Proposed Amendment to Grangegorman Planning Scheme Prussia Street Addendum Traffic and Transport Assessment

Proposed Amendment to Grangegorman Planning Scheme 2012 Prussia Street Addendum Traffic and Transport Assessment 16 th June 2017

Proposed Change to Grangegorman Planning Scheme Quality information Prepared by Checked by Approved by Shaun Grima Cormac O Brien Cormac O Brien Senior Consultant Director Director Revision History Revision Revision date Details Authorized Name Position 0 24 th November 2016 Draft for Comment CO B Cormac O Brien Director 1 16 th January 2017 Revision 2 9 th June 2017 Revision

Proposed Change to Grangegorman Planning Scheme Table of Contents 1. Introduction... 5 1.1 Background... 5 1.2 Development Location... 5 1.3 Study Objectives... 6 1.4 Development Proposals... 6 1.5 Structure of Report... 6 2. Receiving Environment... 7 2.1 General Overview... 7 2.2 Existing Road Network... 7 2.2.1 North Circular Road... 7 2.2.2 Grangegorman Lower... 7 2.2.3 Grangegorman Upper... 8 2.2.4 Rathdown Road... 8 2.2.5 Prussia Street... 8 2.2.5 Broadstone Gate Entrance... 8 2.3 Existing Public Transport Provision... 9 2.3.1 Bus... 9 2.3.2 Rail... 9 2.3.3 Luas... 10 2.4 Pedestrian Provision... 10 2.5 Cycling... 10 2.5.1 Grangegorman Cycle Facilities...... 10 2.5.2 Cycling Routes... 11 2.6 Accessibility Overview... 12 3. Future Transport Provision... 13 3.1 Introduction... 13 3.2 Future Luas Provision... 13 3.3 Future Bus Rapid Transit Provision... 13 3.4 Bus Connects... 14 3.5 Future Cycle Provision... 16 3.5.1 Dublin Bikes... 17 3.6 Accessibility Overview with Planned Transport Upgrades in Place... 18 4. Analysis of Proposed Development... 19 4.1 Introduction... 19 4.2 Site Access... 19 4.3 Analysis of Impact of Non provision of Prussia Street Access... 22 4.3.1 Vehicular Access Not Required... 22 4.3.2 Car Parking Not Accessed via Prussia Street... 22 4.3.3 No-Through Traffic on Grangegorman Site... 23 4.3.4 Servicing Arrangement... 23 4.3.5 Negative Impact on Blanchardstown to UCD BRT... 24 4.3.6 Negative Impact on Cycling Infrastructure... 24 4.3.7 Sustainable Travel Objectives... 24 4.3.8 Luas Extension... 25 4.3.9 Broadstone Gate Enhanced Pedestrian and Cycle Facilities... 25 4.3.10 Student Accommodation... 25 5. Grangegorman Development... 27 5.1 Grangegorman Development... 27

Proposed Change to Grangegorman Planning Scheme 6. Summary and Conclusion... 28

1. Introduction 1.1 Background The area of Grangegorman was designated a SDZ by Government Order on the 21 st December 2010. The order was made in accordance with Part IX of the Planning and Development Acts 2000 2011. According to SI 678 of 2010 the site was designated a SDZ: For the provision of schools and other educational facilities, community facilities, including hospitals and other healthcare facilities and services, facilities for the elderly and people with disabilities, childcare services, residential and commercial activities and sports and recreational facilities. The site at Grangegorman is to provide a consolidated campus for DIT as well as new and replacement facilities for the Health Service Executive (HSE). These elements will be supplemented by facilities for the surrounding community such as a primary school, playgrounds, pitches, community garden, sports centre and commercial uses. The Grangegorman was adopted by the elected representatives of Dublin City Council on 25th July 2011 and approved by An Bord Pleanála on 9th July 2012. 1.2 Development Location Grangegorman is an area of approximately 28.69 hectares located north of the River Liffey and south of the Royal Canal, approximately 1 kilometre north of Dublin s City Centre. The site is split by both Grangegorman Lower and Upper. The Grangegorman site is bounded by North Circular Road to the north, Prussia Street and Stoneybatter to the west, and Brunswick Street to the south. Figure 1 illustrates the site location. Grangegorman Upper Grangegorman Site Prussia Street Figure 1 Site Location 5/30

