Environmental Impact Assessment Report (EIAR) Volume 4 of 4: Appendices Appendix A14.1 Traffic and Transport Assessment

Transcription

1 Envirnmental Impact Assessment Reprt (EIAR) Vlume 4 f 4: Appendices Appendix A14.1 Traffic and Transprt Assessment Page A14.3-1

2 Kildare C unty C uncil Kerdiffstwn Landfill Remediatin Prject Kildare Cunty Cuncil Envirnmental Impact Assessment Reprt (EIAR) - Appendix Traffic & Transprt Assessment 32EW5604/DOC/ Aug 2017

3 Kerdiffstwn Landfill Remediatin Prject Prject N: Dcument Title: Dcument N.: Revisin: EW5604 Date: 30 June 2017 Client Name: Client N: Prject Manager: Authr: File Name: Envirnmental Impact Assessment Reprt (EIAR) - Appendix Traffic & Transprt Assessment 32EW5604/DOC/0048 Kildare Cunty Cuncil Rhianna Rse David Petersn Jacbs Engineering Ireland Limited Merrin Huse Merrin Rad Dublin 4, D04 R2C5 Ireland T F \\Iedub1-fil001\ji\Sustainable Slutins\Kerdiffstwn Landfill\4 - Dcuments\4.3 - Draft Dcuments\32EW5604 E EIA IED Planning\EIA\EIAR Chapters\15-Traffic\A14.1 Traffic and Transprt Assessment_AUG dcx Cpyright 2017 Jacbs Engineering Ireland Limited. The cncepts and infrmatin cntained in this dcument are the prperty f Jacbs. Use r cpying f this dcument in whle r in part withut the written permissin f Jacbs cnstitutes an infringement f cpyright. Limitatin: This reprt has been prepared n behalf f, and fr the exclusive use f Jacbs Client, and is subject t, and issued in accrdance with, the prvisins f the cntract between Jacbs and the Client. Jacbs accepts n liability r respnsibility whatsever fr, r in respect f, any use f, r reliance upn, this reprt by any third party. Dcument histry and status Revisin Date Descriptin By Review Apprved /03/2017 Submissin f wrking dcument t prject team prir t technical review /04/2017 Submissin f final draft t prject team fllwing technical review DP - - DP JC CW /04/2017 Revisins fllwing CRAV DP JC CW /05/2017 Preliminary Draft fr KCC Review DP JC RR /06/2017 Draft Incrprating KCC Review Cmments DP JC RR /08/2017 Final PW RK RR 32EW5604/DOC/0048 i

4 Cntents 1. Intrductin Backgrund Outline Methdlgy Reprt Structure Accessibility Review t Existing Site Intrductin Walking and Cycling Walking Cycling Public Transprt Rail Prvisin Bus Prvisin Existing Rad Netwrk The Prpsed Prject Site Lcatin and Develpment Cntext Site Access Prpsals Parking Remediatin Phase Parking Operatinal Parking Plicy Cntext Intrductin Planning Plicy Statement Natinal Develpment Plan Natinal Spatial Strategy Urban Design Manual A Best Practice Guide (May 2009) Natinal Climate Change Strategy Smarter Travel A Sustainable Transprt Future A New Transprt Plicy fr Ireland Natinal Cycle Manual Transprt Strategy fr the Greater Dublin Area Kildare Cunty Develpment Plan Naas Twn Develpment Plan Assessment f the prpsed Prject in relatin t plicy cntext Trip Generatin and Assignment Remediatin Phase Traffic General Assumptins Operatinal Phase Traffic General Assumptins Operatinal Traffic Assignment Traffic Impact Assessment General Apprach EW5604/DOC/0048 ii

5 6.2 Base Traffic Flws Traffic Grwth Assessment Scenaris Mdel Reprting and Key Pints Mdel Results and Analysis Base Netwrk / 2022 / 2027 / 2037 Prjected Netwrk Prjected + Remediatin Phase Traffic Netwrk Prjected + Remediatin Phase (Sensitivity Test) Traffic Netwrk Prjected + Operatinal Phase Traffic Netwrk Prjected + Operatinal Phase Traffic Netwrk Prjected + Operatinal Phase Traffic Netwrk Summary and Cnclusin Summary Cnclusins Appendix A. Traffic Flw Diagrams Appendix B. Mdelling Results 32EW5604/DOC/0048 iii

