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TRANSCRIPT
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Five Cities Demand Management Study Recommendations Report March 2021
s y s t r a . i e
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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
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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
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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
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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.
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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.
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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.
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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.
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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.
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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.
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} 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.
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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.
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Study Objectives
Five Cities Demand Management Study
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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
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The methodology which we have used to develop the Demand Management Strategy recommendations is outlined below
Methodology
Five Cities Demand Management Study
Development of the strategy - overviewContext and Study ObjectivesIdentify the Potential SolutionsRefine the SolutionsTest the SolutionsRecommendations & Delivery Roadmap
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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
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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)
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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.
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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.
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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®ionalstrategiesandpoliciesTransportintegration-betweendifferentmodes,providingopportunitiesformulti-modalconnectivity
Legal Extentoflegislativechangesrequired
Step 6 - cost effectiveness
ThecosteffectivenessofthemeasuresexaminedinmoredetailinStep5wasusedindeterminingwhichmeasuresaremostsuitabletobebroughtforwardasrecommendationsfromthisstudy.Usingqualitativeanalysis,thecosteffectivenesswascalculatedbasedonperformanceagainstthestudyobjectivesversusthecombinedcosttotheexchequerandthe travellingpublic.Theresultsof themulti-criteriaevaluationwereaddedtoobtainanoverallscorethatwasusedtorankthemeasuresandinformthedevelopmentandprioritisationoftheDeliveryRoadmap.
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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.
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Demand Management Measures
Tier 1 - Strategic Framework
Five Cities Demand Management Study
Introduction to the Tiered measures approachTier 1 Strategic Measures
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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.
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Tier 1 - Strategic Framework
Demand Management Measures
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
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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
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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.
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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.
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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
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Activ
ity &
Hea
lth
Tech
nolo
gy
Requ
irem
ents
Del
iver
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mes
cale
Supp
ort f
or
Nati
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Pol
icy
Supp
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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
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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.
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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.
Stakeholder Feedback
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
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Impact in Delivering the Study Objectives
FM02 Congestion
Urban Environment Air Quality Carbon
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 7
Exchequer Cost ModeratelyBeneficial
Withprogressivetaxation,thedeclineinmotortaxrevenueswillreverse.Increasedcostofadministration.
User Cost SlightlyAdverse
Perkmusewillresultinthosewhotravellesspayingcomparativelylowertax.Followsthe‘polluterpays’principle.
Nati
onal
Eco
nom
y Im
pact
Loca
l Eco
nom
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pact
Politi
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Acce
ptab
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Acce
ssib
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Im
pact
Soci
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clus
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Impa
ct
Safe
ty, P
hysi
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Activ
ity &
Hea
lth
Tech
nolo
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Requ
irem
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Del
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y Ti
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Supp
ort f
or
Nati
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Pol
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Supp
ort f
or L
ocal
Po
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Tran
spor
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tegr
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slativ
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2 0 -1 0 -2 0 -1 -2 1 0 0 -2
Implementation Considerations
FM02andFM03couldnotbeappliedsimultaneouslythoughtherecouldbeatransitionfromonetotheother.Itisnotconsideredpracticaltohavedifferenttaxationstructuresindifferentcities.
Implementation Timescale
Overall Priority Rank
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Impact in Delivering the Study Objectives
FM03 Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 10
Exchequer Cost ModeratelyBeneficial
Withprogressivetaxation,thedeclineinmotortaxrevenueswillreverse.Increasedcostofadministration.
User Cost SlightlyAdverse
Perkmusewillresultinthosewhotravellesspayingcomparativelylowertax.Followspolluterpaysprinciple.
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3 1 -1 0 -1 0 -3 -3 2 2 1 -3
Implementation Considerations
FM02andFM03couldnotbeappliedsimultaneouslythoughtherecouldbeatransitionfromonetotheother.Itisnotconsideredpracticaltohavedifferenttaxationstructuresindifferentcities.
Implementation Timescale
Overall Priority Rank
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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
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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.
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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
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
Exchequer Cost SignificantlyAdverse
Verysignificantdirectcosttotheexchequer.
User Cost SlightlyPositive
Thegrantswillgenerallyhelpclosethecapitalcostgapbetweenzero-emissionvehiclesandICE’sandthetariffsfortheelectricityandthepriceofpetrol/diesel(andthe2nd-handcarmarket)willthendeterminewhenthetotalcostofownershiptipsinfavourofthezero-emissionvehicles.
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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.
Implementation Timescale
Overall Priority Rank
6
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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.
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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
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Stakeholder Feedback
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
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 9
Exchequer Cost SlightlyPositive
Whilsttherewillbesignificantup-frontinfrastructureandadministrationcosts,theschemeisexpectedtogenerateanetsurplusfortheexchequer.