1.3 Study Objectives This report examines the provison and planning of transport infrastructure since the adoption of the Grangegorman and how these changes will impact upon Grangegorman. In this context a key objective of this report is to examine the need for and the potential traffic impact of the provision of a vehicular access to the Grangegorman site off Prussia Street and specifically to remove the requirement to provide a vehicular access from Prussia Street, including the Prussia Street Gateway, to the Grangegorman site. This Addendum Report will demonstrate that the removal of vehicular access from Prussia Street will not materially impact upon the operation of the Grangegorman or the surrounding road network and will promote the use of sustainable transport modes. 1.4 Development Proposals This report has been prepared by to support a proposed amendment to the existing planning scheme, to provide a pedestrian and cyclist only access from Prussia Street to the Grangegorman SDZ and omitting vehicular access. 1.5 Structure of Report Following this introductory section, this report comprises of the following chapters: - Chapter 2 will re-examine the current Receiving Environment since the planning scheme was adopted, setting out the existing traffic and transportation conditions of relevance to the report. This will present the significant progress in the improvements of accessibility and permeability of the Grangegorman SDZ including the available public transport, walking and cycling infrastructure; - Chapter 3 outlines the very significant upgrades to transport infrastructure in the vicinity of Grangegorman which is currently under construction or in planning to be delivered in the coming years. This proivdes an overview of the transport infrastructure which will be in place as the Grangegorman lands are built out. - Chapter 4 summarises the proposals associated with this Report, which can be considered as an Addendum to the Grangegorman Area Transport Assessment, April 2011, which accompanied the draft 2011, in relation to the removal of the requirement for providing a vehicular access off Prussia Street to the Grangegorman Campus; - Chapter 5 summarises the impact analysis previously undertaken for the Grangegorman SDZ; and - Chapter 6 concludes the Addendum Report, presenting a summary and conclusion. 6/30

Proposed Amendment to Grangegorman 2. Receiving Environment 2.1 General Overview This section presents the existing conditions surrounding the site including the local road network, the characteristics of the site and any committed future road infrastructure schemes. undertook a site audit on Thursday 29th September 2016 to identify the existing transportation facilities in the vicinity of the site. 2.2 Existing Road Network The site of the proposed development is currently undergoing redevelopment and generates traffic and activity. The site is split by the road Grangegorman Lower and Upper. The Grangegorman site is bounded by North Circular Road to the north, Prussia Street and Stoneybatter to the west, and Brunswick Street to the south. This section presents a review of the surrounding road network. 2.2.1 North Circular Road North Circular Road is a single carriageway road approximately 7.5m wide with approximately 2.0m wide footpaths on both sides. The road runs in a general southwest to northeast direction and forms part of the R101. The North Circular Road will form a key access route to the Grangegorman SDZ. Photograph 1 illustrates the location of the vehicular accesses into the site off North Circular Road. Photo.1 N Circular Rd Entrance The North Circular Road is currently assigned a 50km/h speed limit. An on road cycle lane is provided on the southern side of the carriageway, whilst on street parking is available on the northern side of the carriageway. The North Circular Road forms a signalised junction with the N3 Cabra Road in the north east and another signalised junction at Old Cabra Road / Prussia Street in the southwest. 2.2.2 Grangegorman Lower Grangegorman Lower is a local road which runs between Brunswick Street to the south before diverging into Grangegorman Upper and Rathdown Road which both form junctions with North Circular Road to the north. Traffic travels in both directions along the road which is approximately 11m wide. Vehicular access into the Grangegorman site is available from Grangegorman Lower. The speed limit on this road has been reduced to st 30km/h on the 1 of June, 2017 as part of a citywide extension of the 30km/h zone in order to improve road safety, particularly for vulnerable road users. 7/30