6 1. Intrductin 1.1 Backgrund The prpsed Prject cmprises the remediatin f the site t reduce the risks psed by the site in its current cnditin t public health and safety and the envirnment (the Remediatin Phase), whilst develping the site t prvide an amenity t the lcal cmmunity, cmprising a public park with multi-use sprts pitches (the Operatinal Phase). As stated in Chapter 15 Traffic and Transprt f the Envirnmental Impact Statement (EIS) fr Kerdiffstwn Landfill Remediatin Prject (the prpsed Prject) initial assessment f predicted traffic vlumes suggested that a standalne Traffic and Transprt Assessment (TTA) may nt be required. Hwever, in rder t ensure a rbust assessment f impacts n the rad netwrk fr bth the Remediatin Phase and Operatinal Phase a TTA was undertaken fr the prpsed Prject. This reprt cnsiders the traffic and transprtatin impacts relating t existing, remediatin and peratinal phases f the prpsed Prject. 1.2 Outline Methdlgy Traffic cunt data has been cllected at key lcatins n the rad netwrk, adjacent t the prpsed prject site in agreement with KCC. This is discussed further in Sectin 6 inlcuding details f lcatins and dates f surveys. This data alng with traffic prjectins relating t the prpsed Prject have been used t develp an understanding f the existing traffic cnditins and wrst case traffic scenari fr develpment. The develpment methdlgy is as fllws: Review existing cnditins n the lcal rad netwrk; Establish the traffic baseline cnsidering bserved traffic cnditins and the effect f cnsented develpment prpsals; Establish trip generatin and distributin relating t the prpsed develpment; and Assess netwrk peratin and identify any mitigatin requirements. In rder t ensure a rbust assessment f impacts fr bth the Remediatin Phase and Operatinal Phase an assessment f peak impacts has been undertaken and based n an assumed remediatin start f 2018, with intensive Remediatin Phase wrks expected t last apprximately 3.5 years. The peratin f the rad netwrk and key junctin capacity in the vicinity f the prpsed Prject has been mdelled using a VISSIM micrsimulatin mdel. The mdel evaluates the ptential impacts n the lcal rad netwrk due t the Remediatin Phase and Operatinal Phase activities assciated with the prpsed Prject. The Remediatin Phase will cmprise cnstructin wrks, with site staff and cntractr s persnnel parking at site ffices. Car parking prvisin fr the Operatinal Phase was primarily determined accrding t the number f users f the multi-use sprts pitches. An assessment f car parking prvisin has been undertaken t ensure that the prpsed Prject has sufficient car parking capacity as detailed herein. 1.3 Reprt Structure Sectin 2 f this reprt describes the develpment prpsals fr the prpsed Prject. Sectin 3 prvides an assessment f the prpsed Prject in relatin t current natinal and lcal transprt planning plicies. Sectin 4 reviews the accessibility f the existing site, cnsidering nn-mtrised transprt, public transprt and the existing rad netwrk. Sectin 5 prvides details n trip generatin assciated with the develpment prpsals. Sectin 6 details the key findings f the traffic impact assessment. Summary and cnclusins f the study are presented in Sectin 7. 1

7 Envirnmental Impact Assessment Reprt (EIAR) 2. Accessibility Review t Existing Site 2.1 Intrductin A baseline accessibility assessment was undertaken t establish existing transprt prvisin relevant t the develpment. The assessment cnsiders travel by relevant mdes f transprt and prvides details f available infrastructure and service prvisin. The assessment recgnises the need fr bth lcal and reginal travel. It als recgnises that walking and cycling are main mdes f transprt but are als secndary mdes f travel fr public transprt users. 2.2 Walking and Cycling Walking The site is lcated clse t Jhnstwn, Sallins, Kill and Naas. Much f Jhnstwn is within walking distance f the site. Sallins, Kill and Naas are within an apprximate walking time f 20 minutes (1.6km radius). High quality ftways exist in Jhnstwn and alng the frntage rads t the N7. A ftbridge prvides access ver the N7 between Jhnstwn and L2005 Kerdiffstwn Rad suth f the prpsed Prject. The existing L2005 Kerdiffstwn Rad t the nrth f the pedestrian bridge currently has n dedicated pedestrian facilities, with pedestrians sharing the existing narrw carriageway with vehicular traffic. The walking catchment is shwn belw as Figure 2.A. Figure 2.A: 20 minute walking catchment frm prpsed site entrance 2

8 Envirnmental Impact Assessment Reprt (EIAR) Cycling Figure 2.B shws that nearby residential areas such as Jhnstwn, Sallins, Kill and Naas are within a reasnable distance t cycle t the site. Segregated shared use paths exist bth nrth and suth f the N7 directly suth f the site and eastward. A pedestrian bridge prvides access ver the N7 t Jhnstwn. Due t the parapet height which appears applicable t pedestrians nly cyclists must walk bicycles acrss the bridge. Many rads in the vicinity d nt have segregated facilities r marked cycle lanes; cyclists share the carriageways with vehicular traffic. Figure 2.B: 30 minute cycle catchment frm site entrance Figure 2.B illustrates a 30 minute cycling catchment (7.5km radius at 15km/h), which is assumed as a reasnable cycle jurney time and distance. 2.3 Public Transprt Rail Prvisin There is n rail statin in walking prximity t the prpsed Prject. Hwever, the main railway statin fr Naas/Sallins lies apprximately 3.2km west f the site. This statin has frequent services tward Dublin and t pints west and suth (e.g. Limerick, Galway, Prtlaise, Kildare and Waterfrd) Bus Prvisin There is currently n bus prvisin adjacent t the prpsed Prject alng L2005 Kerdiffstwn Rad. The nearest bus stps are in Jhnstwn t the suth f the pedestrian bridge ver the N7, within a 20 minute walk f the prpsed site entrance. These stps currently include services 126 and 130 (see Table 2.1), with regular services between Dublin and Kildare. 3

