarcelonametropolitanarea,afixedspeedlimitof80km/hwasintroducedin2008oncongestedstretchesofthemotorwaynetwork.In2009,itsvariablespeedlimitsystemswerealsointroducedalongotherstretchesofthemotorway.Fixedspeedlimitswerefoundtocausea1.7–3.2%increaseinNOxand5.3–5.9%inPM10.WheretherewerevariablespeedlimitsinplaceNOxandPM10pollutionreducedby7.7–17.1%and14.5–17.3%88.

140

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6TC06 & TC07


Urban Traffic Management CentresTC06: Public Transport Control CentresContinue NTA investment in control centre for all public transport modes, including interactions with Luas

TC07: Urban Traffic Management CentresProactive Urban Traffic Management including SCATS system development & resources and the implementation of other initiatives e.g. bus gates

Additional DescriptionAllofthefivecitiesidentifiedthebenefitsofcontinuedinvestmentinproactiveUrbanTrafficManagementasaneffectivedemandmanagementtool.ThisincludedinvestmentforcontinuedSCATS(SydneyCo-ordinatedAdaptiveTrafficSystem)developmentanddeployment,alongwiththeimplementationofotherinitiatives(e.g.busgates).

Forexample,GalwayhasoperatedanUrbanTrafficManagementCentresince2011.Thisprovidesahubforurbantrafficcontrolinthecity,togetherwiththeParkingGuidanceSystem,VariableMessageSigns,CCTVandfaultmonitoringsystem.Thesystemhasthecapabilitytoexpandtointegratereal-timebuspriority,journeytimemonitoringandenvironmentalmonitoring.

141

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

DublinCityCounciloperateDublin’sTrafficManagementCentreincollaborationwithDublinBus,AARoadwatchandAnGardaSíochána.Usingover300CCTVcamerasandSCATSsignallingtechnology,trafficvolumesathundredsofjunctionsaremonitoredandjunctiontimingsareadjusteddynamicallydependingontrafficflows.Whentrafficaccidentsoccur,trafficlighttimingscanbeoverriddentoreducecongestion.Investmentisongoingtousethedatagatheredtodrivefurtherautomationandincidentdetection.89

FurtherintegrationoftrafficmanagementwithpublictransportoperationwilltakeplacewhenDublinCityCouncil’sTrafficManagementCentreisco-locatedwiththerecentlyapprovednewNationalTrainControlCentretobeconstructedatHeustonStation90.ThiscontrolcentrewilloverseemanagementofalltraintrafficinthecountryandallroadtransportinDublin.TherearepotentialbenefitsforcontinuedNTAinvestmentincontrolcentresforallpublictransportmodesineachofthecities,aspublictransportsupplyincreasesthroughthedeliveryoftheplannedcitystrategies.

Summary Assessment } Urbantrafficcontrolcentrescanplayakeyroleinmoreefficientlymanagingthecapacityoftheexistingtransportnetwork,smoothingdemandthroughintegratedpartnershipworkingandthepushingoutofkeydisruptioninformationcombinedwithtravelalternatives.Therefore,theyoffersubstantialcongestionmanagementbenefits,withcorrelatingbenefitsforreducingcarbonandimprovingairqualityandtheurbanenvironment.

} SCATSrequireongoingoperationsmanagement,maintenanceandupgradestomaximiseefficiencyoftheexistingtransportnetwork.

} ImplementationofinitiativessuchasBusGates(viaANPR)canbeaveryeffectivedemandmanagementmeasurethatdoesnotrequirenewroadspace.

} Aco-ordinatedcontrolcentreforpublictransportineachcitywillallowforbettermanagementandintegrationofexistingpublictransportinfrastructure,resultinginmore-reliableandmore-efficientpublictransportservicesandultimatelyhelpretainpassengernumbers.

} Thiscentrewouldalsoofferopportunitiesto‘push’outrelevanttravelinformationduringtimesofdisruption/incidentmanagement.

} AswithSCATS,thisapproachwillrequireongoingoperationsmanagement,maintenanceandupgradestomaximiseefficiency.


TC06 Congestion



TC07 Carbon

Air Quality



142

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Best Practice EvidenceTransportfortheWestMidlands91launchedaRegionalTransportCoordinationCentre(RTCC)inJanuary2020whichaimstobringtogetherrealtimeinformationforalltransportmodesincoordinationwithexistingcontrolcentresintheregion.StafffromWestMidlandstransportauthorities,emergencyservices,bus,railandtramoperatorswillworktogetherduringmajoreventsandincidents.Similarly,totheDublinTrafficManagementCentre,staffhavetheaccesstoCCTVfootagefromjunctionsacrosstheregionandcanrephasetrafficlightstoalleviatebottlenecks,reduce‘busbunching’andre-routebusesintheeventofatrafficincident.

Stakeholder FeedbackConcernwasshownforthelackofresourcerequiredforcontrolcentresforallpublictransportmodesandUrbanTrafficManagementControlsystems(UTMCs).TheuseofdifferentUTMCsystemsacrossIrelandwasalsonotedasaconcern,withtheneedforonecommonsystemnoted.Stakeholdersdidrecognisetheneedtokeeppacewithandretainflexibilityinintegratingnewtechnology,data,anddigitalplatforms,astheybecomeavailable.

“We have the UTMC there, it’s an automated system so we don’t have it fully resourced at the moment, the person who was running that … is running two jobs at the moment, so there is a resource issue there …, especially with COVID-19 at the moment. We do have the technology there, but I suppose we’re probably not harnessing it as much as we could be at the moment.”

"We do have an Urban Transport Control Centre, and I suppose the reality is we keep on growing it. Really, it takes a lot of money to grow that whole asset outside the business so we are very much reliant on the support of NTA as we bring on more schemes to actually grow that system.”

"There needs to be a common system in Ireland. The UK uses the one system and professional staff that move between local authorities are trained in the one system. Consulting Engineers are also familiar with the one system. In Ireland there are different systems, SCATS in Dublin, Spot Utopia in Galway, SCOOT in Limerick and Cork. The Highways Agency in the UK sets the standard and specification for UTMC and signals in the UK. There is a need for a similar specification in Ireland."

143

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

6TC08


Parking - Wayfinding & Variable Message SystemsTC08: Smart Parking Wayfinding & VMSContinued development & resources for Smart Parking wayfinding & & Variable Messaging Systems (VMS) to support proactive traffic management

Additional DescriptionTherearecurrentlyanumberofsignsineachofthefivestudycitiesindicatingtheavailablenumberofparkingspacesinnearbycarparksinreal-time.Thecontinueddevelopmentandimplementationof‘smartparking’wayfindingandVMSisrecommendedaspartoftheFiveCitiesToolkit.

CarparkingwayfindingandVMScanalsosupporttheproactiveUrbanTrafficManagementmeasuredescribedabove.

Summary Assessment } Theimplementationof‘smartparking’can havenumerousbenefitsfordrivers,citybusinessesandoverallcongestion,improvingoverallroadnetworkefficiencyandsafety.

} Fordrivers,itreducestheunpredictabilityoffindingaparkingspaceandreducesjourneytimes(andemissions)bylimitingthetimespentsearchingforspacesordrivingtomultiplecarparks.

} Businessescanbenefitfromtheimprovedaccessibilityofthecitycentre,particularlywherebusinessesareimpactedbyotherdemandandtrafficmanagementmeasures.

} Overall,theavailabilityofparkinginformationcanreducecruisingtimesearchingforparking,thereforereducingtrafficcongestion,traveltimes,carbonandairpollution.

} Thereduceddelaysforcaruserslookingforparkingspacesandanyreductionincongestionthisgeneratesarebothlikelytohindereffortstoreduceoverallcaruse.

} VMSalsooffersopportunitiestoprovideinformationaboutsustainablemobilitymodealternatives(forexamplecycleparkinginformation,orsustainablemobilitymessaging),asillustratedintheimageabove.


Carbon



Stakeholder FeedbackStakeholdersindicatedgeneralsupportforparkingwayfindingandvariablemessagesystems.

145

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Summary of Measures not included within Study RecommendationsBased on the assessment a number of the Study measures were excluded from the recommended Demand Management Strategy.Someofthesediscountedmeasuresareasaresultofanalternative(andmutuallyexclusive)measurehavingbeenassessedasmorecloselymeetingtheStudyObjectivesandasaresultofthemoredetailedqualitativeassessment,(includingcosteffectiveness)incomparisontothatalternativemeasure.Othershavebeendiscountedduetotheirsimilaritytoanothermeasure,wherebothmeettheStudyObjectivesandscoredwellonthemoredetailedqualitativeassessment,butitwasjudgedthattherecommendationofbothmeasureswouldleadtoduplicationofeffortsandunduecomplexityinimplementation.

TheTier1measureshavebeenconsideredinmoredetailastohowtheymightbeappliedineachofthecitiesindividually.Insomecases,themeasuresaremoresuitableforimplementationinparticularcitieswhilstnotbeingparticularlyappropriateforothers.Therefore,somemeasuresarenotrecommendedwithinthisstudyforparticularcities.