2.2.3 Grangegorman Upper Grangegorman Upper connects onto Grangegorman Lower at its southern end, whilst to the north connects onto the North Circular Road. A number of existing residential properties are situated along Grangegorman Upper. The carriageway is a single lane carriageway running in both directions north and southbound direction. On street car parking is available on the north eastern side of the carriageway. The speed limit on this road has been reduced to 30km/h on the 1 st of June, 2017 as part of a citywide extension of the 30km/h zone in order to improve road safety, particularly for vulnerable road users. 2.2.4 Rathdown Road Rathdown Road is a local road which runs north south from the North Circular Road to Grangegorman Lower. Traffic travels in both directions along the road which is approximately 9.5m wide. The road is residential with footpaths on both sides and on-street car parking provided on both sites. The speed limit on this road has been reduced to 30km/h on the 1 st of June, 2017 as part of a citywide extension of the 30km/h zone in order to improve road safety, particularly for vulnerable road users. 2.2.5 Prussia Street Prussia Street runs from North Circular Road and becomes Manor Street, Stoneybatter and then Blackhall Place before joining Ellis Quay to the south. It forms the inner section of a longstanding radial route from the city to the northwest connecting now with the M3. The junction between Prussia Street and North Circular Road is known locally as Hanlon s Corner and the distance between this and Ellis Quay is approximately 1.25km. The total carriageway width of Prussia Street varies and is circa 7.9m near to the Grangegorman Campus. The existing condition of Prussia Street is shown in Photograph 2 and 3. An advisory cycle lane is situated on the western side of the carriageway. Photo 2 Prussia Street (Facing South) Photo 3 Prussia Street (Facing North) 2.2.6 Broadstone Gate Entrance A primary entrance to the Grangegorman Campus will be Broadstone Gate, which has been designed as a new gateway to the Grangegorman site off Constitution Hill. Given the proximity of the Broadstone Gate entrance to the city centre and the array of sustainable travel modes including bus, Luas, walking and cycling, emphasis will be placed on creating sustainable development to minimise the need for cars. Luas Cross City will service Broadstone Gate upon its completion in 2017. The Cross City line will connect Broadstone with Broombridge heavy rail station on the Maynooth Line, Dublin City Centre and the existing Luas Green and Red line network. A key emphasis at Broadstone Gate will be to encourage walking and cycling into the Grangegorman site. This will be achieved by creating a well-designed, safe and attractive environment for pedestrians and cyclists, with a view of discouraging car travel. Vehicular access will also be available to a carpark on the Grangegorman site. 8/30

2.3 Existing Public Transport Provision 2.3.1 Bus Dublin Bus operates a significant number of services in the vicinity of the site with the nearest stops located on the North Circular Road and Prussia Street. A number of Dublin Bus services board and alight immediately adjacent to pedestrian entrances to the Grangegorman site. These services provide a good level of bus service linking the site to the surrounding area with various radial bus routes, and rail/light rail stops in Dublin City. Figure 2 tabulates the range of bus services connecting the site to areas across Co. Dublin. The GDA is working closely with the NTA and Dublin Bus to ensure that as the Grangegorman SDZ develops, adequate bus service provision and capacity is made available to cater for the anticipated additional demand. Figure 2 Dublin Bus routes serving Grangegorman 2.3.2 Rail The closest stations to the site are Heuston Station, Broombridge and Drumcondra, which provide access to Commuter services. Heuston provides access to the national inter-city rail network to the west and south. Heuston and Drumcondra stations are approximately 1.4km from Grangegorman. Drumcondra Site Connolly Heuston Figure 3 Irish Rail Services (Source: Irish Rail) 9/30

2.3.3 Luas The Luas Red Line currently stops at Smithfield, which is situated approximately 1km from the Grangegorman SDZ or a ten minute walk to the centre of the campus. The Luas Red Line provides frequent services from Smithfield to a number of destinations across Co Dublin including Busáras, James s, Tallaght, Red Cow, Saggart and Connolly Station where connections are available to commuter and intercity trains. 2.4 Pedestrian Provision The site benefits from excellent levels of existing pedestrian facilities. At present, 11 existing pedestrian entrances are available to the Grangegorman Campus off the local public road network. Pedestrian accesses are available off Prussia Street (Fingal Place and Park Shopping Centre), North Circular Road and Grangegorman Lower. A further pedestrian and cycle access from Grangegorman Upper will open shortly on the opening of the Primary Care Centre. The GDA has introduced high quality and well-lit pedestrian entrances and public realm to further promote pedestrian accessibility and permeability to the site as demonstrated in the photographs below. The number of existing and proposed pedestrian entrances to the Grangegorman Campus ensures that the site enjoys considerable permeability and connectivity to the local community making pedestrian and cyclist modal choice more attractive to persons accessing the site. Photo 4 Fingal Place Entrance Photo 5 Internal Pedestrian Plaza 2.5 Cycling Cycle parking is provided across the Grangegorman Campus as demonstrated in Photograph 8. Lockers, showers and changing facilities are also provided across the campus to further encourage cycling. Additional facilities are planned. A number of Dublin Bike stations are located within the vicinity of the campus including Blessington Street, King Street and Parnell Street. The Dublin Bikes expansion scheme will be extended to the Grangegorman Area by the end of 2017. Photograph 6 Cycle Parking at Grangegorman Photograph 7 Dublin Bikes Station 10/30