User Cost ModeratelyAdverse
Directcosttotheuserandpotentiallyadditionaltravelcostsforthosewhochoosetoavoidthecongestioncharge.Expectedtobeexemptions/reducedchargesforparticularlyusergroupswhichcouldincluderesidents
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0 -2 -3 -1 -2 0 -1 -2 0 1 0 -2
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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.
Implementation Timescale
Overall Priority Rank
11
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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.
Stakeholder Feedback
“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.
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Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 1
Exchequer Cost Neutral Impact
Veryslightcostofthepreparationoflegislation.
User Cost SlightlyAdverse
Thepurchaseofcleanervehicleswillresultinincreasedcosts21 &/or the cost of the vehiclereplacementbeingincurredearlierthanwouldotherwisehavebeenthecase.
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-2 -1 0 0 -1 0 0 -1 0 0 0 1
Implementation ConsiderationsTheDepartmentofTransport,togetherwiththeDepartmentofEnvironment,Climate&Communicationshaveestablishedthemulti-stakeholderUTRAP(UrbanTraffic-relatedAirPollution)workinggroup.RecommendationsfromUTRAPshouldbetakenintoaccountinthedevelopmentofthisdemandmanagementmeasurewereittobeprogressed.
Implementation Timescale
Fleet Modelling Results
NOx
-60%
-26% CO2
Overall Priority Rank
10
Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.
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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).
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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.
Stakeholder Feedback
perceived issues and concerns perceived benefits and opportunities
CAZ/
LEZ
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} Politicalconstraints } Publicacceptability,withpotentialfornegativeequalitiesimpactsforthoseonlowerincomesorwithdisabilities
} Displacementeffectsandnegativeroadsafetyimpactsonthezoneboundary
} Alternativesneedtoexistpriortodelivery-includingaffordableandaccessibleEVtaxis;
} Negativeeconomicimpactsoncitycentres
} WouldfollowexamplesofgoodpracticeandmajorimpactsinUKandEurope
} Shouldalsoincludepromotionofactivetravel
} Shouldprogresstoanoutrightbanonvehicles
} Couldcontributetobetterqualityoflifeandplacemaking
AN
PR
} GDPR concerns } Thereneedstobeexemptionsfortaxisorfinancialsupporttoupgrade
} Practicable
Stick
er
Syst
em } Enforcement issues } LikelytobemorecosteffectivethanANPR
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Impact in Delivering the Study Objectives
AQ04: ANPR Congestion
Urban Environment Carbon Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
Exchequer Cost ModeratelyAdverse
Costofinfrastructure&managementoffsetbycharges/fines.
User Cost SignificantlyAdverse
Userswillincurcostsofcharges/finesorpurchasecostsoflesspollutingvehicles.Widerimpactsonthevalueofhighpollutingvehicles.
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0 -1 -1 -1 -3 0 0 -2 0 1 0 -2
Fleet Modelling Results
NOx
-71%
-34% CO2
Overall Priority Rank
14
Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.
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Impact in Delivering the Study Objectives
AQ05: Sticker System Congestion
Urban Environment Carbon Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
Exchequer Cost SlightlyAdverse
SlightlyAdverse:Managementcostoffsetbycharges/fines.
User Cost ModeratelyAdverse
ModeratelyAdverse:userswillincurcostsofcharges/finesorpurchasecostsoflesspollutingvehicleswithsomenon-detectedtrips.Widerimpactsonthevalueofhighpollutingvehicles.
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0 -1 -1 -1 -3 0 0 -2 0 1 0 -2
Implementation ConsiderationsThismeasurewouldbenefitfromaclearlegislativeframework.AQ04andAQ05aremutuallyexclusiveinanyonecityandwhilstitwouldbepossibletoapplydifferentenforcementindifferentcities,forsimplicityofunderstandingacommonframeworkforallcitieswouldbepreferable.CAZ/LEZschemescanbecombinedwithcongestionchargingasisthecaseinMilaninItaly(seemeasureFM11formoredetails).
Implementation Timescale
Fleet Modelling Results
NOx
-70%
-31% CO2
Overall Priority Rank
13
Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.
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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.
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Best Practice Evidence
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.
Perceived issues and concerns Perceived benefits and opportunities
} 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.”
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Impact in Delivering the Study Objectives
Congestion
Carbon
Air Quality
Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
Exchequer Cost ModeratelyPositive
Levywilloffsetcostofimplementationandfundsraisedcanberingfencedforinvestmentintransportinfrastructure.
User Cost ModeratelyAdverse
Potentialdirectcosttouserorreductionintheavailabilityofworkplaceparkingspaces-expectedthattrialwillbetargetedtothosewhohavereasonablealternativemeansoftravel.