9 Table 2.1: Bus Services serving Jhnstwn in the vicinity f the prpsed Prject Service Rute Weekday AM Service Frequencies Weekday PM Sat Sun Jurney Time Operatr 126 Jhnstwn > Dublin Cnnelly LUAS Stp Dublin Cnnelly LUAS Stp > Jhnstwn 15 mins 45 mins 50 mins 70 mins ~45 mins 50 mins 30 mins 75 mins 50 mins ~45 mins Bus Eireann 130 Jhnstwn > Dublin Busaras Dublin Busaras > Jhnstwn 2 buses (0822, 1007) n/a n/a 1 bus (1840) 2 buses (0827, 1007) n/a n/a 1 bus (1840) ~45 mins ~45 mins Bus Eireann Existing Rad Netwrk Kerdiffstwn Rad is a lcal rad immediately adjacent t the prpsed prject site. It cnnects the N7 Junctin 8 t Sallins and prvides the nly rad access t the site. The rad includes many private access lcatins alng its length, as well as access t the Naas Glf Club just t the nrth f the prpsed prject site. The speed limit fr Kerdiffstwn Rad is 60 kph. The N7 separates the prject site vicinity frm the village f Jhnstwn. Junctin 8 is the nearest access t the prpsed site, apprximately 0.75 km east f Jhnstwn. Junctin 8 cnsists f tw rundabuts nrth and suth f the N7 and access n and ff ramps t the mtrway. A private rad t Kerdiffstwn Huse runs alng the eastern bundary f the prpsed prject area, fllwing the River Mrell. There is a cntrlled access gate t the suth f the site where this private rad meets Kerdiffstwn Rad. Frntage rads lie nrth and suth f the N7 between the prpsed prject area, Junctin 8 and Kill. These are generally single carriageway rutes with shared use cycle/pedestrian paths adjacent t the carriageway separated by a grassy verge and wden bllards. 4

10 3. The Prpsed Prject 3.1 Site Lcatin and Develpment Cntext The site f the prpsed Prject, is lcated in Cunty Kildare, apprximately 3km nrth-east f central Naas t the suth-west f Dublin, apprximately 400m nrth-west f Jhnstwn village and in clse prximity t the strategically imprtant M7/N7 crridr as shwn n Figure 3.1 f the EIS. An extract f the site lcatin shwing existing access is shwn belw as Figure 3.A. The land uses in the immediate vicinity f the prpsed Prject are parkland assciated with Kerdiffstwn Huse t the nrth-east, glf curses t the nrth and nrth-east, and a mixture f land uses including residential, agricultural and wrked ut quarries t the suth-east, suth-west and west. Figure 3.A: Lcatin Plan f Prpsed Prject Vehicular access t the existing site is via a pririty junctin n L2005 Kerdiffstwn Rad, which links Jhnstwn at N7 Junctin 8 in the suth-east, t the settlement f Sallins (via Church Ave) t the nrth-west. A pedestrian ftbridge cnnects L2005 Kerdiffstwn Rad with the lcal rad netwrk in Jhnstwn. 3.2 Site Access Prpsals As part f the prpsed Prject preliminary design phase an assessment f the existing access arrangements fr the site was undertaken. This cnfirmed that the existing access wuld nt be fit fr purpse in terms f accmmdating HGV traffic assciated with the Remediatin Phase f the prpsed Prject, given pr levels f visibility n egress frm the site. Assessment f alternatives was therefre undertaken, embracing the fllwing activities: A high level desk study f ptential site access ptins; 5

11 A cmprehensive site visit t assess the strength and weaknesses f all ptential site access ptins, cnsideratin f additinal ptins nt identified frm the desk study activity. The site visit eliminated nn feasible access ptins and identified ptins t be taken frward t feasibility design stage; Preparatin f feasibility design drawings f ptential access ptins determined frm the site visit; and Design f the preferred access ptin. The assessment identified that a new site access wuld cmprise a rundabut, in clse prximity t the existing site access. The lcatin and make-up f the prpsed access represents the mst apprpriate t enable safe access t the site fr bth the Remediatin Phase and Operatinal Phase. The rundabut has been designed in accrdance with the Natinal Rad Authrity Design Manual fr Rads and Bridges (NRA DMRB) (DN-GEO-TD16 Gemetric Design f Rundabuts) (refer t Appendix A4.1 f the EIS). T accmmdate the revised site access realignment and widening f the L2005 Kerdiffstwn Rad is required. This cmprises wrks t the immediate west f the existing site access and t the east, adjining t an existing rundabut n the L2005 Kerdiffstwn Rad lcated t the suth-east f the site. The gemetric design parameters fr all ther rads are set ut in the Design Manual fr Urban Rads and Streets (DMURS) (Sectin Alignment and Curvature). Furthermre, while prviding a safe access arrangement fr all rad users during the Remediatin and Operatinal Phases the prpsed access design includes prvisin f pedestrian and cycle infrastructure. This will be f particular benefit during the Operatinal Phase. This prvisin f a new shared use pathway alngside the L2005 Kerdiffstwn Rad cmprises: linkage f the site via the existing ftbridge t Jhnstwn t the suth (and nward t Naas); linkage f the site via the N7 Junctin 8 t the east, twards Kill; several uncntrlled crssings; a sectin f shared use pathway linking t L2005 Kerdiffstwn Rad t the nrth-west f the new site access; and a ramp prviding cyclists access t the shared use trail suth f the prpsed site access rundabut. Details f the new access, rad realignment and pedestrian/ cyleway prvisin are shwn n Figures 4.12 t 4.14 f the EIS. The design has been subject t a Stage 1 Rad Safety Audit (RSA). Feedback n the RSA was prvided by the design team and apprved by Kildare Cunty Cuncil prject team, and the design revised accrdingly. This is prvided in the Traffic and Transprt chapter f the EIAR. The new site access and realignment f L2005 Kerdiffstwn Rad are prpsed t be undertaken as part f the first phase f remediatin wrks. 3.3 Parking Remediatin Phase Parking It is prpsed that thrughut the Remediatin Phase, prject site staff and cnstructin persnnel will park nsite using the existing infrmal staff parking spaces accessed via the new prpsed site access ff the L2005 Kerdiffstwn Rad. During the busiest phase f remediatin, it is predicted that apprximately 40 staff will be required n site. On the basis f a rbust estimate f single ccupancy car trips fr all staff, these 40 vehicles can be cmfrtably accmmdated within the existing staff car park and adjacent hardstanding areas. Additinal verflw parking areas will be made available elsewhere within the site shuld the need arise. Furthermre, given the entire site will be subject t cnstructin activities at sme time during the Remediatin Phase staff parking will require t be mved t ther lcatins within the bunds f the site. 6