Otherdiscountedmeasures,whilehavingmeritintheirownright,wereassessedasnotstronglyenoughmeetingtheStudyObjectives(andarethereforeoutofscopeforthepurposesofthisStudy),orofhavinglimitedgeographicalapplicationwithinthecontextofthefivecities.

146

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

TABLE SUMMARY OF DISCOUNTED DEMAND MANAGEMENT MEASURES

Them

e

Sub-

Them

e

Dis

coun

ted

Mea

sure

Mea

sure

re

fere

nce

Measure Description Note

Tier One – Transport Demand Management Strategy Pillars

Fisc

al

Vehi

cle

Taxa

tion

Vehi

cle

Taxa

tion

per k

m

FM02

MileageBasedVehicleTaxationperkm

FM03Time/LocationbasedVehicleTaxationperkmrecommendedinstead.FM02cannotactasatargeteddemandmanagementmeasureforthefivecities.Withflatratesapplyingacrossthecountrytherearerisksofdisproportionateimpactonthosewithoutaccesstoalternativesandruralareaswheredrivingdistancestendtobegreater.FM03hasadvantagesinthattherateoftaxcanbeadjustedgeographicallyandtemporallyandtherebyfacilitatestargetedTDMtoaddressspecificissueswithinthefivecities.

FM02andFM03couldnotbeappliedsimultaneouslyalthoughtherecouldbeatransitionfromonetotheother.WhilstFM02isdiscountedinthespecificcontextoftheFiveCitiesTransportDemandStudy,itmaybeappropriateatanationalleveltoservewiderobjectives.

Cong

estio

n Ch

argi

ng

Cong

estio

n Ch

argi

ng –

G

alw

ay

FM11

Furtherexamination/evidencerequiredinrelationtoCongestionCharging within a specifiedzone(Cork,Dublin & Galway)

CongestionChargingforLimerickandWaterfordwerediscountedasameasureattheinitialScreeningStageoftheStudy.FurtherconsiderationwasgiventoitsapplicationwithinCork,DublinandGalway.ThisconcludedthatthereismeritinfurtherconsiderationofthisoptioninDublinandCork,butnotforGalway.

OpportunitiesmayariseinthefutureinGalwaywiththedeliveryofenhancedpublictransportandparkandridefacilitiesasenvisagedintheGalwayTransportStrategy,butfornow,congestionchargingforGalwaydoesnotformpartofthisStudy’srecommendations.

Air

Qua

lity

Clea

n A

rea

Zone

s/Lo

w E

mis

sion

s Zo

nes

Clea

n A

ir Zo

ne v

ia A

NPR

AQ04

Clean Air Zone (CAZ) via ANPR(wheresignificantAir Quality concerns ariseinindividualcities)

AQ04andAQ05aremutuallyexclusiveinanyonecityandwhilstitwouldbepossibletoapplydifferentenforcementindifferentcities,forsimplicityofunderstandingacommonframeworkforallcitieswouldbepreferable.

AQ04CleanAirZoneviaaNationalVehicleStickerSystemisrecommendedinsteadofAQ04CleanAirZoneviaANPR–principallyduetothehighcostofimplementingANPRinfrastructureandeaseofanyfuturecity-by-cityrolloutprogramme(shouldthisberequired).

CAZ/LEZschemescanbecombinedwithcongestionchargingasisthecaseinLondonandMilanandwouldtypicallyutiliseANPR.ItisrecommendedthatplanningoftheimplementationofaCAZ,shoulditbeprogressed,takesintoconsiderationtheoutcomeoffurtherexaminationregardingaCongestionChargeforCorkand/orDublin(seemeasureFM11formoredetails).

Park

ing

& T

raffi

c M

anag

emen

t

Wor

kpla

ce P

arki

ng L

evy

Wor

kpla

ce P

arki

ng L

evy

– D

ublin

and

Cor

k

PTM

01

UndertakeadditionalexaminationandresearchastopotentialapplicationofaWorkplaceParkingLevywithinapilotCity(Cork,Dublin & Galway)

AWorkplaceParkingLevyforLimerickandWaterfordcitywasdiscountedasameasureattheinitialScreeningStageoftheStudy.FurtherconsiderationwasgiventoitsapplicationwithinDublin,CorkandGalway,withGalwayrecommendedforfurtherexaminationandevidence.

Thesuitabilitytoimplementsomemeasuredependsonwhetherotherinterventionsproceed.Inthecaseofworkplaceparkinglevy,itwouldlikelyprovideonlymarginaladditionalbenefitstoaCongestionChargeorCleanAirZone(dependingonconfiguration).AsCongestionChargingisrecommendedforfurtherconsiderationforDublinandCork,itisnotproposedtoconsideraWorkplaceParkingLevyforthosecitiesatthistime.

Inte

grat

ed P

lann

ing

Polic

y

Tran

spor

t & P

ublic

Hea

lth

Hea

lthy

Stre

ets

PP01

Developandembedthe concept of Healthy Streets assessments throughthenationalandlocalplanningprocess,implementingat local level

BothPP01andPP0815MinuteNeighbourhoodswererankedhighlyaspotentialdemandmanagementmeasures,ranking3rdand1strespectively.

GiventhesimilaritybetweenthetwoPlanning-ledapproaches,itwasfeltthatthisduplicationwouldaddanadditionallayerofcomplexityinIreland’splanningprocess.HealthyStreetshastodateonlybeenimplementedinLondonwhereas15MinuteNeighbourhoodsisincreasinglybeingappliedintownsandcitiesacrossEuropeandelsewhere.

ItisrecommendedthatPP0815MinuteNeighbourhoodsistakenforward,withrelevantelementsofbestpracticeexemplifiedbyHealthyStreetsutilisedtosupporttheongoingimplementationofPP08–includingtheassessmentofnewplanningapplicationsandtheevaluationandengagementapproachtoassesstheimpactoftheinitiativeonpeopleliving,workingandvisitinglocalareasandstreetscapes.

147

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Them

e

Sub-

Them

e

Dis

coun

ted

Mea

sure

Mea

sure

re

fere

nce

Measure Description Note

Tier Two A – National Toolkit Demand Management Measures

Fisc

al

Fuel

Pric

ing

Fuel

Pric

ing

FM07

Progressivetaxationmeasurestodiscouragedieseluseandenhancetakeupofalternativecleaner fuels

Fueltaxationisanimportantmechanismtoensuretheusercontributestothecostofprovidingroadinfrastructureandthecostofmitigatingtheharmfulenvironmentalimpactsofroad-basedtransport.Asademandmanagementapproachtoinfluencingpeople’straveldecisionswithinthefivecities,FM07isconsideredtobelargelyineffective.TheunderlyingfluctuationsintheresourcecostoffuelresultsinsignificantpricechangesthatcannotbecontrolledforaswouldbeneededtobestmeettheobjectivesofthisStudy.Fueltaxationisanimportantnationalfiscalmeasureandisdirectlyalignedtothepolluterpaysprinciple;however,itisruledoutasademandmanagementmeasureinthecontextofthisStudyrelatingspecificallytoaddressingtheStudyObjectiveswithinthefivecities.

Scra

ppag

e Sc

hem

es

Vehi

cle

Scra

ppag

e Sc

hem

e –

Purc

hase

of

Elec

tric

Veh

icle

FM08

Vehicle Scrappage Schemeswhichprovidediscountsonthepurchase of new, clean privateandcommercialvehicles when high-pollutingvehiclesarescrapped(inreturnforan EV grant)

Whilehavingairqualitybenefitsbyreducingthenumberofworstpollutingvehiclesinthefleet,theimpactofFM08todelivertheoverallStudyObjectiveswasassessedaslimited.Thisisprincipallyduetothelikelihoodthatscrappingroad-worthyvehiclesbeforetheendof‘theirnaturallife’waslikelytogeneratemorecarbonemissions(fromtheproductionofthenewvehicles)thanwouldbesavedbytheimprovedfuelefficiency.Thismeasurewasalsoout-performedbyFM09(Scrappageinreturnformobilitycredits).

Tier Two B – City Toolkit Demand Management Measures

Park

ing

& T

raffi

c M

anag

emen

t

Traffi

c M

anag

emen

t

Dec

reas

ed S

peed

Lim

its o

n U

rban

M

otor

way

s

PTM

15

DecreasedSpeedLimitson Urban Motorways

Whilehavingbenefitsintermsofreducingemissionsontheoverallnationalstrategicroadnetwork,theimpactofPTM15todeliverthekeyStudyObjectiveswithinthefivecitieswasassessedasnotsufficienttowarrantinclusionasaStudyrecommendation.Thisisprincipallyduetoitslimitedapplicationonurbanmotorwayswithinthecities.Inaddition,thedisbenefitsintermsofincreasedjourneytimesoflowerspeedlimitsonapplicablesectionsofurbanmotorwayswouldoffsetthebenefitsfromreducedemissionsandwoulddolittletoreducetrafficdemandwithinthefivecities.A‘watchingbrief’shouldbekeptontheHighwaysEnglandtrialscurrentlyunderwayandtheimpactofthesetrialsonlocalairpollution.Ifinthefuture,therearelegalobligationstoachieveagivenlevelofairqualityalongstretchesofurbanmotorways,learningsfromthesetrialscanbeapplied,aspartofanyfuturere-assessmentofthismeasure.Notethatschemestointroducevariablespeedlimits(forexampleontheM50),asawayofmanagingcongestiononthesemotorwaysareconsideredelsewhereinthisreportwithintherecommendedCityToolkitmeasures.