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Implementation ConsiderationsThismeasurecouldbeimplementedalongsideinvestmentinalternativetransport,suchaswasthecaseinNottingham.AnadvantageofaWPListhatitisappliedtobothexistingandfutureworkplaceparkingstock.Asaflattax,thereissomeconcernthattheimpactswillbegreateronlowerincomeemployeesand/orthosewithoutsuitablealternativetransportoptions.Employerscanhelptomitigatethisimpactbydevelopingappropriatepoliciestoreducecostsforthoseonlowerincomesand/orwithoutviabletransportalternativestocommutingbycar.Theidentificationofspacesmaybechallengingandtheidentificationofasuitableareaofenforcementwillrequirefurtherplanningwhichmaydelayimplementation.Wherecarparkingspacesarecurrentlyprovidedforanumberofemployers(forexampleatBusinessorIndustrialParks),mechanismswouldneedtobedevelopedtolevysuchfeestoindividualemployers.
Implementation Timescale
Overall Priority Rank
12
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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.
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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
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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.
Perceived issues and concerns Perceived benefits and opportunities
} Displacementeffects
} Alternativesneedtoexistpriortodelivery
} Reductionsincouncilincome
} Potentialfornegativeeconomicimpactsoncitycentresandretailvitality
} Canbedifficulttocontrolexistingparkingatprivatecarparks,includingworkplacecarparksandotherlargesitesthathavehistoricallyhadlargequantumsoffreeparkingavailable
} Potentialforacaponparkingonanareawidebasis–needacleardistinctionbetweencontrolstoparkingatdestinationandorigin,withastandardnationalapproach
} Suggestionthatparkingchargesshouldbehigherinpeaktraffichours
} General support for stronger enforcement of parking,includingillegalparkingindisabledspacesandparkingonpavements
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“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."
Assessment of Likely Impact
Congestion
Carbon
Air Quality
Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 8
Exchequer Cost SlightlyPositive
Additionalenforcementcosts,somepotentiallossofrevenuefromparkingcharges;offsetbyhigherparkingchargesinspacesandreducedcostofprovidingroadspaceforparking.Reallocatingcarparkingspaceswouldreducetheinvestmentrequiredtodeliversustainablemobilityinfrastructure.
User Cost ModeratelyAdverse
Directadditionalcosttotheuser.
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Implementation Considerations
Implementation Timescale
Overall Priority Rank
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.
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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.
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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
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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
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 9
Exchequer Cost ModeratelyAdverse
Infrastructureandplanningcoststoimproveexistingstreets.Healthbenefitswouldbringaboutadirectsavingtotheexchequer.
User Cost Neutral Impact
Potentialdirectcosttouserorreductionintheavailabilityofworkplaceparkingspaces-expectedthattrialwillbetargetedtothosewhohavereasonablealternativemeansoftravel.
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Implementation ConsiderationsTobesuccessful,thismeasurewouldneedtobeembeddedintolocalplanningpolicy.Fundingwillberequiredtoinitiatethemeasureandtoresourcethemanagementofitonanongoingbasis.Itwouldbepreferableifaconsistentapproachwasadoptedacrossallcities.Toachievethis,ifprogressed,considerationshouldbegiventopilotingthemeasureinonecityfirst,withtheoutcomesofthepilotstudyinformingthedevelopmentofanationalframeworkforurbanareas.
Implementation Timescale
Overall Priority Rank
3
Description of Measure
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.
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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.”
Perceived issues and concerns Perceived benefits and opportunities
} Delaysinplanningprocess. } Generalsupportshownformeasure.
} Place-makingbenefits.
} TheCommonAppraisalFrameworkhasissuesinrelationtothelimitsoftheobjectivesitconsiders.
Assessment of Likely Impact
Air Quality
Congestion Urban Environment Carbon
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
Exchequer Cost SlightlyAdverse
Additionaleffortandcostofappraisal.Riskofimpactonfinancialcostsofprojectsandcosttotheexchequer.
User Cost Neutral Impact
TheimplementationofthismeasurewasassessedashavinganeutralimpactonUserCost.
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Implementation ConsiderationsTheimpactofthemeasurewilldependinlargepartonthescaleofchangetoappraisalapproaches.Ireland’scurrentguidanceisinlinewithinternationalbestpracticeandtodeviateconsiderablyfromthismightriskgeneratingunpredictableconsequences.Theassessmentofallbenefitswillneedtoutilisequantifiedandevidence-baseddataandindicators.Morefundamentally,considerationofTDMshouldbeinvolvedatGatewayStageZerodecisionmakingofallschemedevelopment–i.e.istheschemeactuallyneededorarethereTDMmeasure(s)thatcouldbeimplementedtoaddresstheissue/needinstead?