12 In additin t cars a number f HGVs assciated with the Remediatin Phase may be parked n site during the prject. An estimated 140 tw-way HGV mvements are anticipated daily during peak perids f the remediatin wrks which equates t an average f 14 per hur ver the curse f a 10-hur wrkday. Assuming that each hurly mvement is a separate vehicle, it is cnservatively assumed that 14 HGVs may be parked n site at any ne time. In additin t HGVs, ther cnstructin equipment, plant and vehicles will likely be needed n site t enact the remediatin activities. Sufficient areas are available n site t accmmdate parking f site plant and vehicles. The prpsals fr such will be detailed in the cntractr s Cnstructin Traffic Management Plan supprting the Cnstructin Envirnmental Management Plan Operatinal Parking The Kildare Cunty Develpment Plan references maximum car and cycle parking standards fr varius land use develpments. The parking prvisin n the basis f the three multi-use sprts pitches t be develped fr the prpsed Prject as calculated frm the relevant parking standards are shwn belw in Table 2.1 belw. Table 3.1: Car and Cycle Parking Standards and Prvisin (Kildare Cunty Develpment Plan , Table 17.9 and 17.10) Cars Cycle Land Use Maximum Parking Standard Prvisin fr the prpsed Prject Parking Standard Prvisin fr the prpsed Prject Playing fields 15 spaces per pitch 45 spaces 20 spaces per pitch 60 spaces Public Park Nt specified Nt specified Nt specified Nt specified Playgrund Nt specified Nt specified Nt specified Nt specified Fr three multi-use pitches a ttal f 45 car parking spaces wuld be the maximum permitted under the guidance f the Kildare Cunty Develpment Plan ( ). Hwever, as the pitches will be primarily utilised fr training purpses there is a need t prvide adequate space fr frequent changever between training sessins. This culd be estimated t cmprise a need fr a ttal f 90 car parking spaces, facilitating a shrt turnver. Car parking prvisin is als necessary fr use f the site as a public park and playgrund. There are n car parking standards directly assciated with this land use. The car parking prvisin will have capacity fr a further 110 car parking spaces r use by cach/mini-bus parking.. Hwever, as per the Develpment Management Standards in the Cunty Develpment Plan 5% f the parking prvisin shuld be set aside fr disabled parking bays. Up t 10% f spaces shall include electric charging facilities in rder t meet the targets f the Gvernment s Electric Transprt Prgramme and in respnse t Climate Change the Gvernment s Natinal Plicy Psitin n Climate Actin and Lw Carbn Develpment. Overall the car parking prvisin is cnsidered sufficient in capacity fr the needs f the prpsed Prject. Fr the multi-use pitches a ttal f 60 cycle parking spaces wuld be the standard prvisin under the guidance f the Kildare Cunty Develpment Plan ( ). Cycle parking prvisin is als t be available fr use at the site f the public park and playgrund, Hwever there are n cycle parking standards directly assciated with these land uses. As such, the identified parking prvisin is cnsidered apprpriate fr the Operatinal Phase f the prpsed Prject, and is rbust given assumptin that mst travel by single ccupancy car, whereas it is expected that users may arrive by walking, cycling r car sharing. 7

13 4. Plicy Cntext 4.1 Intrductin In rder t demnstrate that the develpment f the site cmplies with current natinal and lcal transprt planning plicies, a review was undertaken f the fllwing dcuments: Planning Plicy Statement 2015; Natinal Develpment Plan ; Natinal Spatial Strategy ; Urban Design Manual, A Best Practice Guide (May 2009); Natinal Climate Change Strategy ; Natinal Cycle Manual 2011; Smarter Travel A sustainable transprt future A new transprt plicy fr Ireland ; Transprt Strategy fr the Greater Dublin Area ; Kildare Cunty Develpment Plan ; Naas Twn Develpment Plan ; and Naas Neighburhd Greenways. In undertaking this traffic and transprt assessment, the fllwing guidance dcuments have been taken int accunt: Traffic and Transprt Assessment Guidelines (Transprt Infrastructure Ireland, 2014) (NRA Guidelines); Design Manual fr Urban Rads and Streets (DMURS), Department f Envirnment, Cmmunity and Lcal Gvernment, 2013; Guidelines fr Traffic Impact Assessment, The Institutin f Highways and Transprtatin, September 1994; and Design Manual fr Rads and Bridges, Traffic Infrastructure Ireland Planning Plicy Statement 2015 The purpse f Ireland s planning plicy is t assist with decisins n cmpeting develpment ptins in the future and aims t deliver a planning prcess that will: ensure the right develpment takes place in the right lcatins and at the right time in prviding the scial, ecnmic and physical infrastructure necessary t meet the needs f ur peple in a way that prtects the many qualities f ur natural and built envirnment Natinal, reginal and lcal fficials aim t implement the ten principles the Planning Plicy Statement is built upn (as listed belw): 1. Planning must be plan-led and evidence based; 2. Planning must practively drive and supprt sustainable develpment; 3. Planning is abut creating cmmunities and further develping existing cmmunities in a sustainable manner; 4. Planning must supprt the transitin t a lw carbn future and adapt t a changing climate; 5. Planning must ensure that develpment facilitates and encurages greater use f public transprt as well as making walking and cycling mre attractive fr peple; 8