Tech

nolo

gy &

Com

mun

icati

ons

Inte

llige

nt T

rans

port

Sys

tem

s

Ram

p M

eter

ing

on N

ation

al

Road

s

TC04

Ramp Metering on NationalRoads

Whilehavingdefinitebenefitsintermsofmanagingcongestiononthestrategicroadnetwork,andaddressingmotorwaysafetyandreliability,theimpactofTC04todeliverthekeyStudyObjectiveswithinthefivecitieswasassessedasnotsufficienttowarrantinclusionasaStudyrecommendation.Thisisprincipallyduetoitslimitedapplicationoutsidethestrategicroadnetwork.Furthermore,easeofdeliveryisuncertainandmaybelimitedduetophysicalconstraints.

TheremaybepotentialforRampMeteringonotherpartsofthestrategicroadnetworkinDublin,attheBloomfieldInterchangeinCork,andalsointhefutureinLimerick.OutsidethisStudy,additionalresearchandexaminationwouldberequiredtoassessthefeasibilityandbenefitsofthisasademandmanagementmeasureonfocusedpartsofthestrategicroadnetwork.

148

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

8 The Roadmap ApproachTier 1 Framework Demand Management Measures Tier 2 National & City Toolkit Roadmap


Delivery Roadmap

149

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

The Roadmap Approach

The five Study cities are challenged with meeting steadily increasing mobility demands as our population grows. Effective Transport Demand Management (TDM) measures will be needed to respond to the increasing mobility needs of the growing population and economies of the five cities, while continuing to manage congestion, reduce greenhouse gas emissions, improve air quality and improve the urban environment. ThisStudyhasidentifiedawiderangeofTDMmeasuresthathavebeenqualitativelyassessedtobeeffectiveinaddressingtheStudyObjectives.ThechallengenowistohelpprogresstheimplementationofthesemeasuresthroughthepreparationofanemergingDeliveryRoadmap.

The Emerging Tier 1 TDM Measures – next stepsTheTier1measureshavebeenexaminedatthenationalandindividualcitylevelandcombinedtoformtheemergingrecommendedstrategicpillarsforthefuturedevelopmentofTDMinDublin,Cork,Limerick,GalwayandWaterford.TheseemergingTier1measureswillbefurtherrefinedandquantitativelyassessedwherepossibleaspartofthenextphaseoftheStudy,utilisingtheNTA’sRegionalModellingSystemassessmentasappropriate.PleaseseeChapter9forfurtherdetails.

Recommended Tier 2 TDM MeasuresTherecommendedTier2measureshavebeencompiledintotwotoolkits,onecontainingnationalmeasuresandonecontainingmeasureswhichcouldbeimplementedatacitylevel.TheTDMTier2DeliveryRoadmapisintendedtobearesourceforstakeholderstoidentifyappropriatemeasuresforgivensituations.

Delivering the Roadmap – Funding and OrganisationConsiderationofthisemergingTier1RoadmapandtherecommendedTier2Toolkitswouldbebeneficialininformingthefutureinvestment,planningandongoingfundingofdemandmanagement.ThemanagementoffundingofTDMiscomplexgiventhediversemeasuresandmanyinteractionswithwiderissues.WhilstacentralordedicatedfundingstreamforTDMwouldringfenceinvestment,itmaynotbethemostefficientuseofresources,particularlyifthereisduplicationwithotherpubliclyfundedinterventions.

ItisrecommendedthatasignpostingresourceisdevelopedtoaiddeliveryofTDMundertheTier2Toolkits.Thisisenvisagedasanonline‘live’databasethatwouldidentifypotentialalignmentbetweentheimplementationofdesirableTDMmeasuresandavailablenationalandEUfundingsources.

GiventhecomplexityandinterdependencyoftherangeofrecommendedTDMmeasures,embeddingaTDMapproachintonational,regionalandlocalplanning,policesanddeliverymechanismswillbecriticaltoprovideanintegratedframeworktoachievetheStudyObjectives,bothnationallyandwithineachofthefiveStudycities.

150

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Outcome of the Tier 1 Assessment

RankRecommended for Inclusion in emerging Roadmap

Not included in Roadmap due to higher ranking alternative Further Consideration to Come

1 PP0815MinuteNeighbourhoods

2 PP04NationalPlanningFrameworkDelivery Management

3 PP01 Healthy Streets – Overlaps with PP08

4 PTM04PublicParkingControls

5 FM03Time/LocationBasedVehicleTaxationperkm

6 FM05AlternativeFuelledVehicleSupport

7 FM01ProgressiveVehicleTaxation

8 PP03 Transport Appraisal Enhancements

9 FM02VehicleTaxationperkm–Overlaps with FM03

10 AQ01CleanAirEnablingLegislation

11 FM11CongestionCharge

12 PTM01WorkplaceParkingLevy

13 AQ05CleanAirZoneviaNationalVehicleStickerSystem

14 AQ04 Clean Air Zone via ANPR (in conjunction with FM11 in Dublin)

Pleasenote,thefleet-relatedimpactsofthepackageofvehiclefleet-influencingmeasuresineachcityarereportedinSupportingDocumentD.

Development of the RoadmapDevelopmentoftheRoadmap

Indevelopingthisemergingroadmap,theinfluenceofthemeasurehasbeenconsideredusinganapproach,knownasA-S-I(Avoid/Reduce;Shift;Improve).TheA-S-IapproachentailsthreecategorieswhichwehaveexpandedforthepurposesofthisStudybyaddingafourthpillar‘Manage’:

} Avoid/Reduce–avoidorreducetheneedtotravel.

} Shift–tomoresustainabletransportmodes.

} Improve–environmentalsustainabilityofresidualvehiculartraffic.

} Manage –daytodayefficiencyofthetransportnetwork.

151

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Delivery Roadmap – TimescalesTheproposeddeliveryoftheDemandManagementRoadmaphasbeensegmentedintodifferenttimeframesasfollows:

System efficiency

Organiselanduseandaccesstoemployment,education,retailandleisureinsuchawaythattheneedfortransportandtheuseoffossilfuelsisreduced

Reduceoravoidtheneedtotravel–changethedemandfor

travel

e.g. integration of transport and land use, project appraisal

AVOID/REDUCE

Travel efficiency

Makeuseofmoresustainablemodeslikeactivetraveland(lowemission)publictransporttoreduce

emissions per trip

Shifttomoresustainablemodes.Reducevehicleuse.Influencetravelbehaviour.

e.g. parking controls, car clubs, mobility management, behaviour change, incentives to use public

transport or active travel

SHIFT

Vehicle efficiency

Emit as few greenhouse gas andairpollutionaspossiblepervehiclekilometreby

usingadvancedtechnologiesandoptimisingtake-upofcleanervehiclefleets

Improveefficiencythroughvehicletechnologyandlower

emissionvehicles.

e.g. grants towards cleaner fleets, vehicle taxation, Clean Air Zones,

eco-driving

IMPROVE

Manage Residual Demand

Use management systems tomanageexisting/residual

vehicle movements to maximiseuseofexistingroadspacecapacityandprioritise

sustainablemodes

Manageexisting/ residualvehicle

movements

e.g. Urban Traffic Control Centres, smart parking, dynamic tolling

MANAGE

Demand Management Toolkit

Short term By 2025

Medium term By 2030

Long term By 2040

152

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Tier 1 Framework Demand Management MeasuresTheassessmenthasidentifiedclearrankingsoftheTDMpillars.ItisenvisagedthatthesepillarswillbeusedtounderpinfutureTDMinallfivecities.TheTier1PillarssupporttheA-S-I-Mapproach.

Asillustratedonthefigurebelow,thereismorecorrelationbetweentheTier1andtheA-S-I-Mcategories,whichisnotunexpectedgiventheirstrategicnature,asopposedtodaytodaymanagementoftransportdemand.

Decarbonisation AVOID PP08 15MinuteNeighbourhoods

PP04 NationalPlanningFrameworkDeliveryManagement

PTM04 PublicParkingControls

Air Pollution SHIFT FM03 Time/LocationBasedVehicleTaxationperkm

FM05 AlternativeFuelledVehicleSupport

Congestion IMPROVE FM01 ProgressiveVehicleTaxation

PP03 Transport Appraisal Enhancements

Urban Environment MANAGE AQ01 CleanAirEnablingLegislation

ThetopthreerankedTier1measureswithintheemergingRoadmapareexpectedtohaverelativelygreaterimpactinachievingtheStudyobjectives.Thesethreeprioritymeasureshavebeenconsideredinsomeextradetail.

TDM City Considerations Timescale Considerations Implementation Considerations Lead Responsibility

PP0815 Minute Neighbourhoods

Each city has its own characteristics.Itisenvisagedthat15MinuteNeighbourhoodswillbeadoptedasabroadgoal,withspecificprioritiesforinterventionsetatalocallevelforexistingandnewdevelopmentareas.