Implementation Timescale
Overall Priority Rank
8
Description of Measure
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.
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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.
Assessment of Likely Impact
Carbon Congestion
Air Quality Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 6
Exchequer Cost SlightlyAdverse
Additionalresourcesrequiredtomonitorandadapttochangeovertime,toensurestrongerintegration.Someinvestmentinsustainablemobilitymayneedtobefront-led,resultinginadditionalcoststotheexchequer.
User Cost SlightlyPositive
Shouldresultinreducedtransportcostsforusers,withpotentiallysome‘bigwins’,suchasreducedcardependency.
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Implementation ConsiderationsStructureandassignedresponsibilitieswillberequiredtoundertakeareviewoftheprogresstowardstheintendedlandusedistributionsetoutintheNPFforIreland’scitiesandthedeliveryoftransportinfrastructuretosupportsustainablegrowth,particularlypublictransportandwalkingandcyclingschemes.Thefive-yearlycycleoftheCensusprovidesanexcellentopportunitytotracktheprogressofIreland’sdevelopment.Intheinterim,giventheimportanceofsuccessfullanduseandtransportintegrationongoingmonitoringandoversightbyaduly-authorisedorganisation(withaccesstosuitablemodelling)wouldbeofbenefittoensureweareheadingintherightdirection.ThebenefitsofavailabletoolsshouldbemaximisedsuchastheNationalTransportAuthority’sRegionalModellingSystem.
Implementation Timescale
Overall Priority Rank
2
Description of Measure
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
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“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
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ITIESWELL CONNECTED TO
PUBLIC TRANSPORT, JOBS
AND SERVICES WITHIN
THE REGION
LOCAL PUBLIC TRANSPORT
SAFE CYCLING NETWORKS
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ABILI
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AGE
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COMMUNITY
GARDENS
GREEN STREETS & SPACES
LOCAL PLAYGROUNDS & PARKS
LOCAL
SCHOOLS
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OPPORTUNITIES
LOCA
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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
Air Quality Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 7
Exchequer Cost ModeratelyAdverseAdditionalcostofinfrastructure,e.g.provisionofpublictransport,upgradedcycleandpedestrianfacilities.
User Cost SignificantlyPositive
Reducedtransportcostsforusers,withpotentiallysome‘bigwins’suchasreducedcardependency.Reducedtraveltimesduetoproximityofserviceswillalsobringaboutuserbenefits.
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Implementation ConsiderationsTobesuccessful,thismeasurewouldneedtobeembeddedintolocalplanningpolicy.Thiscouldbetailoredtotheindividualcitiestobe10,15or20minuteneighbourhoodsdependingonachievability.Theycouldbedeliveredinphases,toaddressbothlegacyissuesinexistingplanningandtosupportprioritiesfornewdevelopmentareas.Thisapproachwouldrequireinvestment,especiallytoretrofitexistingareasofourcities.
Implementation Timescale
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Demand Management Measures
Tier 2 - National Toolkit
Five Cities Demand Management Study
Tier 2 - National Toolkit Measures
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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
Parking & Traffic Management (PTM)
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
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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)
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Impact in Delivering the Study Objectives
Congestion Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
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.”
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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.
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Impact in Delivering the Study Objectives
Congestion
Urban Environment Carbon Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
Fleet ModellingTheimplementationofprogressivetaxationmeasurestodiscouragedieseluseandenhancetakeupofalternativecleanerfuelsispredictedtocontributeto:
Fleet Modelling Results
NOx
-60%
-32% CO2
Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.
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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.
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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.
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Taxiscouldbeincluded,butthiswouldonlymakesenseifthetaxifleetwasmuchcleanerthanthevehiclesbeingscrapped.
WhereasFM08seekstoreplacehighpollutingvehicleswithzerotailpipeemissionvehicles,FM09seekstodrivemodalshiftandreduceoverallcarusage.
Impact in Delivering the Study Objectives
FM08 Congestion
Carbon Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 0
FM09 Congestion
Carbon
Air Quality
Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
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.
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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.
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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.
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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.
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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.
Impact in Delivering the Study Objectives
Air Quality Congestion
Urban Environment Carbon
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 6
Summary Assessment } Measureswouldreducecarusage,whichisthemosteffectivewaytoreducetransportemissionsandcongestion.
} WideningaccesstotheTaxSaverandCycletoWorkschemesthroughfareandtaxstructurechangesandmakingiteasierformoreemployerstooffersuchschemestotheiremployeescouldimprovesocialequityandtake-upofsustainabletravel.