2.5.1 Cycling Routes Cycle facilities in the local area include cycle lanes along Prussia Street, North Circular Road and North King Street. The National Transport Authority (NTA) Cycle Demand Map is shown in Figure 4, demonstrating a high volume of cyclists travel along Prussia Street, North Circular Road and Grangegorman Lower. Figure 4 NTA Bicycle Count Data The reduction in speed limits on a large area of the city centre introduced on the 1st of June 2017 will significantly enhance the safety and attractiveness of cycling in the city centre. Figure 5 shows the area within which the 30Kph previously pertained and the new extended area. 11/30

Grangegorman SDZ Extent of 30km h zone prior to June 1st 2017 30km h zone as extended June 1st 2017 Figure 5 30Kmh Zone (Source: Dublin City Council) 2.6 Accessibility Overview The Grangegorman Site is located within the centre of Dublin City. As such there is an established fine grain urban morphology which promotes pedestrian and cycle access to the site. The existing provision of 11 no. entrances with the 9 no. additional entrances to be delivered as part of existing or future planning applications will ensure the site is easily accessed from all directions, minimising journey length and promoting cycle and pedestrian access. Grangegorman is also highly accessible via a wide range of Dublin Bus public transport services. The location of Grangegorman off one of the primary radial routes out of the city ensures there is a high level of bus services running immediately adjacent to entrances to the site. The urban road network in the area provides access to Grangegorman. These roads are urban in character and have limited capacity. 12/30

3. Future Transport Provision 3.1 Introduction The upgrade of sustainable transport infrastructure and the provision of new public transport services within Dublin and in the vicinity of Grangegorman is ongoing. The timeframe for and indeed the very provision of some elements of this infrastructure and services was not known when the Grangegorman SDZ was being prepared. It is therefore necessary to review the planned provision of transport infrastructure and services in any consideration of the location of future vehicular accesses. The long terms plans for transport provision in the Greater Dublin Area and in the vicinity of the site are set out in the Transport Strategy for the Greater Dublin Area 2016 2035 and many of the proposals will have significant positive impacts on Grangegorman. Those projects which are currently being progressed are considered herein. 3.2 Future Luas Provision The Luas Cross City is due for completion by the end of 2017 and will connect the existing Green and Red Luas lines and extend northward to Broombridge via Grangegorman. This new route will include the provision of Luas Stops at Broadstone Gate and Grangegorman will open by the end of 2017. Figure 6 below demonstrates the location of the proposed Luas extension and the new stops within the immediate vicinity of the site. Site Figure 6 Luas Cross City Route (Source: NTA) Upon completion the Luas work will greatly enhance the accessibility of the Grangegorman Campus via public transport. The campus will be linked directly to significant areas of the city via the Luas and wider areas will be accessible through interchanging with rail services at Connolly, Heuston and Broombridge stations. This will enable easy access from Dart services and commuter rail services on the Maynooth & Dunboyne line and the Portlaoise line. 3.3 Future Bus Rapid Transit Provision Bus Rapid Transit (BRT) is identified within the National Transport Authority, Greater Dublin Area Transport Strategy 2016-2035. The Strategy identifies that a number of the Core Radial Bus Corridors are proposed to be developed as BRT routes, where the passenger numbers forecast on the routes are approaching the limits of conventional bus route capacity. The Strategy notes in Section 5.5.4, BRT is a high quality bus based transit system that delivers a service with higher speeds and quality of service than traditional bus services. This is achieved by improved road infrastructure, the provision of appropriate vehicles, rapid and frequent operations, fast boarding / alighting and a strong focus on marketing plus customer service. 13/30

