Section 5: Road and Transportation Infrastructure

Transcription

1 Section 5: Road and Transportation Infrastructure ROAD AND TRANSPORTATION OBJECTIVES RTO1 RTO2 RTO3 RTO4 RT05 RT06 38 To establish the function, shape and usage of the strategic road network generally within the LAP area. To establish the future function of Glenamuck Road (and associated road infrastructure) in terms of providing access (including car, bus, pedestrian and cycle) to the strategic road network. To establish the appropriate functions of Enniskerry Road in terms of accommodating through movements and locally generated movements (car, pedestrian and cycle) from future developments, and also potential future movements associated with the planned neighbourhood centre facility. To introduce appropriate traffic calming measures and to divert through traffic away from any future LAP civic node in order to address issues such as safety, noise and air pollution, and the potentially negative severance of the component parts of the LAP area. To reduce the need for travel by private motorcar within the LAP by: facilitating appropriate frequencies and routings of bus services to address increased population levels, including good linkages to proposed LUAS Line B1 station at Ballyogan Wood, providing and/or facilitating the development of an interlinked cycle and pedestrian network that would connect the lap to the wider locality, maximise pedestrian catchment of bus services operating on enniskerry and glenamuck roads, encouraging mixed use development to optimise internal trips and make accessibility by non car modes more viable/desirable, requiring Commercial/Retail uses to operate Mobility Management Plans to provide incentives to reduce dependence on travel by motorcar. In acknowledgement that some car usage is inevitable, to stipulate maximum car parking provision for differing development types on a demand management basis and restrictions on on- street parking in order not to undermine that objective. 5.1 Road Network Primary Road Network: Glenamuck District Distributor Road Scheme Study (see Fig. 15 (RPS, January 2006) and Fig. No. 14) Consulting Engineers were appointed by DLRCC to undertake a study on feasible solutions and to produce a Preliminary Design Report of an optimal route option for the Glenamuck District Distributor Road (GDDR) Scheme. It was the intention that this Study would identify an appropriate primary road framework for incorporation into the LAP. The principal objectives of the GDDR Scheme were: To operate successfully as a distributor road to the South Eastern Motorway. To improve the capacity of the local road network at peak commuter times and accommodate the various modes of transport. To improve access to public transport including LUAS and Quality Bus Corridors. To improve road safety and reduce the number of accidents along the existing Glenamuck and Enniskerry Roads. To improve provisions for cyclists, pedestrians and other vulnerable road users. To promote the economic development within the area as identified in the Dun Laoghaire-Rathdown County Development Plan, The Consultants in advancing the Study completed a number of reports including Existing Conditions (January 2005), Constraints Study (January 2005), Feasibility & Route Selection (October 2005) and Preliminary Design Report (May 2006). In synopsis, following the identification and analysis of the constraints to the Scheme, three primary routes were identified in the Feasibility and Route Selection Report 1 that appeared to satisfy the Scheme objectives. Two possible cross/link routes were also identified as part of the route selection process, which would compliment the GDDR. All of these routes were identified taking account of the engineering considerations and having regard to the issues and constraints identified in the Constraints Report 2. 1 This Report consists of an assessment of various route options, a review of existing and projected traffic conditions, a summary of the various environmental, political, social and planning constraints on the scheme, a framework assessment of the route options and preparation of a cost estimate for the construction of the scheme. The traffic element of this Feasibility Study examined three identified route options in terms of maximum hourly and daily traffic flows, junction impact, journey times and alignment. 2 The Constraints Study focused on the physical, environmental, procedural, and legal constraints that exist affecting the design and choice of route for the scheme.