} ReducingtheVATonbicycles(includinge-Bikes)orofferinggrantsfore-bikesavailabletoallmembersofthepublic(similartograntsforEVs)andnotjustthoseontheCycletoWorkschemecouldalsoimprovesocialequityandtake-upofsustainabletravel.
} WideningaccessorbringinginnewfiscalincentivessimilartotheCycletoWorkschemeorTaxSaverticketswouldrequiresizeableexchequerexpenditure.
} Travelpaymentsforbusinesstripsalreadyhaveratesforbicycles,thisratecouldbeincreasedtopromotebusinesstravelbybike.
} Similarly,motortravelratescouldbealteredrelativelysimplytoincentivisetripsbylowpollutingvehiclesinsteadofvehicleswithlargerengines.
} Usingexistingtravelratesframework,acyclingallowancesimilartoBelgium’sforcommutingbybikewouldbeaverypowerfulfiscalincentiveforcycling.
} Travelratesandcyclingallowanceswouldnotrequireexchequerexpenditure,althoughpotentialabuseofthesystemtolowertaxpaymentswouldrequiremonitoring.
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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.”
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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.
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TheEPAareworkingonanewprojectcalledCleanAirIreland,modelledontheCuriousNosesprojectinFlanders,Belgium38.TheprojectinvolvedgivingoutNOxtubestovolunteersinthecity.Afterthetubeswerereturnedtheprojectteamwereabletogivevolunteerstheresultsfromtheirtube,whereitfitcomparedtothewiderresultsinAntwerpandwhatthatmeantfromapublichealthperspective.ThedatawasalsousedtovalidateairqualitymodellingforAntwerp.Theresultingincreaseincitizenengagementonairqualityledtoamajorincreaseincallsforgovernmentaction,includinglegalchallenges.CleanAirIrelandwillinvolvethedistributionof1,000tubesonapilotbasis,initiallyinDublin.
TheEPAisattemptingtoacquirefundingthroughtheEU’sLIFEfundingvehicle39toprovidemodellingthatwouldenablea48-hourAirQualityforecastforIreland.Thisforecastcouldbeprovidedtothepublic,inasimilarmannertohowweatherforecasts,androadwatchsegmentsarecurrently.
Impact in Delivering the Study Objectives
AQ02 Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 1
AQ03 Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 5
Fleet ModellingInmodellingtheimpactofmeasureAQ02onthefleet,itisassumedthatincreasedairqualitymonitoringwillleadtoearlieractiononairqualitylimitexceedances,whichwillcontributetodrivingaswitchinthefleetawayfromolder,morepollutingdieselvehicles.
AQ02: Reduction in private car emission rates
NO2
-48%
-21% CO2
Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.
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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.”
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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
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} 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
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 1
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.”
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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.
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Impact in Delivering the Study Objectives
Congestion
Carbon
Air Quality
Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
Summary Assessment } Thismeasurewillhavehealth,environmentalandurbanrealmbenefits.
} Byfocusingonencouragingandfacilitatingmorepeopletoreplaceshorttripcarjourneyswithactivetravelchoices,itwillhelptomanagecongestionandreducecarbonemissions.
} Thefocusonreducingvehiclekmsalsohasthepotentialtoimprovelocalairquality.
} InvestmentinreducingcardependencyandpromotingandenablingmorephysicalactivityofferslongertermsavingsfortheIrishhealthsystem.
} Thereispotentialtodeliverlongertermurbanrealmbenefitsthroughthefuturedevelopmentofthebuiltenvironmentthatprioritisespeople’spropensitytoundertakephysicalactivity-ratherthanobesogenicenvironmentsthatreducethispropensityandmakewalkingandcyclingmoredifficultthandriving,particularlyforshorttrips.
} Integratingpublichealthandsustainablemobilitybehaviouralchangecampaignswilldelivercross-departmentalbenefitsandopportunitiesforsharingofresourcesandexpertise.
Stakeholder Feedback
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.”
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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).
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Private sector
Decarbonisationwithintheprivatesectorisvoluntaryandprimarilymarketdriven-thereforethemonitoringapproachisdifferenttothatofthepublicsector-withmostprivatecompaniesimplementingitonthegroundsofcostefficienciesandduetotheirCorporateSocialResponsibility(CSR)policies(throughISOaccreditationor(intheUK)initiativessuchastheCarbonCharter45forSMEs).SEAIprovideanAcceleratorProgrammeforISOaccreditation,includingofferingupto10daysofsupport46.
TheISOincludesatransportfocus,socouldbeaveryusefulstandardtopromoteandencourageforboththepublicandprivatesectortoachieve.
Impact in Delivering the Study Objectives
Congestion
Urban Environment Air Quality Carbon
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
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.”
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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.