Initialplanningfortheimplementationof15MinuteNeighbourhoodsshouldcommenceinthe short term, with implementationongoingintothemediumandlongerterm.

Guidanceontheimplementationofthe15MinuteNeighbourhoodTDMtobepreparedandactionplanscreatedforeachCity.

Atraining,assessment,evaluationandmonitoringframeworkshouldbepreparedandfollowed.

Dept of Housing, Local Government & Heritage , Dept of Transport & OfficeofthePlanning Regulator

PP04NationalPlanningFrameworkDelivery Management

The Metropolitan Area Transport Strategies, Regional SpatialandEconomicStrategiesandtheLocalPlans to come will progress theaimsoftheNPF.

Arisingoutofthese,keychallengesforthedeliveryofstrategictransportandwell-integratedmajordevelopmentareascanbeidentifiedforeachcity.

Allfivecitiesarefacingimmediatechallengestodeliversignificantlevelsof growth in a sustainable manner as per the objectivesoftheNPF.

ThedeliveryoftheNPFisalreadyunderwayandwillextendintothelongterm.

Itwillbeimportantnottoduplicatethefunctionsofexistingagenciesandoversightstructures.

AnationallevelpartnershipapproachtothemanagementoflanduseandtransportintegrationaspartofthedeliveryoftheNPFmaybemostefficient,withconsiderationforthecreationoftailoredinstitutionalset-upstoco-ordinateandoverseespecifickeydevelopmentareasandtransportprojectswithinthecities.

Dept of Housing, Local Government & Heritage , Dept of Transport & OfficeofthePlanning Regulator

153

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

TDM City Considerations Timescale Considerations Implementation Considerations Lead Responsibility

PTM04PublicParkingControls

Thecitiesarenotuniformintheirparkingpressures,stockorcontrols.Ingeneral,parkingcontrolshavebeenprogressively improving in recentyears.

Whilstparkingpolicywillhelp to support the further developmentofparkingcontrols,therewillneedtobeflexibilitytoallowforlocallytailoredinterventions.

ParkingcontrolsareanexistingTDManditisenvisagedthattheywillcontinuetoplayavitalroleinachievingthestudyobjectivesintheshort,mediumandlongerterm.

Itisimportanttounderstandtheissues as fully as possible, before any significantchangetoparkingpolicyisimplemented.Anauditandrecordofparking,bothpublicandprivate,shouldbeestablished.

Anationallevelparkingpolicystructurewouldbebeneficial,particularlytoensureco-ordinationofparkingcontrolsacrossneighbouringauthorities.

Allpoliciesshouldincludeforenforcementconsiderations,costofparkingmanagementandfinancialimplications.

ThedevelopmentofanAreaBasedParkingManagementapproach(whichisessentiallyaboutthemanagementofallvehicleparkingwithinurbanspaces),wouldalsosupportthesequencingofactivitiesinrelationtoanumberofothermeasuresincluding15-MinuteNeighbourhoods,EVrecharging strategies, Car Clubs, ParkingStandardsandAreaMobilityManagementPlans-providingaframeworkfordelivery.

Dept of Housing, Local Government & Heritage, Housing & Local Government , Dept of Transport, Local Authorities

THE REMAINING TIER 1 MEASURES THAT ARE INCLUDED IN THE EMERGING ROADMAP ARE AS FOLLOWS:

TDM Roadmap Considerations Timescale Lead Responsibility

FM03Time/LocationBasedVehicleTaxationPerKilometre

Cannotbeprogresseduntiltechnologyisproventosupportpracticalimplementation.Longertermplanningrequired.

Long term Dept of Finance & Dept of Transport

FM05AlternativeFuelledVehicle Support

Itisanticipatedthatsupportwillneedtobedynamicandvaried,torespondtomarketandeconomicconditions.Furtherresearchtoascertainbarrierstouptakeofalternativefuelledvehicleswouldbebeneficial,toinformthedetailedimplementationofthemeasure.

Short term Dept of Finance & Dept of Transport

FM01Progressive Vehicle Taxation

Frequentmajoroverhaulsofvehicletaxationwillnotbepoliticallyacceptable.Acertainlevelofcertaintyonthedirectionoftaxationisneededtomaximisethebeneficialimpacts.

ShorttoMediumterm Dept of Finance & Dept of Transport

PP03Transport Appraisal Enhancements

Transportappraisalshouldbeproportionatetothescaleoftheproject.Enhancementsshouldnotbeoverlyonerousthattheydelaykeyprojects.

AcrosstheRoadmapperiod

Dept of Transport, NationalTransportAuthority, Transport InfrastructureIreland

AQ01Clean Air Enabling Legislation

TheUK’sDepartmentforEnvironment,Food&RuralAffairsandDepartmentforTransport producedapolicypaperonairquality:cleanairzoneframeworksforEngland.SimilarguidanceforIreland,settingouttheprincipleslocalauthoritiesshouldfollowwhensettingupaCAZ,wouldbebeneficial.

Short Term EPA, Dept of the Environment, Climate & CommunicationsandtheDept of Transport

154

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

SUMMARY OF EMERGING TIER 1 IMPLEMENTATION TIMESCALES

A-S-I-MShort Term

Medium Term

Longer Term

Avoid to:DecarboniseAddressAirPollutionManageCongestionImprove the Urban Environment

PP08 15MinuteNeighbourhoods

PP04

PTM04

PP03

NationalPlanningFrameworkDelivery Management

Shift to:DecarboniseAddressAirPollutionManageCongestionImprove the Urban Environment

PublicParkingControls

Transport Appraisal Enhancements

FM03 Time/LocationBasedVehicleTaxationPerKilometre

Improve to:DecarboniseAddressAirPollution

FM05 AlternativeFuelledVehicleSupport

FM01 ProgressiveVehicleTaxation

Manage to:AddressAirPollutionManageCongestion

AQ01 CleanAirEnablingLegislation

155

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Tier 2 National & City Toolkit RoadmapTier 2a National Toolkit RoadmapUsingtheA-S-I-Mprinciplesofsustainabletraveldemandmanagementoutlinedabove,theproposedDeliveryRoadmapfortheTierTwoNationalToolkitmeasuresisoutlinedinthetablebelow.ThisToolkitwouldbeusedbynationalorganisationsandcitiestoaddressparticularareasofconcerninrelationtocarbon,airqualityandcongestioninordertoenablethefocusedimplementationofmeasurestoaddresstheseissues.

ThetablebelowalsooutlinestheproposedtimelineforthedeliveryoftherecommendedmeasureswithintheNationalToolkit,alongwiththoseorganisation(s)identifiedasleadresponsibilityfortheimplementationofindividualmeasures.

TABLE IMPLEMENTATION ROADMAP – TIER 2A NATIONAL TOOLKIT

Approach Measure Ref Measure Measure Description

Delivery Timescale

Lead Responsibility

System Efficiency

AVOID / REDUCE DEMAND

Change demand for travel

PP02 Public Health & Transport

ImproveintegrationbetweenPublicHealth&Transport,includingfocusedresourcestoembedphysicalactivityandimproveairqualityoutcomesthroughthehealthsystem,landuseplanning&behavioural change programmes

Short to Medium

HSE (with DoT

andNTA)

Travel Efficiency

SHIFT DEMAND

Reduce vehicle use

BC01 ISO50001 Energy Management Standard–public sector

MandatoryimplementationofISO50001EnergyManagementStandard(orsimilarEnergyManagementstandards)forallpublicsectorbodies

Short SEAI

BC02 ISO50001 Energy Management Standard–private sector

Resourcestosupportandencourageprivate sector to implement ISO50001 EnergyManagementStandard(orsimilarEnergyManagementstandards)(e.g.viaSEAI’sEXEEDscheme)

Short SEAI

Influencetravel behaviour

FM09 Vehicle Scrappage Scheme – Mobility Credits

Vehicle Scrappage Schemes which providemobilitycreditsforsustainabletransportinexchangeforhigh-pollutingprivatevehiclesbeingscrapped(furtherexamination/evidenceasregardsthepotentialforPilotStudyinlargercities,withsmallercitiespendingoutcomes).