2 Kiltiernan/ Glenamuck Local Area Plan 2007 Figure 14: Glenamuck District Distributor Road Scheme (RPS, January 2006) 39

3 In addition to the Constraints Report, a Traffic Appraisal Report - Existing Conditions for the Glenamuck area between the Enniskerry Road at Kiltiernan and the SEM Carrickmines Interchange, was produced. Further, the Dublin Transportation Office (DTO) was commissioned to develop a model to test the route options and alternatives in order to identify the most favourable layouts in terms of traffic impact. From the route selection analysis, it was concluded that socalled Option 1 was the preferred route. This route will reduce traffic in both Kiltiernan Village and on the existing Glenamuck Road, whilst providing a quality road infrastructure both to link with the M50 and for the future development of local lands. A number of additional links and junctions will provide for an increase in the overall road network capacity, thus providing for future traffic needs of both the Plan area and the wider environs. The Preliminary Design stage of the Study further developed and examined three alternative potential layouts for the proposed Route Option 1 GDDR Scheme. All three route options were evaluated taking into account both their advantages and disadvantages to the Scheme as a whole. The assessment examined how each route catered for both strategic and local traffic assignment through the network whilst also accommodating future traffic volumes and patterns. It considered the routes and compared them in terms of link flow, junction impact, traffic dispersal, congestion, delays and impact on Kiltiernan Village. Route Option 1 C was identified as the preferred route layout. (a) Overall Scheme Description (Route Option 1 C ) (as per commissioned Study) It is proposed that the proposed road network be divided into two distinct sections, namely (i) the Glenamuck District Distributor Road, and (ii) Enniskerry Road and Kiltiernan Village. (i) Glenamuck District Distributor Road (GDDR) The mainline of the scheme (GDDR) is located north of the existing Glenamuck Road. This road will function as the main collector/distributor section of the overall network and directly connect the roundabout to the south of the Carrickmines interchange to the Enniskerry Road north of Kiltiernan Village. It is also proposed that a further road link be part of the Scheme. This Link Road is to be located to the south of the GDDR and runs in a north-south direction connecting the GDDR to the Enniskerry Road south of Kiltiernan Village. This road would also act as a collector/distributor road for traffic to and from south of Kiltiernan Village. The Scheme proposes to cul de sac the northern end of the existing Glenamuck Road where it ties-in with the roundabout junction to the south of the Carrickmines Interchange. This measure will essentially create a traffic calming effect on the Glenamuck Road by removing the through route, providing a safer road environment and allowing a more controlled development of the area, which should benefit all existing residents and businesses utilising the existing road. (ii) Enniskerry Road and Kiltiernan Village The Scheme provides for the GDDR and Link Road to tie in to the Enniskerry Road to the north and south of Kiltiernan Village respectively. This proposed layout will effectively create a bypass of Kiltiernan Village for traffic in the study area. This provision will remove the majority of extraneous through traffic from the village and facilitate the establishment of a more pedestrian friendly traffic calmed street. (b) Layout Description (see Fig. 15 (RPS, January 06)) A broad description of the Scheme Layout is appended under Appendix K for information. A summary of the proposed layout as per the commissioned Study is outlined below. The basic design philosophy adopted was the provision of a roads network that would allow traffic to/from the north and south of the Enniskerry Road to feed into one road (the GDDR) to facilitate access to/from the M50 and future development lands. The road hierarchy of this design provides for two Standard Two-Lane Single Carriageway sections of road (the GDDR and the Link Road) feeding into a reduced Dual Carriageway section of road (the mainline GDDR) closer to the Carrickmines Interchange. The junction strategy adopted in the design includes four principal junctions (Junctions 1, 5, 11 and 12) between the GDDR Scheme and the existing local road network with an additional key junction on the GDDR itself (Junction 3/9). The traffic impact and geometric requirements of each junction go together in the design process. The Scheme also considers future junction provision for development access and preferred points on the proposed road network are indicated (Junctions 2, 6, 3/9, 7, 10, 13, and 4). Consideration is also given to the tie-in between the GDDR Scheme and the existing road network to ensure a safe transition between both road types and standards at detailed design stage. The Scheme layout (as per the commissioned Study) requires a number of road closures ( cul de sacs ) on existing roads including: 40