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Impact in Delivering the Study Objectives
Congestion Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
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).
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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.
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Impact in Delivering the Study Objectives
Congestion
Urban Environment Carbon Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
Fleet ModellingTheimplementationofaBehaviouralChangecampaigntoencouragepurchasesofcleaner,loweremissionsfleetisneededtosupporttheelectrificationofthecarfleet,whichispredictedtocontributeto:
NOx
-60%
-27% CO2
Thesereductionsrefertothepercentagechangeintheemissionsperkilometrefromtheaverageprivatecarincitycentretrafficin2030,relativeto2019levels,basedonANPRdatacollectedinCorkinFebruary2020.TheCO2valueincludesemissionsfromtheelectricityusedbytheBatteryElectricVehicles(BEVs),butnottheother‘well-to-pump’-relatedemissionsortheadditional‘embeddedcarbon’associatedwiththemanufactureofBEVs.
Summary Assessment } Neutralimpactoncongestionasdoesnotsupportmodeshift.
} PositiveimpactsofcleanerfleetsweighedagainstimpactofEVcarbonfootprint.
} Positiveimpactsonairqualityaspeopletransitiontocleaner,loweremissionvehiclepurchase.
Stakeholder FeedbackGeneralsupportforbehaviouralchangecampaigns,withstakeholdershighlightingCOVID-19ascreatinganopportunityforchangeinbehaviour;however,concernwasraisedforthegenerallackoffundingandresourceavailableforbehaviouralchangework.
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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.
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ItisrecommendedthatfurtherexaminationandevidencereviewisundertakeninordertoidentifythepotentialtoundertakeaMaaSpilotinoneofthefivecities,includingtriallingdemandresponsiveservices.For example, Smart Dublin49heldaMaaSGapAnalysisWorkshopinearly2020.TheNTAareconsideringthefindingsofthisworkshopalongwithotherresearch,withaviewtothepotentialinitiationofaMaaSprogrammeforDublin.
Impact in Delivering the Study Objectives
TC01 Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
TC02 Air Quality Congestion
Urban Environment Carbon
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
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).
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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.”
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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.
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} Moreefficientuseoftheroads,creatinganincreasedcapacitymayalsoallowreallocationofthisspaceforotheruses,includinggreaterprovisionforactivemodesandimprovedurbanrealm.
} Thetechnologyforconnectedvehiclesisstillevolvingandtherearevaryingviewsonwhensuchaninterventionwouldbeimplementedonpublicroads;certainlyitisalonger-termoption.
} Currentbarrierstoimplementationincludeconcernsaroundsafetyandthelegalresponsibilitiesforanyaccidents(particularlywhenconsideringconnectedautonomousvehicles),aswellasthehighcostofthetechnology.
} ThecurrentcostofthetechnologyalsomakesitexpensiveandexclusionaryforthosethatcannotaffordCAVvehicles.
} Overall,thereisthepotentialforConnectedVehiclestoplayaroleinmanagingdemand;however,thisneedsfurtherexaminationandevidenceofthebenefitsasthetechnologyevolves.
Impact in Delivering the Study Objectives
Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
Best Practice Evidence VehicleplatooninghasbeenindevelopmentacrossEuropesincethe1990sandtrialsareongoing:
} TheEnglishDepartmentforTransport(DfT)andHighwaysEnglandcommissionedthefirstreal-worldoperationaltrialofplatooningvehiclesonUKroads.The£8.1mHelmUKtrialispredictingsignificantbenefitstoroadsafety,capacity,congestion,CO2efficiencyandfueleconomybutiscurrentlypausedduetotheCOVID-19outbreak.
} ENSEMBLEisathree-yearmulti-brandtruckplatooningtrialonEuropeanroads.Resultsareexpectedin2021.
Stakeholder FeedbackStakeholdersnotedthatmoreresearchanddevelopmentwasneededintheareaofconnectedandautonomousvehicles.
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Demand Management Measures
6 Tier 2 City Toolkit Measures
Five Cities Demand Management Study
Tier 2 - City Toolkit
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Tier 2 - City Toolkit Demand Management Measures TheTier2measureshavebeencompiledintotwoToolkits,onecontainingnationalmeasuresandonecontainingmeasureswhichcouldbeimplementedataCitylevel.TheToolkitsareintendedtobearesourceforstakeholderstoidentifyappropriatemeasuresforgivensituations.
WhilethepotentialTier2CityToolkitmeasuresarenotranked,eachofthepotentialmeasuresareassessedinmoredetailinthisChapter.
Fiscal Measures (FM) Tolling FM12:M50Multi-PointTolling
Parking & Traffic Management (PTM)
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.
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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.