Short SEAI (with NTA andPilotCity)

FM10 Sustainable Travel Incentives

Progressivetaxsubsidiestoincentivisesustainabletravel(e.g.TaxSaver;CycletoWorkscheme;BusinessrelatedEV&cyclemileageeligibility&incentiveimprovements)

Short Dept of Finance (with DoT & NTA)

AQ03 Air Quality CitizenEngagement

ContinueEPArollofAQcitizenengagementprogrammes(e.g.GlobeSchools,CuriousNoses/CleanAirIreland)toenhanceawarenessofairqualityandsupport behaviour change

Short EPA (with Local Authorities )

TC01 Next GenerationTicketing

RolloutofnextgenerationticketingsystemsacrossallmodesincludingPT,cyclehire&parking

Short to Medium

NTA

TC02 Mobility as a Service pilot

Mobility as a Service - further examination and evidence review to identify potential to undertake a pilot, including trialling demand responsive services

Short to Medium

NTA (with Pilot City)

156

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Approach Measure Ref Measure Measure Description

Delivery Timescale

Lead Responsibility

Vehicle Efficiency

IMPROVE VEHICLE EMISSIONS

Change to cleaner fleets

FM06 HydrogenVehicle Trials

ContinuemeasurestosupportinnovationtrialsinrelationtoHydrogenvehicles Short to

Medium

Department of Transport (with SEAIandNTA)

AQ02 Air Quality Monitoring

ContinueEPArolloutofAQmonitoringstations,buildingcapacityandcapabilityforAQmodelling

Short EPA

PTM03 Electric Vehicle Charging Management

TechnologytosupportefficientbookinganduseofpublicElectricVehiclechargingfacilities Short

SEAIand Dept of the Environment, ClimateandCommunications

BC09 Eco Driving Strategytoencourageandsupportincreasedlevelsofeco-drivingforfreight,publictransportoperators,greyfleetandprivate cars

Short SEAI

BC10 Behavioural Change – Cleaner & Lower Emission Fleets

Behavioural change campaign to support switchtocleaner,loweremissionfleetsfornextvehiclepurchases(includingprivate cars & taxis) Short SEAI

Manage Residual Demand Manage residualvehicle movements

TC09 ConnectedVehicles

Developmentanduseofconnectedvehicles,leadingtomoreefficientdrivinganduseofroadspace Long term RSA

157

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Tier 2b City Toolkit RoadmapBuildingontheextensiveDemandManagementworkalreadyundertakenbyexistingcities(pleaseseeSupporting Document B Baseline Report)thisCityToolkithasbeendevelopedtosupportdeliveryoftheStudyobjectives.

UtilisingtheA-S-I-Mprinciplesofsustainabletraveldemandmanagementoutlinedabove,theproposedDeliveryRoadmapfortheTierTwoCityToolkitmeasuresisoutlinedinthetablebelow.ThisToolkitwouldbeusedbyeachcitytoaddressparticularareasofconcerninrelationtocarbon,airqualityandcongestionatacitylevelinordertoenablethefocusedimplementationofmeasurestoaddresstheseissues.

ItisrecommendedthatallofthemeasureswithintheCityToolkitareconsideredforimplementationintheshortterm(i.e.withinthenextfiveyears)asrequiredbytheindividualneedsofcities,andthatthesemeasurescontinuetobeimplementedoverthestrategyperiod.

Thetablebelowoutlinesthesetoolkitmeasures,alongwiththoseorganisation(s)identifiedasleadresponsibilityfortheirimplementation.

TABLE IMPLEMENTATION ROADMAP – TIER 2B CITY TOOLKIT

ApproachMeasure ref. Measure Measure Description Lead Responsibility

SYSTEM EFFICIENCY

AVOID / REDUCE DEMAND

Change demand for travel

PTM08 ResidentialParkingStandards

ReducedResidentialParkingStandardsfornewdevelopmentsinappropriatelocations

LocalAuthorities

PTM09 WorkplaceParkingStandards

ReducedWorkplaceParkingStandardsfornewdevelopments

LocalAuthorities

BC05 Remote Working

Programme of support for employers toencourageflexibleworking/homeworking/remotehubworking

LocalAuthorities,Deptofthe Environment, Climate & Communications) & Dept of Business, Enterprise & Innovation(DBEI)

158

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


TRAVEL EFFICIENCY

SHIFT DEMAND

Reduce vehicle use

PTM07 Car Clubs Car Sharing

Foster partnership between nationalandLocalAuthoritiesandprivate car-share operators with an emphasisonallocationofon-streetCar Club/Car Share spaces within CityParkingStrategies

LocalAuthorities&CarClub operators

PTM16 Park&Ride ImproveinterchangeopportunitiesviaPark&Rideprovisiononoutskirtsofcities,focusedonreducinglongerdistancecarcommuting

NTA&LocalAuthorities

PTM17 Car Free Zones & Streets

IdentifyareaswithincitiesthatCarFreeZones&StreetscouldhaveapositiveimpactonAirQualityandqualityofthePublicRealm

LocalAuthorities&EPA

Influencetravel behaviour

BC03 School Mobility Management Plans

School Mobility Management Plans (MMPs) – resources to support Local AuthoritiesandAnTaiscewithlocalschoolMMPimplementatione.g.sitespecificsupport

LocalAuthorities&AnTaisce

BC14 School Streets & Safer Routes to School

Resources to support with local School Streets & Safer Routes toSchoolinitiativesincludingconsultation,implementationandmonitoring

LocalAuthorities&AnTaisce

BC04 WorkplaceMobility Management Plans

WorkplaceMobilityManagementPlans (MMPs) – resources to supportLocalAuthoritiesandtheNTA Smarter Travel Team with localworkplace&campusMMPimplementatione.g.planningcompliancemonitoring,sitespecificsupport

LocalAuthorities&NTASmarterTravelWorkplacesTeam

BC07 ResidentialMobility Management Plans

ResidentialMobilityManagementPlans (RMMPs) – resources to support planning compliance monitoringandsite-specificsupport

LocalAuthorities

BC08 Area Mobility Management Plans

AnareabasedapproachtoMobilityManagementPlanning(includingsitesnearthestrategicroadnetwork)

LocalAuthorities&NTASmarterTravelWorkplacesTeam & TII

BC11 Behavioural Change –rewardschemes

Incentive-basedapplicationstorewardsustainabletravelandoff-peaktravelbehaviour

LocalAuthorities&NTA

BC12 Behavioural Change – marketingnew schemes

Resourcestolockinbenefitsofactive&sustainabletravelinfrastructure investment through focusedsocialmarketingandbehavioural change campaigns

LocalAuthorities,NTAandSEAI

BC13 Behavioural Change – disruption&resilience

Resourcestoreducedemand,buildtransportresilienceand/orembedsustainablehabitsduringtimesofdisruptionthroughfocusedsocialmarketingandbehaviouralchangecampaigns

LocalAuthorities&NTA

159

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020


VEHICLE EFFICIENCY

IMPROVE VEHICLE EMISSIONS

Change to cleaner fleets

PTM02 Electric Vehicle Charging Strategy

Development&implementationofan EV charging strategy for each city forprivatecarsandtaxis,including:CountyDevelopmentPlanParkingStandards;on-street,P&R,RailStation,Hub,Multi-StoreyandeTaxicharging infrastructure

LocalAuthorities&SEAI,Dept of the Environment, Climate&CommunicationsandtheDeptofTransport

PTM10 ResidentialParkingStandards– Electric Vehicles & Car Clubs

ContinuetorequireElectricVehicle& Car Club spaces within new Residentialdevelopments

LocalAuthorities

MANAGE RESIDUAL DEMAND

Manage residualvehicle movements

FM12 Tolling Furtherexamination/evidencerequiredinrelationtomulti–pointtolling on the M50(Dublin only)

TII

PTM12 HGV Management Strategy

Development&implementationofa HGV Management Strategy for each city

DublinandWaterfordalreadyimplementing

LocalAuthorities

PTM13 ActiveKerbsideManagement

ActiveKerbsideManagement,cargobikes/lastmiledistributionhubs

LocalAuthorities

PTM14 Slow Zones Expansion of Slow Zones in residentialareas

LocalAuthorities

BC06 Staggering schoolandworkplacestartandfinishtimes

Staggeringschoolandworkplacestartandfinishtime

LocalAuthorities,DeptforEducation,localschools&employers

TCO3 Real Time Passenger Information

ContinuetheNTArolloutofmulti-modalRealTimePassengerInformation(RTPI)acrossallcities

NTAandtheLocalAuthorities

TC05 M50 Variable SpeedLimits

Review impact of current TII plans(subjecttolegislation)forimplementationofvariablespeedlimits along the M50 (as part of eMOSproject(Dublinonly)

TII

TC06 Public Transport Control Centres

ContinueNTAinvestmentincontrolcentreforallpublictransportmodes,includinginteractionswithLuas.

NTA

TC07 UrbanTrafficManagement Centres

ProactiveUrbanTrafficManagementincludingSCATSsystemdevelopment&resourcesandtheimplementationofotherinitiativese.g.busgates

LocalAuthorities

TC08 Smart ParkingWayfinding&VMS

Continueddevelopment&resourcesforSmartParkingwayfinding&VMSsystemstosupportproactivetrafficmanagement

LocalAuthorities

160

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Following this Recommendations Report and proposed Delivery Roadmap, additional refinement of the Demand Management Strategy will be undertaken as a next stage of the Study.

Next Steps


9

161

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Next StepsFollowing this Recommendations Report and proposed Delivery Roadmap, additional refinement of the Demand Management Strategy will be undertaken as a next stage of the Study. TheNTA’sRegional Modelling System (RMS)willbeusedtoassessthequantitativemulti–modalimpacts(includingemissions)oftheshortlisteddemandmanagementmeasures.Thevariousmeasureswillbeappraisedusingthemodelsforasingleforecastyear(2028).Thetransportmodellingresultswillbeanalysedtoexaminethedifferenceinperformancecomparedtothereferencecasescenario.Thisanalysiswillbeundertakenonselectivemodeloutputsandusedtopredictandquantifytheimpactsofthedemandmanagementmeasuresonacitybycitybasis.