14 6. Planning will encurage the mst efficient and effective use f previusly develped (brwnfield) land; 7. Planning will enhance sense f place; 8. Planning will cnserve and enhance the rich qualities f natural and cultural heritage; 9. Planning will supprt the prtectin and enhancement f envirnmental quality; and 10. Planning will be cnducted in a manner that affrds a high level f cnfidence. The prpsed Prject cmplies with the criteria set ut in the Planning Plicy Statement 2015, accrding t the key principles f the verall develpment: by creating high quality cycle and pedestrian access t the site t aid in the transitin t a lw carbn future; efficiently using a brwnfield site; enhancing the sense f place related t Naas and surrunding twns; and supprting envirnmental quality and prtectin Natinal Develpment Plan The Natinal Develpment Plan is characterised by its fcus n a better quality f life fr all and sets ut the fllwing gals in rder t achieve this: A strng, cmpetitive ecnmy, delivering quality, sustainable emplyment in a mre reginally balanced manner; Affrdable, quality husing, cmplemented by efficient access t facilities and services fr wrk, educatin, healthcare, childcare, sprts, recreatin and culture; A sustainable, high quality envirnment; and A greater level f participatin in sciety by all. The prpsed develpment cmplies with the criteria set ut in the Natinal Develpment Plan as it creates a new cmmunity-serving recreatinal facility that may be accessed efficiently and sustainably. It als encurages greater scial participatin, and the planning underway fr the site wuld prduce a sustainable and envirnmentally sensitive develpment t remediate a frmer brwnfield site Natinal Spatial Strategy The Natinal Spatial Strategy (NSS) ffers a brad, lng-term, cmprehensive twenty-year view fr achieving mre balanced patterns f develpment in Ireland. The NSS identifies Naas as a Primary Develpment Centre, designated as the main fcus areas fr grwth in the Greater Dublin Area hinterland. This suggests that Naas and its envirns shuld be cnsidered centres f cntinued develpment in the future fr a variety f land uses, particularly in a way that energises its wn catchment. This verall visin f the NSS is t be achieved by strategically influencing Ireland s spatial structure t develp gateways and hubs t: achieve mre balanced reginal develpment in rder t reduce the disparities between and within the tw Regins (Brder, Midlands and West and Suth and East) and t develp the ptential f bth t cntribute t the greatest pssible extent t the cntinuing prsperity f the cuntry. Plicies t secure such develpment must be advanced in parallel with plicies t ensure that this develpment is sustainable with full regard t quality f life, scial chesin, and cnservatin f the envirnment and the natural and cultural heritage. The Kerdiffstwn Landfill site cntributes t the aims f the Natinal Spatial Strategy by prviding cmmunityserving recreatinal facilities in clse prximity t a designated Primary Develpment Centre (Naas). In additin, 9

15 transprtatin cnsideratins fr the site will be implemented with sustainable transprt in mind, cntributing t the sustainable develpment gals f the strategy Urban Design Manual A Best Practice Guide (May 2009) The Urban Design Manual A Best Practice Guide fcuses n creating well-designed, sustainable neighburhds that will stand the test f time. It is primarily cncerned with issues related t husing develpment, but als prmtes sustainable develpment mre bradly. As such, it prvides a strng fundatin fr the design f develpment sites in relatin t their accessibility, particularly walking and cycling. The manual fllws a set f 12 criteria and sub-indicatrs f which the fllwing are linked t this Transprt Assessment: Cnnectins: Hw well cnnected is the new neighburhd? There are attractive rutes in and ut fr pedestrians and cyclists. The develpment s layut makes it easy fr a bus t serve the scheme. The layut links t existing mvement rutes and the places peple will want t get t. Inclusivity: Hw easily can peple use and access the develpment? Design and layut enables easy access by all. Areas defined as public pen space that have either been taken in charge r privately managed will be clearly defined, accessible and pen t all. Layut: Hw des the prpsal create peple friendly streets and spaces? Layut aligns rutes with desire lines t create a permeable intercnnected series f rutes that are easy and lgical t navigate arund. The streets designed as places instead f rads fr cars, helping t create a hierarchy f space with less busy rutes having surfaces shared by pedestrians, cyclists and drivers. Traffic speeds are cntrlled by design and layut rather than by speed humps. Public Realm: Hw safe, secure and enjyable are the public areas? Rads and parking areas are cnsidered as an integral landscaped element in the design f the public realm. Parking: Hw will the parking be secure and attractive? Parking is prvided cmmunally t maximise efficiency and accmmdate visitrs withut the need t prvide additinal dedicated spaces. Adequate secure facilities are prvided fr bicycle strage. This TTA was prepared in accrdance with the Urban Design Manual, A Best Practice Guide. In particular, the guidance n walking and cycling and accessibility was fllwed during the preparatin f this TTA Natinal Climate Change Strategy The Natinal Climate Strategy utlines Ireland s cmmitment t reducing emissins t n mre than 13% abve 1990 levels ver the five year perid frm Chapter 4 f the Strategy is dedicated t Transprt and highlights the need fr applying measures t reduce transprt emissins, particularly mdal shift. The prpsed Actin Plan aims t emply: In-depth mdelling f emissins fr future transprt develpments; Intelligent Transprt Systems (ITS) t manage and ptimise the transprt netwrk t increase efficiency; Fiscal measures, such as rad pricing, cngestin charges and car parking fees t reduce private car usage. 10