As part of the strategy it is intended to develop a number of BRT schemes along the routes forming part of the Core Bus Network. Two cross-city BRT schemes are proposed: - Blanchardstown to UCD; and - Clongriffin to Tallaght. Figure 7 illustrates the Blanchardstown to UCD BRT route in vicinity of the Grangegorman Site published by the NTA in 2014. Figure 3 illustrates that the BRT running along Prussia Street, with a dedicated bus stop proposed on Prussia Street. The benefits of the BRT will significantly enhance accessibility to the site via bus, thus enhancing interconnectivity between the subject site and surrounding area. Planning and more detailed design of the BRT is progressing and is expected be rolled out as part of the Bus Connects initiative now described. Prussia Street BRT Stop Grangegorman Site Figure 7 Blanchardstown to UCD BRT Route (Source: NTA) 3.4 Bus Connects Bus Connects is a suite of initiatives to radically transform public transport in the Dublin Region launched on the 29 th of May 2017. Bus Connects proposals include: Next generation bus corridors Bus Rapid Transit Redesigning the network of bus routes State-of-the-art ticketing system Cashless fare payment system Simpler fare structure Refreshing the bus livery Rolling out new bus stops with better signage and information 14/30

Cleaner technology The Bus Connects initiative is at an early stage and the full details of changes that will be made are not yet available. The central strategy of Bus Connects is to develop continuous bus lanes as far as is practicable along the busiest bus corridors which comprise 3 no. BRT routes, 11 radial bus routes and 3 no. orbital bus routes. The schematic BRT and orbital routes are shown in Figures 8 and 9 respectively. It can be seen that the Blanchardstown to UCD BRT and the Ranelagh to Drumcondra orbital route will serve Grangegorman. Grangegorman Figure 8 Proposed Radial Bus and BRT Corridors (Source: Bus Connects, NTA) 15/30

Grangegorman Figure 9 Proposed Orbital Bus Corridors (Source: Bus Connects, NTA) 3.5 Future Cycle Provision The NTA published a Cycle Network Plan for the Greater Dublin Area (December 2013) which proposes an upgrade to Prussia Street cycle facilities (Route 4D) and the North Circular Road (Route N01). There is also a proposed cycle route which bisects the Grangegorman site (N4). Furthermore, it is noted that the delivery of Broadstone Gate Part VIII will result in the eastern section of cycle route N4 being delivered. Figure 10 illustrates the National Transport Authority Cycle Network Plan in the vicinity of the Grangegorman Site, demonstrating a number of primary and secondary cycle routes in the immediate vicinity of the Grangegorman site. 16/30

Figure 6 NTA City Centre Cycle Demand Map (NTA, 2011) Site Figure 10 NTA Cycle Network Plan (Source: National Transport Authority GDA Cycle Network Plan) These plans accord with the Bus Connects initiative which recognises the importance of cycling infrastructure and states: On each of the Core Bus Network corridors, we will provide high quality cycling facilities, segregated from the bus lanes and general traffic lanes as far as is practicable. 3.5.1 Dublin Bikes The Dublin Bikes scheme has been one of the most successful implementations of these initiatives worldwide and in 2016 users of Dublin Bikes took 4.3m journeys. There are currently 101 no. bike stations and approximately 1,500 no. bicycles. It is planned that 100 no. additional bikes are to be provided in 2017. It is also planned that 15 no. new bike stations will be provided in 2017. Of these 9 of the bike stations will be located around Grangegorman. The location of the new bike stations are shown in Figure 11. It is envisaged that the coverage of the Dublin Bike Scheme in the Grangegorman area will be further expanded. 17/30

Existing Bike Stations Planned Bike Stations (2017) Figure 11 Existing and Planned (2017) Dublin Bike Scheme Stations (Source: Irishcycle.com) 3.6 Accessibility Overview with Planned Transport Upgrades in Place This chapter has outlined the very significant transport infrastructural upgrades planned in the immediate vicinity of the Grangegorman Site. These include: Luas Cross City; Blanchardstown to UCD BRT; Ranelagh to Drumcondra Orbital Bus Corridor; Provision of 9 new Dublin Bike Scheme Stations within the vicinity of Grangegorman; and Dedicated cycle routes including Prussia Street cycle facilities (Route 4D) and the North Circular Road (Route N01). The cumulative impact of these upgrades will be to transform accessibility to Grangegorman via public transport and sustainable transport modes. The provision of an increasing number of interconnected high capacity public transport routes comprising Luas, BRT and Bus Corridors has an exponential impact through creating a network which facilitates reduced journey times to Grangegorman from a large portion of the Greater Dublin Area. The traffic analysis presented within the TTA (2011, Chapter 4) presented a predicted modal split for persons arriving and departing the Grangegorman site. No allowance was included within the proposed modal split for the Luas extension as at the time of preparing the TTA, the Luas Cross City was not committed infrastructure. Nor was the BRT or the Orbital Bus Corridor included in this analysis. The planned capacity and level of service of public transport directly serving Grangegorman is significantly greater than that which was included in the 2011 analysis. 18/30