TheRMSwillassesspackagesofmeasureswhichcanbequantifiedusingthemodels.TherelevantmeasuresandtheirassociatedelementsoftheRMSareoutlinedinthetablebelow.

RECOMMENDED MEASURES & RMS APPRAISAL

Category Subcategory MeasureMeasure Type RMS Component

Fiscal

VehicleTaxation

Progressive Vehicle Taxation(FM01)

Tier 1 Strategic

AdjustmenttoPriceperMinute (PPM) & Price per Km(PPK)inputparameters

Time/LocationbasedVehicleTaxationperkm(FM03)

Tier 1 Strategic

(Perkmchargemodelledtogiveindicationofimpactofthismeasure).Adjustmentto Price per Minute (PPM) &PriceperKm(PPK)inputparameters

AlternativeFuelsAlternativeFuelledVehicle Support (FM05)

Tier 1 Strategic EnvironmentModule

CongestionCharging

Furtherexamination/evidencerequiredinrelationtoCongestionCharging within a specifiedzone(Cork& Dublin) (FM11)

Tier 1 Strategic

RoadAssignmentModel-Roadchargesandbans

Air QualityClean Area Zones/Low Emissions Zones

Clean Air Enabling Legislation(AQ01)

Tier 1 Strategic EnvironmentModule

CAZviaaNationalVehicleStickerScheme (AQ05)

Tier 1 Strategic

EnvironmentModuletoreflectfleetchanges

Parking & Traffic Management

WorkplaceParkingLevy

WorkplaceParkingLevy within a pilot City (Galway) (PTM01)

Tier 1 Strategic

Changes to spaces available inFreeWorkplaceParkingModuleandParkingDistributionModule(i.e.PaidParking)

On-Street ParkingControls& Pricing

PublicParkingControls (PTM04)

Tier 1 Strategic ParkingDistributionModel

TheoutputsoftheRMSassessmentwillthenbeusedtoinformfurtherprioritisationandrefinementoftheDemandManagementStrategyandDeliveryRoadmapasthenextstageoftheStudy.

163

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Endnotes

1. https://www.dccae.gov.ie/documents/Climate%20Action%20Plan%202019.pdf 7

2. https://www.epa.ie/ghg/transport/ 7

3. https://www.epa.ie/ghg/currentsituation/ 7

4. https://www.seai.ie/data-and-insights/seai-statistics/key-statistics/transport/ 7

5. https://www.dccae.gov.ie/documents/Climate%20Action%20Plan%202019.pdf 7

6. https://www.epa.ie/irelandsenvironment/air/ 8

7. https://rsa.ie/RSA/Road-Safety/RSA-Statistics/Deaths-injuries-on-Irish-roads/#:~:text=In%20the%20period%20January%20%2D%20December,the%20full%20year%20of%202018

8

8. https://ec.europa.eu/environment/air/index_en.htm 8

9. https://www.epa.ie/pubs/reports/air/quality/Technical_report_NOx_modelling_Dublin.pdf 8

10. https://www.epa.ie/mobile/news/name,69491,en.html 8

11. https://thorax.bmj.com/content/57/8/687 8

12. https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3855518/ 8

13. https://ec.europa.eu/commission/presscorner/detail/en/IP_18_3450 8

14. https://assets.gov.ie/13615/110debccab3346aa9a6f871f0ae660d9.pdf 9

15. Definedinthereportascongestionlevelsabovethosewhichwouldbeexpectedonaproperly-functioning,busyroad.

9

16. https://ec.europa.eu/environment/pubs/pdf/streets_people.pdf 10

17. https://www.eurofound.europa.eu/sites/default/files/ef_publication/field_ef_document/ef18025en.pdf 10

18. https://assets.gov.ie/34326/6bb58b8fe9424bce9595f0a118fc334e.pdf 22

19. CSO,StatBank,RoadTrafficVolumesStatisticalSeries 27

20. ClimateActionandTax,TaxStrategyGroup-20/06,DepartmentofFinance,September2020 27

21. Thebenefits(perceivedandactual)ofthenewervehicleshouldbeincludedintheappraisalofthesecosts

44

22. https://www.london.gov.uk/sites/default/files/ulez_six_month_evaluation_report_final_oct.pdf 46

23. https://healthystreets.com 58

24. Scrappage scheme previously ran from 2010-2011 but no scrappage scheme is currently in place 75

25. https://www.centralbank.ie/docs/default-source/publications/quarterly-bulletins/qb-archive/2011/qb3-2011.pdf?sfvrsn=6

75

26. https://www.eea.europa.eu/signals/signals-2017/infographics/range-of-life-cycle-CO2/view#tab-related-publication

77

27. https://ec.europa.eu/clima/sites/clima/files/transport/vehicles/docs/ldv_scrappage_schemes_en.pdf 77

28. https://assets.gov.ie/86999/d525b314-3751-4936-83b8-5084fe6e4263.pdf 79

29. https://www.revenue.ie/en/jobs-and-pensions/taxation-of-employer-benefits/cycle-to-work-scheme.aspx

79

30. https://www.oireachtas.ie/en/debates/question/2019-03-26/236/ 79

31. www.bicycleassociation.org.uk/wp-content/uploads/2019/07/The-Case-for-a-UK-Incentive-for-E-bikes-FINAL.pdf

79

32. https://www.gov.uk/expenses-and-benefits-business-travel-mileage/rules-for-tax 79

33. https://www.revenue.ie/en/employing-people/employee-expenses/travel-and-subsistence/civil-service-rates.aspx

79

34. https://ecf.com/news-and-events/news/tax-breaks-bike-commuters-european-trend 79

35. https://www.epa.ie/newsandevents/news/name,69490,en.html 82

36. https://www.epa.ie/pubs/reports/air/quality/epaairqualityreport2019.html 82

37. https://www.globe.gov/web/ireland 82

38. http://www.flanderstoday.eu/curious-noses-measure-air-quality-across-flanders 82

https://www.dccae.gov.ie/documents/Climate%20Action%20Plan%202019.pdf

https://www.epa.ie/ghg/transport/

https://www.epa.ie/ghg/currentsituation/

https://www.seai.ie/data-and-insights/seai-statistics/key-statistics/transport/

https://www.dccae.gov.ie/documents/Climate%20Action%20Plan%202019.pdf

https://www.epa.ie/irelandsenvironment/air/

https://rsa.ie/RSA/Road-Safety/RSA-Statistics/Deaths-injuries-on-Irish-roads/#

https://ec.europa.eu/environment/air/index_en.htm

https://www.epa.ie/pubs/reports/air/quality/Technical_report_NO2_modelling_Dublin.pdf

https://www.epa.ie/mobile/news/name,69491,en.html

https://thorax.bmj.com/content/57/8/687

https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3855518/

https://ec.europa.eu/commission/presscorner/detail/en/IP_18_3450

https://assets.gov.ie/13615/110debccab3346aa9a6f871f0ae660d9.pdf

https://ec.europa.eu/environment/pubs/pdf/streets_people.pdf

https://www.eurofound.europa.eu/sites/default/files/ef_publication/field_ef_document/ef18025en.pdf

https://assets.gov.ie/34326/6bb58b8fe9424bce9595f0a118fc334e.pdf

https://www.london.gov.uk/sites/default/files/ulez_six_month_evaluation_report_final_oct.pdf

https://healthystreets.com

https://www.centralbank.ie/docs/default-source/publications/quarterly-bulletins/qb-archive/2011/qb3-2011.pdf?sfvrsn=6

https://www.centralbank.ie/docs/default-source/publications/quarterly-bulletins/qb-archive/2011/qb3-2011.pdf?sfvrsn=6

https://www.eea.europa.eu/signals/signals-2017/infographics/range-of-life-cycle-CO2/view#tab-related-publication

https://www.eea.europa.eu/signals/signals-2017/infographics/range-of-life-cycle-CO2/view#tab-related-publication

https://ec.europa.eu/clima/sites/clima/files/transport/vehicles/docs/ldv_scrappage_schemes_en.pdf

https://assets.gov.ie/86999/d525b314-3751-4936-83b8-5084fe6e4263.pdf

https://www.revenue.ie/en/jobs-and-pensions/taxation-of-employer-benefits/cycle-to-work-scheme.aspx

https://www.revenue.ie/en/jobs-and-pensions/taxation-of-employer-benefits/cycle-to-work-scheme.aspx

https://www.oireachtas.ie/en/debates/question/2019-03-26/236/

https://www.gov.uk/expenses-and-benefits-business-travel-mileage/rules-for-tax

https://www.revenue.ie/en/employing-people/employee-expenses/travel-and-subsistence/civil-service-ra

https://www.revenue.ie/en/employing-people/employee-expenses/travel-and-subsistence/civil-service-ra

https://ecf.com/news-and-events/news/tax-breaks-bike-commuters-european-trend

https://www.epa.ie/newsandevents/news/name,69490,en.html

https://www.epa.ie/pubs/reports/air/quality/epaairqualityreport2019.html

https://www.globe.gov/web/ireland

http://www.flanderstoday.eu/curious-noses-measure-air-quality-across-flanders

164

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

39. https://ec.europa.eu/easme/en/life 82

40. http://www.irishhealth.com/article.html?level=4&id=25955 87

41. https://www.healthmanager.ie/2018/01/cost-of-obesity-in-ireland/prioritisecarsoverwalkingandcycling.

