Article All citizens shall, as human persons, be held equal before the law.

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2 BUNREACHT NA héireann CONSTITUTION OF IRELAND Article All citizens shall, as human persons, be held equal before the law. This shall not be held to mean that the State shall not in its enactments have due regard to differences of capacity, physical and moral, and of social function.

3 Background definitions 1993 Roads Act, Section 2. "road" includes ( a ) any street, lane, footpath, square, court, alley or passage, ( b ) any bridge, viaduct, underpass, subway, tunnel, overpass, overbridge, flyover, carriageway (whether single or multiple), pavement or footway, ( c ) any weighbridge or other facility for the weighing or inspection of vehicles, toll plaza or other facility for the collection of tolls, service area, emergency telephone, first aid post, culvert, arch, gulley, railing, fence, wall, barrier, guardrail, margin, kerb, lay-by, hard shoulder, island, pedestrian refuge, median, central reserve, channelliser, roundabout, gantry, pole, ramp, bollard, pipe, wire, cable, sign, signal or lighting forming part of the road, and ( d ) any other structure or thing forming part of the road and (i) necessary for the safety, convenience or amenity of road users or for the construction, maintenance, operation or management of the road or for the protection of the environment, or (ii) prescribed by the Minister; "road authority", except in Part V, means the council of a county, the corporation of a county or other borough, or the council of an urban district; "roadway" means that portion of a road which is provided primarily for the use of vehicles; Footpath, a road over which there is a pedestrian only right of way. Footway, that portion of a road associated with a road, primarily for pedestrian use.

4 Assumption of priority 1994 Road Traffic Act - Regulation of traffic. Section 35 provides for regulation and control of traffic and pedestrians in public places. For example: S 35(2)(a) provides for regulations to specify the rules for use of roads by traffic and pedestrians. S35(2)(c) assign different parts of the road to different traffic incl cyclists and pedestrains. S35(2)(e) specifies rights of priority of passage for traffic. The law tends to segregate traffic and assign priority spatially resulting in linearity along a road.

5 Other functions of a road As roads are public spaces, they carry water, gas, electricity, foul and surface sewers, telecom and fibre networks. These services in Dublin are underground, and various telecoms and service legislation provide for access to service, repair, improve or replace. Implications: Maintenance (short term settlement), Traffic (access can require road closure), Cost of repair, service relocation, Visual amenity wounds. Co-ordination of finance across organisations means that when works are being undertaken, upgrade costs are rarely available.

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9 Right-of-Way versus Private Property Access must be provided to private property. Legal precedent exists to provide for car access across footpaths to private landings to park. The private space can be used by the owner even though there is a public right of way on it. Private landings often have cellars under them. The structural responsibility for the cellar is the owner s, unless it is damaged in construction of the surface space. Section 35 of the Public Health Acts Amendment Act 1890, deals with cellars. Rights of adjoining owners covered by Dublin Corporation Act 1890.

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13 Dangers to public spaces. Areas without overlooking or sufficient passing traffic, can develop antisocial occupants. The vistas should be long, and should not have hidden areas. There should be uses in the space that will generate foot traffic throughout the entire day. The space should be well lit, and part of a pedestrian network.

14 Space at South King Street. Limestone seating blocks had to be removed due to late night anti social gathering. Space now works well but the seating is a loss Drainage of space presented problems due to shop floors at same level as street. No vehicular traffic.

15 Suffolk Street Space has defined carriageway, low speeds, user definition Pedestrians can use the roadway as their space Use of the space varies with the time of day, tourist buses, loading, car park exit, pedestrian link, contraflow cycle lane, information panel for tourist office.

16 Pedestrians (people per minute per metre width) Stadium egress,109 people per minute (ppm). At 1 per 2 secs and 1.2m width: 1500pph or 25ppm. prexmas Grafton/Henry St levels. At 900 pph or 15 ppm, crowding beginning to control speed and direction. At pph or 8ppm the street is still busy, all speeds possible, good level of service. At 250 pph or 4 ppm street is almost empty. Lower figures adapted from Great Streets by Allan B. Jacobs, MIT Press and confirmed by observation.