16 The prpsed Kerdiffstwn Landfill prject seeks t satisfy a prtin f its travel demand thrugh zer-carbn travel, including walking and cycling. The management plan fr the peratinal site has nt yet been develped, hwever car parking fees wuld be an ptin available t KCC t discurage private car use. ITS des nt apply in the cntext f this area Smarter Travel A Sustainable Transprt Future A New Transprt Plicy fr Ireland Smarter Travel A Sustainable Transprt Future is designed t shw hw Ireland can reverse current unsustainable transprt and travel patterns and reduce the health and envirnmental impacts f current trends and imprve ur quality f life. The plan utlines the current transprt trends and statistics in Ireland and fcusses n plicies which aim t increase transprt sustainability by 2020: Key Gals: Imprve quality f life and accessibility t transprt fr all and, in particular, fr peple with reduced mbility and thse wh may experience islatin due t lack f transprt; Minimise the negative impacts f transprt n the lcal and glbal envirnment thrugh reducing lcalised air pllutants and greenhuse gas emissins; Reduce verall travel demand and cmmuting distances travelled by the private car; and Imprve security f energy supply by reducing dependency n imprted fssil fuels. The prpsed develpment cmplies with the criteria set ut in Smarter Travel as it will create high quality nnmtrised and fully accessible linkage t the site, thereby reducing the ptential need fr use f fssil fuels and resultant green gas emissins / ther lcalised air pllutants Natinal Cycle Manual 2011 The Natinal Transprt Authrity (NTA) published the Natinal Cycle Manual in 2011 t prvide guidance n integrating cycling int the design f urban areas. It ffers basic strategy, netwrk planning and design guidelines fr cycle facilities and ther details. The Natinal Cycle Manual is the primary design guidance dcument fr cycling in Ireland. The verall aim f the manual is t cntribute t imprvements that encurage mre peple t cycle, including thse wh are risk-averse, and ultimately t upgrade the cycling ffer in urban areas t prvide a safe and stress free cycling envirnment Transprt Strategy fr the Greater Dublin Area The Transprt Strategy fr the Greater Dublin Area is a framewrk fr the planning and delivery f transprt infrastructure and services in the Greater Dublin Area (an area that includes the regin arund Naas and the prpsed prject area). It prvides transprt planning plicy arund which ther agencies invlved in land use planning, envirnmental prtectin, and delivery f ther infrastructure can align their investment pririties. The Strategy has an verarching purpse t: cntribute t the ecnmic, scial and cultural prgress f the Greater Dublin Area by prviding fr the efficient, effective and sustainable mvement f peple and gds. The dcument includes the fllwing key messages: Transprt must be a key cnsideratin in land use planning; In the shrt term, funding fr large-scale transprt prjects will be limited; Addressing urban cngestin is a pririty; The capacity f the strategic rad netwrk must be prtected; 11

17 A significant reductin in the share f trips undertaken by car is required, particularly in relatin t shrt trips and cmmuter trips; An assciated increase in walking, cycling and public transprt is als required; A safe cycle netwrk, with extensive cverage in metrplitan Dublin and in ther twns, is needed t cater fr the increased use f cycling that is already ccurring and t reduce the dminance f the private car in meeting travel needs. The enhancement f the pedestrian envirnment, including measures t vercme severance and t increase permeability, is a pririty; and All-day travel demand frm all grups in sciety must be taken int accunt the strategy cannt merely take a peak-hur apprach t transprt issues. The prpsed develpment is within the radial planning crridr D (Newbridge-Naas-Clndalkin-Nrth Tallaghtt Dublin City Centre). It fits well within the parameters f the Greater Dublin Area Transprt Strategy as it will seek t enhance/imprve cycle and pedestrian links t the site frm Jhnstwn/Naas, thereby negating the need fr shrt car trips. In additin, the access rad t the site will be designed t accmmdate large vehicles such as buses, thugh n public transprt buses currently serve the area Kildare Cunty Develpment Plan Kildare Cunty Develpment Plan currently has mdal shift and sustainable travel featuring prminently thrughut the chapter. Key plicies relating t the prpsed Prject include: MT1: Prmte the sustainable develpment f the cunty thrugh the creatin f an apprpriately phased integrated transprt netwrk that services the needs f cmmunities and businesses. MT11: Fcus n imprvements t the lcal rad and street netwrk that better utilise existing rad space and encurage a transitin tward mre sustainable mdes f transprt, while ensuring sufficient rad capacity exists fr trips which will cntinue t be taken by private vehicle. WC1: Priritise sustainable mdes f travel by the develpment f high quality walking and cycling facilities within a safe street envirnment. WC3: Ensure that cnnectivity fr pedestrians and cyclists is maximised in new cmmunities and imprved within the existing areas in rder t maximise access t twn centres, lcal shps, schls, public transprt services and ther amenities. LR1: Ensure that the safety and capacity f the lcal rad netwrk is maintained and imprved where funding allws and t ensure that lcal streets and rads within the cunty are designed t a suitable standard t accmmdate the future needs f the cunty. The design f these rads and streets shuld balance the needs f place and mvement with prviding a safe street envirnment fr all rad users. These plicies fcus largely n sustainability within the cmmunity and encuraging sustainable travel chices t be made. Sustainable travel will be integrated int bth the Remediatin and Operatinal Phases f the prpsed Prject. The Develpment Plan als includes Develpment Standards fr the prvisin f parking and cycle parking. Furthermre, use f the remediated site as a multi-use public park wuld encurage active travel chices t be made, given the imprved ftpath and cycleway prvisin. This includes the village settlements f Jhnstwn and Kill. These factrs wuld have a psitive influence n the lcal cmmunity and its businesses, thrugh the ecnmic benefits f develping the site and infrastructure; scial and health benefits f a new recreatinal space which encurages active lifestyles (e.g. walking and cycling); and the envirnmental benefit f 12