87

42. https://onlinelibrary.wiley.com/doi/full/10.1111/obr.12938 87

43. http://www.irishstatutebook.ie/eli/2014/si/426/made/en/pdf 87

44. https://www.iso.org/iso-50001-energy-management.html 89

45. https://carboncharter.org/ 90

46. https://www.seai.ie/business-and-public-sector/standards/energy-management-systems-and-iso-50001/

90

47. https://www.nationaltransport.ie/news/reaching-new-heights-leap-card-passes-3-million-mark/ 95

48. https://busconnects.ie/initiatives/just-the-ticket/ 95

49. https://smartdublin.ie/smart-dublin-and-city-possible-host-maas-gap-analysis-workshop-to-determine-a-way-forward-for-better-mobility-in-dublin/

96

50. https://drive.google.com/file/d/1FIUskVkj9lsAnWJQ6kLhAhNoVLjfFdx3/view 97

51. https://whimapp.com/history-of-maas-global/ 97

52. https://medium.com/sidewalk-talk/whim-is-a-mobility-app-with-a-modest-proposal-give-up-your-car-f2db0bf2ba65

97

53. https://whimapp.com/rambolls-whimpact-study-reveals-that-public-transportation-is-the-backbone-of-mobility-as-a-service/

97

54. https://www.tii.ie/tii-library/strategic-planning/strategic-reports/M50DemandManagementReportApril2014.pdf

102

55. http://www.greeningtransport.ie/wp-content/uploads/2017/07/Carroll-et-al.-2017-Car-shedding-UTSG-2017-copy.pdf

107

56. http://publications.europa.eu/resource/cellar/2d5d968f-4f4c-4ee0-82e2-a7a136dfd187.0001.02/DOC_1

107

57. https://www.transportenvironment.org/sites/te/files/publications/Does-sharing-cars-really-reduce-car-use-June%202017.pdf

107

58. https://www.itdp.org/2011/01/18/europes-parking-u-turn-from-accommodation-to-regulation/ 107

59. https://share-north.eu/wp-content/uploads/2018/08/Analysis-of-the-Impact-of-Car-Sharing-in-Bremen-2018_Team-Red_Final-Report_English_compressed.pdf

110

60. https://www.bromptonbikehire.com/page/brompton-locker)andtheUSA'sOnBikeSharescheme(https://onbikeshare.com/bikeshare-for-residentialproperties.html

110

61. https://smartdublin.ie/trialling-and-testing-innovative-solutions-to-last-mile-delivery-challenges-in-dublin/

112

62. https://www.dmurs.ie/ 115

63. https://www.rsa.ie/en/Utility/News/2020/National-Slow-Down-Day-22nd--23rd-May-2020/ 116

64. https://www.irishtimes.com/news/crime-and-law/dublin-cork-and-waterford-drivers-worst-in-national-speeding-crackdown-1.405661

116

65. https://drivetribe.com/p/bilbao-becomes-the-first-major-FfEYD_E3R2yyG53iDJs37Q?iid=TLkSswcKSFmGG1yc-2xoqg

116

66. https://www.dccae.gov.ie/documents/National%20Mitigation%20Plan%202017.pdf 117

67. https://assets.gov.ie/78998/41a99d59-c525-44d4-8d81-a189edc67bd6.pdf 117

68. https://www.bbc.com/news/uk-england-54130862 118

69. https://assets.gov.ie/78998/41a99d59-c525-44d4-8d81-a189edc67bd6.pdf 118

70. https://irl.eu-supply.com/ctm/Supplier/PublicTenders/ViewNotice/226935 119

71. https://www.sciencedirect.com/science/article/abs/pii/S0966692313000185?via%3Dihub 120

72. https://pdfs.semanticscholar.org/c150/02a99cd7042d00ce16adcbe97756fa5be619.pdf 120

73. https://www.tandfonline.com/doi/full/10.1080/21650020.2019.1690571 120

74. https://www.forsa.ie/largest-ever-employee-survey-reveals-huge-appetite-for-remote-working/ 126

75. https://enterprise.gov.ie/en/Publications/Publication-files/Making-Remote-Work.pdf 126

https://ec.europa.eu/easme/en/life

http://www.irishhealth.com/article.html?level=4&id=25955

https://www.healthmanager.ie/2018/01/cost-of-obesity-in-ireland/

https://onlinelibrary.wiley.com/doi/full/10.1111/obr.12938

http://www.irishstatutebook.ie/eli/2014/si/426/made/en/pdf

https://www.iso.org/iso-50001-energy-management.html

https://carboncharter.org/

https://www.seai.ie/business-and-public-sector/standards/energy-management-systems-and-iso-50001/

https://www.seai.ie/business-and-public-sector/standards/energy-management-systems-and-iso-50001/

https://www.nationaltransport.ie/news/reaching-new-heights-leap-card-passes-3-million-mark/

https://busconnects.ie/initiatives/just-the-ticket/

https://smartdublin.ie/smart-dublin-and-city-possible-host-maas-gap-analysis-workshop-to-determine-a-way-forward-for-better-mobility-in-dublin/

https://smartdublin.ie/smart-dublin-and-city-possible-host-maas-gap-analysis-workshop-to-determine-a-way-forward-for-better-mobility-in-dublin/

https://drive.google.com/file/d/1FIUskVkj9lsAnWJQ6kLhAhNoVLjfFdx3/view

https://whimapp.com/history-of-maas-global/

https://medium.com/sidewalk-talk/whim-is-a-mobility-app-with-a-modest-proposal-give-up-your-car-f2db0bf2ba65

https://medium.com/sidewalk-talk/whim-is-a-mobility-app-with-a-modest-proposal-give-up-your-car-f2db0bf2ba65

https://whimapp.com/rambolls-whimpact-study-reveals-that-public-transportation-is-the-backbone-of-mobility-as-a-service/

https://whimapp.com/rambolls-whimpact-study-reveals-that-public-transportation-is-the-backbone-of-mobility-as-a-service/

https://www.tii.ie/tii-library/strategic-planning/strategic-reports/M50DemandManagementReportApril2014.pdf

https://www.tii.ie/tii-library/strategic-planning/strategic-reports/M50DemandManagementReportApril2014.pdf

http://www.greeningtransport.ie/wp-content/uploads/2017/07/Carroll-et-al.-2017-Car-shedding-UTSG-201

http://www.greeningtransport.ie/wp-content/uploads/2017/07/Carroll-et-al.-2017-Car-shedding-UTSG-201

http://publications.europa.eu/resource/cellar/2d5d968f-4f4c-4ee0-82e2-a7a136dfd187.0001.02/DOC_1

http://publications.europa.eu/resource/cellar/2d5d968f-4f4c-4ee0-82e2-a7a136dfd187.0001.02/DOC_1

https://www.transportenvironment.org/sites/te/files/publications/Does-sharing-cars-really-reduce-car

https://www.transportenvironment.org/sites/te/files/publications/Does-sharing-cars-really-reduce-car

https://www.itdp.org/2011/01/18/europes-parking-u-turn-from-accommodation-to-regulation/

https://share-north.eu/wp-content/uploads/2018/08/Analysis-of-the-Impact-of-Car-Sharing-in-Bremen-2018_Team-Red_Final-Report_English_compressed.pdf

https://share-north.eu/wp-content/uploads/2018/08/Analysis-of-the-Impact-of-Car-Sharing-in-Bremen-2018_Team-Red_Final-Report_English_compressed.pdf

https://www.bromptonbikehire.com/page/brompton-locker) and the USA's On Bike Share scheme (https://o

https://www.bromptonbikehire.com/page/brompton-locker) and the USA's On Bike Share scheme (https://o

https://smartdublin.ie/trialling-and-testing-innovative-solutions-to-last-mile-delivery-challenges-in-dublin/

https://smartdublin.ie/trialling-and-testing-innovative-solutions-to-last-mile-delivery-challenges-in-dublin/

https://www.dmurs.ie/

https://www.rsa.ie/en/Utility/News/2020/National-Slow-Down-Day-22nd--23rd-May-2020/

https://www.irishtimes.com/news/crime-and-law/dublin-cork-and-waterford-drivers-worst-in-national-speeding-crackdown-1.405661

https://www.irishtimes.com/news/crime-and-law/dublin-cork-and-waterford-drivers-worst-in-national-speeding-crackdown-1.405661

https://drivetribe.com/p/bilbao-becomes-the-first-major-FfEYD_E3R2yyG53iDJs37Q?iid=TLkSswcKSFmGG1yc-2xoqg

https://drivetribe.com/p/bilbao-becomes-the-first-major-FfEYD_E3R2yyG53iDJs37Q?iid=TLkSswcKSFmGG1yc-2xoqg

https://www.dccae.gov.ie/documents/National%20Mitigation%20Plan%202017.pdf

https://assets.gov.ie/78998/41a99d59-c525-44d4-8d81-a189edc67bd6.pdf

https://www.bbc.com/news/uk-england-54130862

https://assets.gov.ie/78998/41a99d59-c525-44d4-8d81-a189edc67bd6.pdf

https://irl.eu-supply.com/ctm/Supplier/PublicTenders/ViewNotice/226935

https://www.sciencedirect.com/science/article/abs/pii/S0966692313000185?via%3Dihub

https://pdfs.semanticscholar.org/c150/02a99cd7042d00ce16adcbe97756fa5be619.pdf

https://www.tandfonline.com/doi/full/10.1080/21650020.2019.1690571

https://www.forsa.ie/largest-ever-employee-survey-reveals-huge-appetite-for-remote-working/

https://enterprise.gov.ie/en/Publications/Publication-files/Making-Remote-Work.pdf