4. Analysis of Proposed Development 4.1 Introduction This report has been prepared by to examine the results of a proposed amendment to the permitted Grangegorman, to remove the requirement to provide a vehicular access from Prussia Street to the Grangegorman SDZ. This section presents an overview of these impacts and concludes that in the context of the ongoing and planned upgrades in public transport and sustainable transport provisions there is no necessity in traffic and transport terms for the provision of the accesses to the Grangegorman Site off Prussia Street and that the provision of the accesses would have a number of negative transport impacts. 4.2 Site Access A number of existing accesses are available into the Grangegorman Site off the local road network. In total, 11 no. existing accesses are available, the majority of which provide access for pedestrians and cyclists only. Upon completion of the Grangegorman Site, vehicular access will be available from North Circular Road, Morning Star Avenue and Grangegorman Upper/ Lower and Constitution Hill. A further 9 entrances are to be delivered as part of existing or future planning applications which will result in 86% of the entrances being delivered. It is also noted a further opening is anticipated to be delivered at Grangegorman Lower (which is in addition to the ). The majority of these entrances will provide pedestrian and cyclist access only, further supporting the sustainable objectives of the campus. The remaining 2 no. entrances relate to access points requiring 3rd Party agreement/access at Prussia Street and to the west of Broadstone. The latter is likely to be delivered should the Broadstone lands be developed at some point in the future. The location of these accesses is shown in Figure 12. 22 Figure 12 Pedestrian and Vehicular Access Locations 19/30

Table 1 details the pedestrian, cycling and vehicular entrances to the Grangegorman site that are either built, under construction or subject to planning approval. Table 1. Pedestrian and Vehicular Entrance Locations Entrance no. Status/ Date 1. North Circular Road Existing Open 2013 Function Principal Vehicular Access Route/Principal Service Route/Main Pedestrian and Cycle Route Note Currently used for principal access to Phoenix Care Centre, pedestrian and cycling access across campus and vehicular access to North House and North House Annex. Access to temporary NCR carpark from 2017 (Reg Ref GSDZ4208/16) 2. North Circular Road Existing Open 2012 3. North Circular Road Completed to open in conjunction with opening of Residential Care Centre 2020-2021 4. Grangegorman Upper Completed opening to coincide with opening of Primary Care Centre in 2017 5. Grangegorman Upper Completed - will open to coincide with opening of Primary School in 2019 6. Broadstone LUAS Stop Principal Vehicular Access Route/Principal Service Route/Main Pedestrian and Cycle Route Other Pedestrian and Cycle Route Other Pedestrian and Cycle Route/Secondary Service Route Main Pedestrian and Cycle Route/ Principal Vehicular Access Route/Principal Service Route/ Temporary use as principal construction access Access to future NCR Car Park Existing Car Entrance to access St Elizabeth s Court to be extinguished on relocation of residents to new Residential Care Centre 2020-2021 Opening 2017 Public Realm works to Ivy Avenue and Grangegorman Upper/ Rathdown Road Junction also proposed. Q1 2018 Outside SDZ Being delivered by TII in conjunction with Luas Cross City 7. Grangegorman Upper Existing Public Road 8. Grangegorman Lower (west) 9. Grangegorman Lower (west) Existing September 2014 Existing September 2014 Principal Vehicular Access Route/Principal Service Route/Main Pedestrian and Cycle Route/ Main Pedestrian and Cycle Access Other Pedestrian Route Main Pedestrian and Cycle Route Gateway Pedestrian Entrance North of Orchard House Santry Gates, Pedestrian Entrance South of Orchard House 10. Grangegorman Existing Principal Vehicular Access Route / St Brendan s Way Main 20/30