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Summary Assessment } Well-establishedmethodofdemandmanagement,withadditionaltollingsupportingthemanagementofprivatevehiculartrafficinordertoprotectthestrategicnatureofvehiculartrafficontheM50.
} Tollingcanalsobeconfiguredtoprovideincentivestouselesspollutingvehicles,suchasreducedtollsforEVs.
} SignificantimprovementslikelyontheM50whichisofnationalstrategicimportance.Managingcongestiononthiskeystrategicroutewillhavewidernetworkbenefits.
} Likelytoresultindisplacementoftrafficontonon-tolledalternativeroutes.ThisisalreadyevidentinLimerickandWaterfordwhicharenotconsideredappropriateforfurthertollingonthisbasis.
} PotentialairqualitybenefitsalongtheM50;howevermayresultinairqualityissuesalongdisplacedtrafficasaresultofthescheme.
} Introductionofadditionaltollsonexistinginfrastructureispoliticallychallenging.
} Alternativetraveloptionsforusersarecurrentlylimitedandorbitalbusprovision(andbuspriority),althoughchallenging,willbekeytoprovidingviablealternativesforpeople.Otherwise,tollingwouldbeviewedasataxonpeoplewhohavenorealisticmore-sustainablealternatives.
Impact in Delivering the Study Objectives
Air Quality Urban Environment Carbon Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
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.”
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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.
Impact in Delivering the Study Objectives
Congestion
Urban Environment Carbon Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 1
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Fleet ModellingTheimplementationofapackageofEVChargingMeasuresisneededtosupporttheelectrificationofthecarfleet,whichispredictedtocontributeto:
Fleet Modelling Results
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.
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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.
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Impact in Delivering the Study Objectives
Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
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.
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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.
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Impact in Delivering the Study Objectives
PTM08 Congestion
Carbon
Air Quality
Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 8
PTM09 Congestion
Carbon
Air Quality
Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
PTM10 Congestion Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
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.
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} 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
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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.”
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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.
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Impact in Delivering the Study Objectives
PTM12 Congestion
Carbon Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
PTM13 Congestion
Carbon
Air Quality Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 5
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.
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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.”
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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).
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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
Impact in Delivering the Study Objectives
Carbon
Air Quality Congestion Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
Stakeholder FeedbackStakeholderFeedbackindicatedwidespreadsupportforthismeasure.
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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.
Impact in Delivering the Study Objectives
Air Quality Congestion
Urban Environment Carbon
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
Summary Assessment } ThismeasurewouldhavealowcostofimplementationcomparedtotheintroductionofVariableSpeedLimits,howeverthismeasureislesseffectivethanVariableSpeedLimitsformanagingcongestion.
} Reductionfrom120kphto110kphor100kphisshowntoreducefuelconsumption,thereforethismeasurewouldhavepositiveimpactsoncarbon.
} Willrequirestrongerenforcementtoensurecompliance.
} Areductioninspeedwouldresultinanincreaseinusertraveltimes.TheConsultantsengagedbytheDepartmentoftheEnvironment,ClimateandCommunicationstoconducttheMarginalAbatementCostCurveanalysistoinformthepreparationofthe2019ClimateActionPlanconsideredthespeedlimitreductionproposalandconcludedthatthecostbenefitratiowastoohightoincludeintheirrecommendationsfortheClimateActionPlan.67
} LimitedapplicationwithintheStudyarea,giventhattherearerelativelyfewsectionsof120kphmotorwayswithinthefivecitiesStudyareas.
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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.
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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
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
Summary assessment } Park&Rideoftenprovidesamore-attractiveoptionthan‘pure’publictransportforcar-availabletravellerswholivebeyondthecity’scorehighfrequencypublictransportnetwork.
} Ifwell-signed,theyarealsoattractivetovisitorswhoareunfamiliarwithfindingroutesthrough&/orparkinginthetownorcity.
} Park&Ridewillonlybeusedifthepublictransportofferingiscompetitivewithcontinuingtodrive.
} Inparticular,theytendtobemosteffectivewhencitycentreparkingislimited&/orexpensive.
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} 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.”
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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.
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Impact in Delivering the Study Objectives
Congestion Carbon Air Quality Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 6
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.
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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.
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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.
Impact in Delivering the Study Objectives
BC03 Carbon
Air Quality
Urban Environment Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 5
BC14 Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 5
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.
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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.
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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).
Impact in Delivering the Study Objectives
BC04 Carbon
Air Quality
Urban Environment Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 5
BC05 Carbon
Urban Environment Air Quality Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
BC06 Carbon
Air Quality
Urban Environment Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
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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.
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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.
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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.
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Impact in Delivering the Study Objectives
Congestion
Carbon
Air Quality
Urban Environment
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
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.
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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
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(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.