165

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

76. https://www2.gov.scot/resource/0044/00440462.pdf) 127

77. http://www.telegraph.co.uk/earth/earthnews/3295393/Go-green-work-at-the-office-not-at-home.html 127

78. http://www.nationaltransport.ie/wp-content/uploads/2011/12/Achieving-Effective-Workplace-Travel-Plans-Guidance-for-Local-Authorities211.pdf

128

79. https://assets.gov.ie/40421/04d2d97e6c834470800a1f394967a610.pdf 128

80. https://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/pgr/sustainable/travelplans/rpt/mrtpw.pdf

129

81. https://journals.sagepub.com/doi/abs/10.3141/2537-14?journalCode=trra 130

82. https://www.betterpoints.ltd/blog/20000-people-incentivised-to-travel-more-sustainably-in-bologna/ 133

83. Understandingtravelbehaviourchangeduringmega-events:LessonsfromtheLondon2012Games,Parkes,SD,Jopson,AandMarsden,G(2016)

133

84. https://www.nationaltransport.ie/wp-content/uploads/2015/10/Demand_Management_Report.pdf 134

85. Brakewood,C.,&Watkins,K.(2019).Aliteraturereviewofthepassengerbenefitsofreal-timetransitinformation.TransportReviews,39(3),327-356.

135

86. https://www.tii.ie/tii-library/strategic-planning/strategic-reports/N40-Demand-Management-Study-June-2017.pdf

136

87. https://trimis.ec.europa.eu/project/european-ramp-metering-project#tab-results 137

88. https://www.sciencedirect.com/science/article/pii/S1361920913000680 139

89. https://smartdublin.ie/smartstories/traffic-management-centre/ 140

90. https://www.irishtimes.com/news/ireland/irish-news/new-135m-rail-control-centre-planned-for-heuston-station-1.3960614

140

91. https://www.wmca.org.uk/news/transport-secretary-officially-opens-congestion-busting-transport-centre-for-the-west-midlands/

141

https://www2.gov.scot/resource/0044/00440462.pdf

http://www.telegraph.co.uk/earth/earthnews/3295393/Go-green-work-at-the-office-not-at-home.html

http://www.nationaltransport.ie/wp-content/uploads/2011/12/Achieving-Effective-Workplace-Travel-Plans-Guidance-for-Local-Authorities211.pdf

http://www.nationaltransport.ie/wp-content/uploads/2011/12/Achieving-Effective-Workplace-Travel-Plans-Guidance-for-Local-Authorities211.pdf

https://assets.gov.ie/40421/04d2d97e6c834470800a1f394967a610.pdf

https://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/pgr/sustainable/travelplans/rpt/mr

https://webarchive.nationalarchives.gov.uk/+/http:/www.dft.gov.uk/pgr/sustainable/travelplans/rpt/mr

https://journals.sagepub.com/doi/abs/10.3141/2537-14?journalCode=trra

https://www.betterpoints.ltd/blog/20000-people-incentivised-to-travel-more-sustainably-in-bologna/

https://www.nationaltransport.ie/wp-content/uploads/2015/10/Demand_Management_Report.pdf

https://www.tii.ie/tii-library/strategic-planning/strategic-reports/N40-Demand-Management-Study-June-2017.pdf

https://www.tii.ie/tii-library/strategic-planning/strategic-reports/N40-Demand-Management-Study-June-2017.pdf

https://trimis.ec.europa.eu/project/european-ramp-metering-project#tab-results

https://www.sciencedirect.com/science/article/pii/S1361920913000680

https://smartdublin.ie/smartstories/traffic-management-centre/

https://www.irishtimes.com/news/ireland/irish-news/new-135m-rail-control-centre-planned-for-heuston-station-1.3960614

https://www.irishtimes.com/news/ireland/irish-news/new-135m-rail-control-centre-planned-for-heuston-station-1.3960614

https://www.wmca.org.uk/news/transport-secretary-officially-opens-congestion-busting-transport-centre-for-the-west-midlands/

https://www.wmca.org.uk/news/transport-secretary-officially-opens-congestion-busting-transport-centre-for-the-west-midlands/

166

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

Acronyms

ABTA AreaBasedTransportAssessment

ACEA EuropeanAutomotiveManufacturer’sAssociation

ANPR AutomaticNumberPlateRecognition

AQ Air Quality

ASOI AssociationfortheStudyofObesityinIreland

BEV BatteryElectricVehicle

CAF CommonAppraisalFramework

CAFE Clean Air for Europe

CARO ClimateActionRegionalOffice

CAV ConnectedandAutonomousVehicle

CBA Cost-BenefitAnalysis

CBD Central Business District

CCTV Closed-CircuitTelevision

CITS Co-operativeIntelligentTransportSystems

CMATS CorkMetropolitanAreaTransportStrategy

CNG CompressedNaturalGas

CO2 CarbonDioxide

CSO CentralStatisticsOffice

CSR Corporate Social Responsibility

DART DublinAreaRapidTransport

DBEI DepartmentofBusiness,EnterpriseandInnovation

DECC DepartmentoftheEnvironment,ClimateandCommunications

DfT DepartmentforTransport(UK)

DHLGH DepartmentofHousing,LocalGovernmentandHeritage

DMURS DesignManualforUrbanRoadsandStreets

DoT Department of Transport

eMOS EnhancingMotorwayOperatingServices

EPA EnvironmentalProtectionAgency

ESB ElectricitySupplyBoard

eSPSV Electric Small Public Service Vehicles

ESRI EnvironmentalSystemsResearchInstitute

EU European Union

EV Electric Vehicle

EXEED ExcellenceinEnergyOperatingServices

FCEV Fuel Cell Electric Vehicle

GDPR GeneralDataProtectionRegulation

GHG Greenhouse Gas

GLOBE GlobalLearningandObservationstoBenefittheEnvironment

GNSS GlobalNavigationSatelliteSystem

GPS GlobalPositioningSystem

HEV HybridElectricVehicle

HGV HeavyGoodsVehicle

HSE HealthServiceExecutive

ICE InternalCombustionEngine

ISO InternationalOrganisationalofStandardisation

LAP Local Area Plan

LCO Lancet Commission on Obesity

LEZ Low Emission Zone

LGV LargeGoodsVehicle

LSMATS LimerickShannonMetropolitanAreaTransportStrategy

LTP Local Transport Plan

MaaS Mobility as a Service

MASP Metropolitan Area Strategic Plan

MATS Metropolitan Area Transport Strategy

MMP Mobility Management Plan

NCAP NationalClimateActionPlan

NDA NationalDisabilityAuthority

NDP NationalDevelopmentPlan

NEDC New European Driving Cycle

NEEAP NationalEnergyEfficiencyActionPlan

NET NottinghamExpressTransit

NHS NationalHealthService(UK)

NOX NitrogenOxide

NPAP NationalPhysicalActivityPlan

NPF NationalPlanningFramework

NTA NationalTransportAuthority

OLEV OfficeforLowEmissionVehicles

OMSP OpenMarketSellingPrice

167

© G

over

nmen

t of I

rela

nd /

V1.

1 /

10.2

020

P&R ParkandRide

PHEV Plug-In Electric Vehicle

PM ParticulateMatter

PPK PriceperKilometre

PPM Price per Minute

PPP Public Private Partnership

PT Public Transport

PTAL Public Transport Accessibility Level

RA Regional Assembly

RMMP ResidentialMobilityManagementPlan

RMS RegionalModellingSystem

RSA RoadSafetyAuthority

RSES RegionalSpatialandEconomicStrategy

RTCC RegionalTransportCoordinationCentre

RTPI RealTimePassengerInformation

SCATS SydneyCoordinatedAdaptiveTrafficSystems

SEAI SustainableEnergyAuthorityofIreland

SPSV Small Public Service Vehicles

TDM TransportDemandManagement

TFI TransportforIreland

TfL TransportforLondon

TII TransportInfrastructureIreland

ULEZ Urban Low Emission Zone

UTMC UrbanTrafficManagementCentre

UTRAP UrbanTraffic-RelatedAirPollution

VAT ValueAddedTax

VMS Variable Messaging System

VRT VehicleRegistrationTax

WLTP WorldwideHarmonisedLightVehiclesTestProcedure

WPL WorkplaceParkingLevy

69gov.ie

support gov-ie.frontify.com

b ;b ;v ;l-m7 -m-];l;m|| 7 !;1oll;m7- omv!;rou| -u1

Documents