18 remediating the frmer landfill site and develping it int a multi-use public park which wuld ideally be accessed thrugh means f active travel Naas Twn Develpment Plan Chapter 7 f the Naas Twn Develpment Plan Mvement and Transprt - sets ut a strategy t: imprve the safety, capacity and efficiency f an integrated transprtatin infrastructure in Naas in accrdance with natinal, reginal, cunty and lcal plicy. It als invlves recgnitin f the shifts twards public transprtatin, walking and cycling, and f the land use respnses needed t ensure efficiency, ecnmic returns n investment, minimal envirnmental impact and strengthening the quality f life in the twn. The prpsed Prject strngly aligns with the Naas Twn Develpment Plan n the basis that it reduces the envirnmental impact f the frmer landfill site and encurages active travel. Firstly, the remediatin f the site will reduce the envirnmental impact the landfill site currently has n the surrunding envirnment. Remediatin Phase related traffic in the frm f Heavy Gds Vehicles (HGVs) and general traffic wuld have a temprary impact n the lcal rad netwrk and envirnment, hwever the lnger term benefits wuld utweigh this temprary impact. Prpsals fr the remediatin utline design have reduced the vlume f material required fr imprtatin t the site, reducing the impacts n the lcal rad netwrk and cmmunity. Secndly, the site wuld encurage and facilitate active travel with bicycle and pedestrian access implemented; and the active nature f the park which has dedicated ftways, pathways and areas fr exercise. Active travel has a psitive envirnmental impact and can increase the quality f life f users and participants. 4.2 Assessment f the prpsed Prject in relatin t plicy cntext The assessment demnstrates that the site cnfrms t the key land use and transprt planning bjectives. The varius plicies identify the criteria against which planning applicatins shuld be assessed; the site can cmply with these criteria as demnstrated belw: Direct imprvement t cycling and walking infrastructure linking the prpsed site with existing resurces; Reductin in car-related adverse effects f increased trips t/frm the site such as carbn and ther pllutant emissins; Creatin f a cmmunity-serving recreatinal site within clse prximity t a designated Primary Develpment Centre (Naas). The TTA was prepared in accrdance with the Urban Design Manual, A Best Practice Guide (May 2009). In particular, the guidance n walking and cycling jurney times was fllwed during the preparatin f this TTA. The prpsals cmply with the Natinal Develpment Plan , Urban Design Manual A Best Practice Guide (2009), Natinal Climate Change Strategy , Smarter Travel A Sustainable Transprt Future A New Transprt Plicy fr Ireland , Greater Dublin Area Transprt Strategy , and the Suth Dublin Cunty Cuncil Develpment Plan

19 5. Trip Generatin and Assignment 5.1 Remediatin Phase Traffic General Assumptins Fr traffic assciated with the Remediatin Phase accessing t and frm the site, it is prpsed that all HGV traffic will rute via Junctin 8 f the N7. Given that the rigin f remediatin traffic is unknwn at this stage, in rder t ensure that a rbust assessment is undertaken, the assessment cnsiders 100% f HGV related remediatin traffic travelling t / frm the N7 east and N7 west. During the busiest phase f remediatin, the site is expected t generate a an average f 90 arrivals (180 tw way trips) per day. Of the 90 arrivals t the site, 70 are HGVs. On the busiest days f remediatin (during the peak phase), the number f trips may be higher and in rder t accunt fr this and ensure that this assessment undertakes a rbust assessment f remediatin impacts, it has been assumed that n the busiest day f remediatin, 180 vehicles will arrive frm the site (including 140 HGVs) and 180 vehicles will depart frm the site. As such, the fllwing wrst case remediatin phase assessment scenaris have been cnsidered within the assessment: 30% f the maximum 360 remediatin trips (108) will travel t/frm site within the AM (07:00 10:00) and PM (16:00-19:00) peak hurs. This will result in 54 vehicles (42 HGVs / 12 Cars) cars travelling t site within the 07:00-10:00 mrning peak and frm the site in the evening peak f 16:00-19:00; and 100% f remediatin related traffic (180 arrival and 180 departures) arrives and departs during the AM and PM peak perids, respectively. While this reprt assesses the wrst case impacts f the remediatin phase f the prpsed develpment, in rder t cater fr every eventuality and ensure that a rbust assessment has been undertaken, it is extremely unlikely that either f the scenaris utlined abve will ccur in reality given that the appinted remediatin cntractrs will be bund by a Cnstructin Traffic Management Plan (CTMP). The CTMP will include details f the rutes that HGV remediatin traffic must take when travelling t the site, alng with details f delivery windws cnfirming when HGV traffic may arrive n-site, which is mst likely t be utside f the AM and PM peak perids. The CTMP, which will be cmpleted pst-planning and in cnjunctin with KCC, will be binding t the cntractrs. Ntwithstanding this, a wrst case assessment f ptential remediatin impacts has been undertaken. While the remediatin phase traffic includes fr up t 40 additinal nn-hgv mvements which culd rute t the site via Sallins and may ccur during peak perids the Operatinal Phase assessment has shwn that this increase can be accmmdated within the lcal rad netwrk with n detrimental impacts bserved. The remediatin trip distributin fr the prpsed develpment is cntained within Figure 5.1, while the AM and PM trip generatin fr all remediatin scenaris is cntained within Figures 5.2 t 5.5 in Appendix A. TRICS data is prvided as an appendix t Chapter 15 f the EIAR. 5.2 Operatinal Phase Traffic General Assumptins In rder t determine trip generatins assciated with the prpsed Prject peratinal phase, reference has been made t the Trics 2016 database, in which hurly vehicle trip rates were established. Trip rates fr the fllwing leisure land use have been cnsidered: Cuntry Park 14