Impact in Delivering the Study Objectives
Behavioural change campaigns Congestion
Carbon
Urban Environment Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
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.
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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.
Best Practice Evidence
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.”
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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.
Impact in Delivering the Study Objectives
Congestion
Carbon
Urban Environment
Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 3
Summary Assessment } Improvescustomerperception,patronageandsatisfaction,andbuildsconfidenceinthereliabilityofpublictransportservices.
} RTPIisaneffectivedemandmanagementmeasurewhichsupportspublictransportuse,thereforehaspositiveimpactsoncongestion,airqualityandcarbonreduction.
} IntegrationofrealtimeairqualityinformationwithinRTPIsystemsatspecificlocations/hotspotscanraiseawarenessofairqualityandembedbehaviouralchangemessaging.
} Theneedforat-stopcount-downequipmentcouldbesupersededbytheuseofeasy-to-use/well-advertisedsmartphoneapps,asthepenetrationoftherelevantsmartphonetechnologyamongpublictransportuserscontinuestorisetowards100%
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} 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.
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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.
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Impact in Delivering the Study Objectives
Air Quality Congestion
Urban Environment Carbon
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 2
Best Practice Evidence TheEuropeanRampMeteringProjectundertookfiverealworldtestsoframpmetering87atlocationsacrossEurope,andtwosimulationtests,andfoundthethreemainoutcomeoframpmeteringwereasfollows:
} Proofthatsocio-economicbenefitscanbegainedfromtheoperationoflocalrampmetering.
} Awarningthatthedelaysforthecarsheldbackontherampscanoutweighthetraveltimegainsforthevehiclesonthemainstreammotorway,ifthemeteringisappliedtooharshly.
} Proofthatco-ordinatedmeteringissuperiortolocalmeteringstrategiesandthatsubstantialadditionalbenefitscanbegainedfromtheco-ordination.
Stakeholder Feedback
Rampmeteringwasreportedasaconcernbysomestakeholders.
Ruled Out as a MeasureBasedonthedetailedevaluation,itwasconcludedthatRampMeteringshouldnotformakeyrecommendationofthisStudy.Whilehavingdefinitebenefitsintermsofmanagingcongestiononthestrategicroadnetwork,andaddressingmotorwaysafetyandreliability,itsimpacttodeliverthekeyStudyObjectiveswithinthefivecitieswasassessedasnotsufficienttowarrantinclusionasaStudyrecommendation.Thisisprincipallyduetoitslimitedapplicationoutsidethestrategicroadnetwork.
Furthermore,easeofdeliveryisuncertainandmaybelimitedduetophysicalconstraints-however,theremaybeadditionalpotentialforRampMeteringonotherpartsofthestrategicroadnetworkinDublin,attheBloomfieldInterchangeinCork,andalsointhefutureinLimerick.OutsidethisStudy,additionalresearchandexaminationwouldberequiredtoassessthefeasibilityandbenefitsofthisasademandmanagementmeasureonfocusedpartsofthestrategicroadnetwork.
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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.
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Summary Assessment } Canimproveroadnetworkefficiencyandsafetybutnotsuitableforallroads.
} Potentialforapplicationislimitedtotargetedareasofthestrategicroadnetworkwithinthefivecities.
} Hasthepotentialtodelivercongestion,carbonandairqualitybenefits.
Impact in Delivering the Study Objectives
Carbon
Urban Environment Air Quality Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
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.
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6TC06 & TC07
MEASURE TYPE Existingenhanced
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.
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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.
Impact in Delivering the Study Objectives
TC06 Congestion
Urban Environment Carbon Air Quality
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 5
TC07 Carbon
Air Quality
Urban Environment Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 6
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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."
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6TC08
MEASURE TYPE Existingenhanced
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.
Impact in Delivering the Study Objectives
Carbon
Urban Environment Air Quality Congestion
Rating -3 -2 -1 0 1 2 3TOTAL SCORE 4
Stakeholder FeedbackStakeholdersindicatedgeneralsupportforparkingwayfindingandvariablemessagesystems.
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Summary of Measures not included for Recommendation
Five Cities Demand Management Study
7
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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.
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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.
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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.
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8 The Roadmap ApproachTier 1 Framework Demand Management Measures Tier 2 National & City Toolkit Roadmap
Five Cities Demand Management Study
Delivery Roadmap
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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.
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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.
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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
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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
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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
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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
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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)
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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
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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)
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ApproachMeasure ref. Measure Measure Description Lead Responsibility
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
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ApproachMeasure ref. Measure Measure Description Lead Responsibility
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
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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
Five Cities Demand Management Study
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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.
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Appendix A - Reference Sources
Five Cities Demand Management Study
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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
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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
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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
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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