Lower (west) September 2014 Principal Service Route /Main Pedestrian and Cycle Route 10b Grangegorman Lower (west) 11. Grangegorman Lower (west) 12. Grangegorman Lower (east) 13. Grangegorman Lower (east) 14. Connection from Broadstone Lands TBC Completed September 2014 15. Broadstone Gate Works currently in Progress Secondary Vehicular Access Route / Service Route / Pedestrian and Cycle Main Pedestrian and Cycle Route September 2019 Principal Vehicular Access Route / Principal Service Route /Main Pedestrian and Cycle Route September 2019 Principal Vehicular Access Route / Principal Service Route /Main Pedestrian and Cycle Route Pedestrian/Cycle access across Campus, Service Access to An Croí, and the Greenway Hub Proposed opening in wall south of An Croí, included in SI+PR Planning Permission. (Reg. Ref. 3373/12) Access to Grangegorman Lower residences open 2014 General opening 2019 on construction of Central and East Quads Serpentine Walk to open on construction of East Quad (Reg. Refs GSDZ2837/15 and GSDZ2835/15) St Brendan s Way Main Pedestrian/Cycle access across Campus, Service Access to East Site. To open on construction of East Quad No Date Outside SDZ Possible future opportunity for access through 3rd party lands, currently occupied by Bus Éireann Open from Q1 2018. Principal Vehicular Access Route / Principal Service Route /Main Pedestrian and Cycle Route External Works being undertaken in conjunction with Luas Cross City. 16. Morning Star Avenue Existing opening to be refurbished, 17. The Richmond/ Brunswick Street 18. Grangegorman Lower (opp. Stanhope Street) No date confirmed Permission granted for route 2018 (Reg. Ref 2858/16) Open/Existing Main Pedestrian and Cycle Route Other Pedestrian Route Principal Vehicular Access Route/Principal Service Route/Main Pedestrian and Cycle Route/ Main Pedestrian and Cycle Access Existing opening to be opened in conjunction with adjacent Student Accommodation Link through 3 rd Party lands to be delivered 2018. Additional internal links on Grangegorman site to be delivered in conjunction with adjacent Student Accommodation. Temporary access to Educate Together Primary School - in use. 19. Grangegorman Lower Open/Existing Public Road Principal Vehicular Access Route/Principal Service Route/Main Pedestrian and Cycle Route/ Main Pedestrian and Cycle Access Footpath widening and upgrade as part of delivery of student accommodation (Reg. Ref 2858/16) 20. Fingal Place Opened 2015 Pedestrian and Cycle Route access Delivered in accordance with Fingal Place Public Realm 21/30

21. Prussia Street On delivery of the 22. Park Shopping Centre Pedestrian access delivered 2016 Main Pedestrian and Cycle Route Pedestrian and Cycle Route Potential Vehicular Access Improvement Scheme Identified as opportunities for vehicular access through 3 rd Party lands Identified as opportunities for vehicular access through 3 rd Party lands Planning application lodged for new pedestrian/cyclist access through redeveloped Shopping Centre (Reg Ref 2038/17) 4.3 Analysis of Impact of Non Provision of Prussia Street Vehicular Access 4.3.1 Vehicular Access Not Required The Prussia Street Gateway entrance was considered within the original TTA (2011) as a potential servicing access opportunity through 3 rd party lands. The TTA (2011) included a comprehensive modelling analysis of the impacts of the proposed Grangegorman development upon the surrounding road network. The results of the analysis indicated that a vehicular access into the site off Prussia Street was not required. The findings of the junction analysis identified that the proposed vehicular accesses to the Grangegorman Site off Grangegorman Lower, Grangegorman Upper and North Circular Road would accommodate the predicted vehicular demand generated by the Grangegorman SDZ. 4.3.2 Car Parking Not Convenient to Prussia Street Entrances It is set out within the SDZ that no more than 1,150 no. car parking spaces will be provided onsite. The location of these car parks is shown in Figure 5.18 of the which is herein reproduced. It can be seen that these four car parking areas are located at the extremities of the site adjacent to entrances off North Circular Road, Grangegorman Lower and Morning Star Avenue. 22/30