4 Client: Comhairle Chontae Dhún Laoghaire - Ráth an Dúin County Hall, Marine Road, Dún Laoghaire, Co. Dublin Phone: Fax: DÚN LAOGHAIRE RATHDOWN COUNTY COUNCIL Mr. John McDaid Senior Engineer Ordnance Survey Ireland Licence No. EN Copyright Government of Ireland. Ballybetagh Road 7 12 RPS Consulting Engineers Ltd., West Pier Business Campus, Dun Laoghaire, Co. Dublin, Ireland Kiltiernan Village 8 14 T: F: E: ireland@rpsgroup.com W: Enniskerry Road 6 NOTES 3. DO NOT SCALE, use figured dimensions only, if in doubt ask. 2. All Levels refer to Ordnance Survey Datum, Malin Head. No. A01 Date Jan'06 Glenamuck Road 1. This drawing is the property of RPS Consulting Engineers, it is a confidential document and must not be copied, used, or its content divulged without prior written consent. 3/9. Drn NL k. Ch BC Amendment / Issue ISSUE FOR APPROVAL GDDR App. GK CARRICKMINES INTERCHANGE Scheme and Junction Layout Preferred GDDR Route Option 1C Title: Date: Scale: NL MN BC Jan.'06 A3 Approved by: Checked by: Drawn by: POTENTIAL JUNCTIONS AND LINKS ARE SUBJECT TO FUTURE DEVELOPMENTS AND SHOULD BE REVIEWED IN THE CONTEXT OF THE ACTUAL DEVELOPMENTS PROPOSED. PROPOSED CUL DE SAC. POTENTIAL DEVELOPMENT JUNCTION. KEY SCHEME JUNCTION. Ballyogan Link Road GLENAMUCK DISTRICT DISTRIBUTOR ROAD Project: 1 Ballyogan Road Job No: Fig. No: File No: MDT A01 Rev: MDT0205TR1007.dwg Kiltiernan/ Glenamuck Local Area Plan 2007 Figure 15: Rev A01, RPS, January 2006: Glenamuck District Distributor Road Scheme 41

5 > > the closure of existing Glenamuck Road south of the existing roundabout junction to the south of the Carrickmines Interchange, > > the closure of existing Enniskerry Road south of Kiltiernan Village adjacent to the proposed tie-in with the GDDR Link Road, > > the closure of existing Enniskerry Road at the northern tiein to the GDDR single carriageway road, and > > the closure of existing Barnaslingan Lane south of Kiltiernan Village in close proximity to the proposed cul-de-sac on the Enniskerry Road and adjacent to the proposed tie-in with the GDDR scheme. The design provides for public transport, pedestrian and cyclist infrastructure along the entire length of the GDDR Scheme. The Draft Preliminary Design Report also makes reference to recommendations / guidance regarding Drainage and Receiving Waters, Road Signage and Public Lighting, Service Relocations, Boundary Treatments, Safety Audits, and Mobility Management Plans. It should be noted that this Study did not undertake a rigorous analysis of the connection to the roundabout system of the Carrickmines Interchange of the M50, however it has been acknowledged that the junction as currently configured does not have the capacity to cater for the traffic identified as being generated under this Study and a separate Study is currently underway to examine and address that issue. Please note that the LAP as adopted, includes the following: The OMISSION of the portion of the proposed Link Distributor Road (part of the overall Glenamuck District Distributor Road Scheme) extending from the southern edge of Ballycorus Road in a north-south alignment to link back onto Enniskerry Road south of Kiltiernan Village. As a direct consequence of this omission, the portion of Enniskerry Road extending from the southern boundary of the Local Area Plan area to the junction of Enniskerry and Ballycorus Roads, and the section of Ballycorus Road from the aforementioned junction to the junction of Ballycorus Road and the proposed Link Distributor Road will require to be appropriately improved/upgraded. The T junctions at Enniskerry/Ballycorus and Enniskerry/Ballybetagh Roads shall also require appropriate upgrading/improvement. In tandem, a package of appropriate traffic management measures will also need to be designed and implemented both to discourage undesirable through traffic utilising Enniskerry Road through the proposed village core and to improve the public realm and afford increased pedestrian priority in the village centre. (LAP Objective D.) Secondary Road Network (see Fig. 15 (RPS, January 2006) & Dwg. PL ) In addition to the primary road network proposed for the area comprising the GDDR Scheme, a secondary tier of roads is also required in order to provide access to zoned land parcels within the LAP area. The location of a number of these roads, in addition to the existing Glenamuck Road and Ballycorus Road, are informed by the position of other junctions in the GDDR Scheme which are likely to be development driven (i.e. will be designed and constructed subject to future development and planning applications on zoned lands). With regard to the proposed indicative secondary and tertiary roads network identified in the Local Area Plan, there will be consultation with adjoining landowners as part of the detailed design process. The secondary road network is broadly described below. Access to Land Parcel No. 1a will from Junction 10, which is a signalised junction on the GDDR between Junction 3/9 and 1. Access to Land Parcel No. 1b will be off the proposed link road between Junctions 10 and 13. Junction 13 is a signalised junction on the existing Glenamuck Road between Junctions 4 and 1. The proposal to cul de sac Glenamuck Road will not proceed until this secondary link road