20 Given that the Cuntry Park land use in Trics can include facilities such as a nine hle glf curse, café and visitr centre, it is assumed that the trip rates prvided are rbust in relatin t the prpsed end-use f the prpsed Prject. Furthermre fr rbustness, the trip rates have assumed that the public park will cmprise a larger area (30 hectres) then is prpsed. Table 5.1 illustrates trip rates and subsequent vehicle trip generatins fr the prpsed develpment peratinal phase. Table 5.1: Prpsed Develpment Operatinal Phase Trip Generatin Mrning Peak (Trip rate per hectare) Evening Peak (Trip rate per hectare) IN OUT IN OUT Trip Rate Trip Generatin Table 5.1 therefre illustrates a rbust trip generatin f: 16 tw-way vehicles during the AM peak; and 35 tw-way vehicles during the PM peak. It is predicted that the tw way flws dented abve can be adequately accmmdated within the existing lcal rad netwrk and at the prpsed new access junctin. The junctin analysis in Sectin 6 prvides further detail. It is further bserved that the abve assessment will be psitively mitigated by the prpsed pening hurs f the facilities, t include the park and multi-use sprts pitches which are subject t ther restrictins such as daylight hurs, health and safety cnsideratins and Industrial Emissins Licence cmpliance (regulated by the EPA) Operatinal Traffic Assignment The peratinal traffic has been assigned based n existing turning mvements, with AM and PM peak trip distributins detailed in Figures 5.6 t 5.7 in Appendix A. While the prpsed Prject will represent a destinatin fr additinal traffic which may ccur during peak perids the rbust Remediatin Phase assessment scenaris have shwn that significant increases in traffic mvements can be accmmdated within the lcal rad netwrk with n detrimental impacts bserved. The prpsed Sallins Bypass is anticipated t pen by 2020, which will re-distribute traffic n the lcal rad netwrk arund Sallins, with traffic ruting t the N7 mst likely t rute via the Bypass than via Kerdiffstwn Rad. As such, in rder t ensure that a rbust assessment is undertaken, traffic assciated with the prjected base scenaris has nt been re-ruted via the bypass and cntinues t rute via Kerdiffstwn Rad, which ensures that a wrst case assessment f the impacts n Kerdiffstwn Rad have been undertaken. The prpsed peratinal phase trip generatin is cntained within Figures 5.8 t 5.9 in Appendix A. 15

21 6. Traffic Impact Assessment 6.1 General Apprach This sectin describes the methdlgy emplyed t assess the impact f the traffic generated by the prpsed Prject during the Remediatin Phase and Operatinal Phase n the lcal rad netwrk. The results f the analysis are als discussed. A micrsimulatin mdel was develped by Jacbs in February 2017 using VISSIM, with the apprach, methdlgy and extents f the assessment agreed with the KCC Rads Department fllwing the submissin f a scping reprt. The mdel was develped t assess the impacts f the prpsed develpment remediatin and peratinal phases in supprt f the develpment prpsals. The mdel extends frm Junctin 8 f the N7, t the sutheast f the site, t the R407 / Church Avenue junctin in Sallins, t the nrth-west f the site. The extents f the mdel netwrk are shwn in the Traffic Flw Diagrams in Appendix A. The baseline mdels, which represent tw 3 hur perids; 7am t 10am (AM Peak) and 4pm t 7pm (PM Peak), were develped using 2017 traffic survey data and is calibrated and validated in accrdance with TII PAG guidance. As such, the mdel is deemed apprpriate fr use in assessing the impacts that may result frm the prpsed Prject during the Remediatin Phase and Operatinal Phase. Further detailed calibratin and validatin results are presented in Appendix B. 6.2 Base Traffic Flws Classified junctin traffic cunt and queue length surveys were undertaken by Natinwide Data Cllectin n 26th January 2017 between 0700 and 1900 at the fllwing junctins: 1. R407 / Church Avenue, Sallins; 2. R407 / Church Avenue (E), Sallins; 3. Church Avenue (W) / Church Avenue (S), Sallins; 4. L2005 Kerdiffstwn Rad Rundabut; 5. N7 Junctin 8 Nrth Rundabut; and 6. N7 Junctin 8 Suth Rundabut. Autmatic Traffic Cunters (ATCs) were installed at the fllwing lcatins n the lcal rad netwrk: 7. Church Avenue Railway Bridge, Sallins (January 2017); 8. L2005 Kerdiffstwn Rad, Nrth f Existing Landfill Access (September 2016); and 9. L2005 Kerdiffstwn Rad, Suth f Existing Landfill Access (September 2016). Lcatin f surveys and ATCs are shwn n Figures 6.A and 6.B belw. 16