17 Talbot Street Pedestrian numbers on street approx. 3,000/hr or 50 per minute. Path width 7.0metres so 7 ppm Street layout offers clear carriageway definition for people with mobility impairment, has entry treatment for speed control, and servicing areas

18 Accident analysis (Dublin City Council ) Vulnerable road users(m/cyclists, cyclists, pedestrians) account for 83% of all fatalities and 53% all injuries. About 70% of pedestrian killed were over 50. Over half of these were over % killed were in collision with HGV or Bus. Over 75% of cyclists killed were in collision with HGV or Bus, many involved vehicle making left turn. Pedestrian fatality rate did not differ between the city centre and outside the canals Driver error was a contributory factor in 88% of collisions.

19 Street Environment The uses along the street generate activity. Design from viewpoint of trader, pedestrian, cyclist, motorist, resident, worker, visitor, children and retired people. Design is multi-disciplined. Should compliment uses. Planning should inform the level of movement on the street Retail, commercial, residential, part of larger route. Architecture should marry the function and form, locate sunny parks, provide vistas and a sense of scale and place, provide overlooking. Landscape architecture softens and gives a texture to the street, should compliment desire lines, contours etc. Engineering should provide the function, allocate space, services, maintenance, manage the movement of people and goods. Security, recognition level lighting, overlooking from windows or balconies, 18 hour shops, restaurants. Manage different times of day.

20 Necessary movement Loading/ servicing. Can it take place behind or from side street. It can double as parking after 7.00pm. Share loading bays, establish demand levels with beat surveys. Parking. Nearest spaces (owners) time control. Groups of spaces and a circuit. Both these activities can be used (carefully) to manage through traffic speeds. The most important movement is pedestrian. The economy of all towns depend on doing business with a pedestrian. The residential amenity, and your memory of a town is largely determined by the pedestrian environment of the streets.

21 Dublin City Centre Context

22 Mode Share (people) Extract from City Centre Transportation Plan

23 Movement indicators

24 Current Zoned Potential All figures based on EXISTING zoning in the current Dublin City Development Plan Residents to increase from 116,000 to about 170,000 Students to increase from 45,000 to 70,000 Employment to increase from 235,000 to 350,000 Retail floor space to increase from 640,000 sq. metres to 760,000 sq. metres (18% increase).

25 Implications for access Commuting access for education and employment currently generates 200,000 trips from a potential 275,000 to the city centre each morning. 73% of total enter the city each morning. New total rises from 275,000 to 420,000. New peak commuting hour rises from 200,000 to 306,000. An overall 50% increase in commuter numbers can not be accommodated by private car.

26 Travel Patterns outside the city Shows % of workers who drive over 20 miles to work. Transport for Dublin needs to provide alternative for these areas

27 Transport 21 Interconnector/ Dart underground Kildare 4 track Metro Luas Bx / D Double length of QBC network for 60% passenger increase Interchange

28 Cycling Royal and Grand Canal routes. S 2 S Linkage. Non arterial cycle priority, 20 km/hr. Potential cyclists (less than 5km) over 35%. Safety prime deterrent.

29 Central No Through Traffic (Access only) Zone Traffic restricted primarily to car park access inside Inner Distributor. St Stephen s Green, Merrion Square, Trinity College, Parnell Square, Mountjoy Square, and Fitzwilliam Square are all on or inside this zone.

30 Georgian Squares: Civic Trust, Defining Dublin s Historic Core Very close relation between 30 Km/h zone, Central no through traffic zone, and, the city centre as defined by the Georgian Squares.

31 Pedestrian movement and spaces

32 The Liffey as a civic and pedestrian Spine (1)

33 The Liffey as a civic and pedestrian Spine (2) Potential to extend boardwalk from Capel St to Croppy s acre Potential to develop riverside space in Heuston Quarter Incorporate Liffey into mental map of Dublin s open space and pedestrian network

34 Conclusions Shared space is difficult to achieve. Utility access for repair (upgrade) should be designed in as part of the cost. Legislation is aligned with separation of modes. MID facilities don t lie easily with the concept. The Public Realm needs a supply of people to be successful.