between the GDDR and existing Glenamuck Road is provided. It will be an objective to achieve this link road at a location approximate midway between the Carrickmines South Roundabout and the junction of the Link Distributor Road and the GDDR. (LAP Objectives O and P.) Access to Land Parcel Nos. 3, 4, 5a and 6a will be via a roadway from Junction 3/9, which is a signalised junction between the GDDR and the Link Road (additional junction arm). Access to Land Parcel No. 6b will be from an internal loop road which end junctions are (additional) Junction 2 (one of two junctions north of Kiltiernan Village) and Junction 14 (a junction on the existing Glenamuck Road between Junctions 5 & 8). Access to Land Parcel Nos. 12 and 13a will be via a loop road configuration with junctions at Junction 2 (a signalised junction north of Kiltiernan Village) and a Junction on Ballybetagh Road. Additional loops/cul-de-sac roads will be required within this loop configuration to provide further access. 42

6 Kiltiernan/ Glenamuck Local Area Plan 2007 Access to Land Parcel Nos. 25a and 26b will be eastwards from Junction 6 (a signalised junction on the Link Road between Junctions 5 and 12). Internal (loop) access to Land Parcel No. 20a is provided westwards from Junction 6, with a junction onto Glenamuck Road. It is proposed that a one way exit-only system from the rear of the NC (Parcel No. 22) be provided. This way one system will exit onto Enniskerry Road at Junction 7 (a signalised junction on the Enniskerry Road between Junctions 8 and 12). All signalised junctions will, as appropriate, include signalised crossings for pedestrians and cyclists. New developments shall provide noise mitigation measures (e.g. boundary walls and/or double/triple glazing) to reduce noise within developments caused by new roads to be within acceptable levels Road Improvements The existing Glenamuck Road, irrespective of the new roads network, requires upgrading in terms of footpath improvements and/or installation, re-surfacing and most importantly, improvements to address the pinchpoint, which restricts traffic movements at a location at the southern end of Glenamuck Road, adjacent to Cromlech Close. Whilst undertaking the appropriate improvements, it would be an objective to, where possible, still maintain the sylvan character of the Road. Notwithstanding the long term road (improvement) objective pertinent to Enniskerry Road, the section of Enniskerry Road that traverses the Kiltiernan civic node will require upgrading. This is to take the form of setting back developments to create widened pavements to encourage lively streets, the upgrading of footpaths and the installation of traffic calming measures including surface treatment of the roadway at selected pedestrian crossing points. In order to further discourage through traffic via this section of road, other further positive measures including restrictions may be required to achieve this objective. Traffic management measures, including a possible cul de sac, will be introduced to the indicative loop road through Parcels 12 and 13a to actively discourage potential rat-running to and from Ballybetagh Road and Enniskerry Road in the village centre. (LAP Objective H.) 5.2 Transportation Infrastructure Bus Network The transportation policies and objectives informing the design of the GDDR Scheme reflect the central elements of both the 2004 County Development Plan and the Dublin Strategy contained in the Platform for Change, The design provides for public transport infrastructure along the entire length of the GDDR scheme. Road space in the form of hard shoulders and/or additional verges has been set aside for the provision of m bus lanes in the Scheme. These should ideally be installed at the outset on both cost grounds and to encourage public transport use. Each junction on the Scheme has been designed to enable provision of bus lanes/priority through each junction. The Scheme also proposes that space be provided for the provision of bus stops/shelters along the route. The frequencies and routes of the future bus networks to serve the new development area will be the subject of ongoing discussions between County Council, Dublin Bus and other private bus operators. It will be a requirement that developers pump-prime such provision by their own funding, should such be necessary Cycle & Pedestrian Network Associated with the GDDR Scheme The GDDR Scheme design has included for both pedestrian and cyclist infrastructure along the entire length of the GDDR scheme. Footpaths and cyclepaths 2.0m wide have been provided either side of the proposed roads. Each junction on the scheme will cater for the signalised controlled movements of both pedestrian and cyclists, with minimal delay (wait time) experienced by pedestrians at junctions. Subject to the scale of development proposed in the (GDDR) study area, consideration may need to be given to the promotion of grade separated pedestrian bridges along the dual carriageway section of the GDDR at select locations. This type of pedestrian infrastructure may be justified by the predicted future volumes of traffic, the level of development proposed on both sides of the dual carriageway section and also by the safe removal of the interaction of pedestrians and live traffic. This provision would also promote permeability of pedestrians and cyclists between developments either side of the dual carriageway. Other Cycle and Pedestrian Routes Given the objective to reduce the need for travel by private motorcar within the LAP by providing and/or facilitating the 43

7 development of an interlinked cycle and pedestrian network that would connect the LAP to the wider locality, it is important that other cycle and pedestrian routes are provided within the LAP area. In this regard the use of the existing Glenamuck Road by cyclists and pedestrians (on the improved alignment) will be facilitated. The traffic improvements proposed for the portion of (traffic calmed) Enniskerry Road aligned through the Kiltiernan civic core from The Church of Ireland Parish site to the north to the Enniskerry/Ballybetagh Road junction must include provisions for cyclists and pedestrians. This is particularly important given the juxtaposition of the two primary schools at either end of this proposed traffic calmed section of roadway. Controlled pedestrian crossings in the form of flat topped full width ramps preceded by alternative surface material treatments will need to be introduced at the two locations on Enniskerry Road adjacent to the neighbourhood centres. It is also proposed that the indicative Green Way Link linking the future amenity facility on the remediated Ballyogan landfill site via the Wayside Celtic recreation facility to the primary neighbourhood centre on Enniskerry Road will incorporate a walkway / cycleway. While the majority of this route would be off-road, a portion of it would comprise the cycle and pedestrian facilities, which form part of the GDDR Scheme Parking and Loading Requirements Parking and loading facilities to be introduced in the Plan area shall be in accordance with Sections (comprising Table 11.5) and of the County Development Plan This provision shall however relate to the accessibility and proximity to public transport, and as such parking provision will be on a maximum rather than minimum basis (i.e. in accordance with the Dublin Transportation Office (DTO) s Policy on Demand Management rather than as per the County Development Plan). Notwithstanding, as per the adoption of the LAP, the number of car parking spaces per 3-bedroom and 3 bedroom + units shall be increased from one (1) space per unit to a maximum of two (2) spaces per unit in line with County Development Plan standards. New developments within the LAP area shall be designed to accommodate, but not be dominated by the car. Car parking provision shall be integrated in terms of layout, surface treatment and screen planting. Car parking provision in new residential estates shall preferably be underground. However where this is not feasible, car parking spaces shall be provided in locations, which are convenient for residents, but should not dominate the layout. Methods for softening the parking provision e.g. screening, different surface treatments shall be implemented. Parking provision for the neighbourhood centres shall be underground, or if not feasible, then car parking shall be provided at a location that does not impinge on/detract from areas where the focus is on providing an area/boulevard for the pedestrian shopper/patrons. This parking may need to be provided to the rear of the facility and/or screened. Car parking spaces shall not be provided on the (proposed) Glenamuck District Distributor Road and associated Link Distributor Road, other main access roads, stipulated sections of Enniskerry Road, certain sections of residential roads and in close proximity to junctions. In order to avoid indiscriminate parking on street, which would both subvert the policy of maximum parking number criteria and/or parking being primarily placed off-street, the provision of positive restrictive measures to prevent such occurring shall be adopted by developers/management companies including the use of parking attendants/clamping regimes. Paid parking may also be applied at retail/ commercial areas to further control parking. These combined measures should also seek to avoid the use of areas adjoining Quality Bus Corridor (QBC) routes etc. becoming unofficial park and ride sites for those seeking to use the high quality public transport system Bicycle Parking The provision of bicycle parking facilities shall be in accordance with section of the County Development Plan , which requires that secure covered parking facilities be provided close to building entrances for new office blocks, apartment blocks, shopping centres, etc. In respect of retail/commercial developments, a minimum requirement of one bicycle space per 80 square metres of gross development area shall be provided Residential Areas and High Pedestrian Activity Zones The streets in these areas shall be designed on the basis that a 30km/h special speed zone shall be created, which shall entail installing physical traffic calming measures to ensure such a speed limit can be achieved and in accordance with the Department of Transport (DoT) Guidelines on the imposition of such special speed limits. 44