Figure 13 Proposed vehicular access points and possible car parking areas (Source: Grangegorman SDZ 2012) As noted above the TTA (2011) modelling analysis of the impacts of the proposed Grangegorman development found that vehicular access into the site off Prussia Street to access the car parks was not required. The provision of vehicular accesses to the Grangegorman site from Prussia Street will serve to generate vehicular traffic within the site as vehicles may cross the campus to access car parking. This would be wholly contrary to GDA s objectives of providing pedestrian and cyclist priority within the campus and the prioritisation of sustainable transport modes within local, regional and national transport and land use planning policy documents. 4.3.3 No-Through Traffic on Grangegorman Site The Grangegorman Campus has been designed to give priority to pedestrians and cyclists within the campus. This is demonstrated by the recently introduced high quality and well-lit public realm schemes to promote pedestrian accessibility and permeability within the site. To support pedestrian and cyclist priority vehicular through traffic movements are not permitted within the Grangegorman Campus. Prevention of through traffic within Grangegorman means there is virtualy no benefit to the wider road network in facilitating access to Grangegorman from Prussia Street as effectively this traffic cannot egress elsewhere and the access functions as a cul-de-sac. 4.3.4 Servicing Arrangement The Grangegorman Campus has been designed to permit servicing from the North Circular Road access junction and Grangegorman Lower, Morning Star Avenue and Constitution Hill. Within the site, the road network has been designed to accommodate servicing vehicles. The nature of the internal road layout is predominantly pedestrian shared space with limited vehicular traffic and flush shared surfaces with minimal delineation of carriageway space. 23/30

Proposed Amendment to Grangegorman Servicing vehicles will be permitted to travel along these routes, however access to these links will be restricted to off peak hours when pedestrian and cyclist movements is minimal. The potential Prussia Street and Park Shopping Centre vehicular entrances were designated in the TTA (2011) as potential servicing entrances. Given that servicing vehicles will be permitted to access the Grangegorman Campus from other existing and proposed servicing entrances, the proposed arrangement is considered sufficient to cater for servicing demand for the Grangegorman Campus. 4.3.5 Negative Impact on Blanchardstown to UCD BRT The planned Blanchardstown to UCD BRT route is proposed at present to pass along Prussia Street, directly to the west of the Grangegorman Campus. The provision of a high capacity public transport corridor at this location would have significant transport benefits for Grangegorman and the wider city. The BRT on Prussia Street will be accommodated within the existing road space as shown in Photographs 10 and 11 and as such any increase in traffic or junctions on this roadway could impact on the delivery and the proposed operation of the Blanchardstown to UCD BRT. A new junction would need to be provided for vehicles accessing and exiting Grangegorman off Prussia Street, including the potential provision of a right turn lane off Prussia Street (Northbound) into Grangegorman. A right turn lane, typically 2.8m in width as per the Traffic Management design standards, would impact upon the space required for the BRT. A vehicular access at this location would also result in an increase in vehicular trips onto Prussia Street, causing potential operational delays for the proposed BRT. Photograph 10 Prussia Street 4.3.6 Photograph 11 Prussia Street Negative Impact on Cycling Infrastructure The NTA Cycle Network Plan for the Greater Dublin Area (December 2013) proposes an upgrade to Prussia Street cycle facilities (Route 4D). This plan accords with the Bus Connects initiative which recognises the importance of cycling infrastructure and states: On each of the Core Bus Network corridors, we will provide high quality cycling facilities, segregated from the bus lanes and general traffic lanes as far as is practicable. The provision of additional vehicular accesses to Grangegorman could potentially hinder the delivery of dedicated cycle facilities along Prussia Street due to the roadspace requirements including the potential provision of a right turn lane off Prussia Street (Northbound) into Grangegorman. Additional junctions would also compromise the quality of any bicycle route. 4.3.7 Sustainable Travel Objectives A key objective of the Grangegorman Development Agency is to encourage high quality access to the Grangegorman site via sustainable modes of transport i.e. public transport, walking and cycling. This is reflected in: 24/30

The internal layout which prioritises walking and cycling and restricts vehicular movement; Limited proposed parking provision within the site; Integration of site with new Luas Cross City; and Ongoing GDA liaison with DCC, NTA and TII to deliver extension of Dublin Bike Scheme, the upgrade of cycling infrastructure and the BRT Blanchardstown to UCD. A vehicular entrance from Prussia Street into the Grangegorman site would conflict with the National Transport Authority objective of accessing Grangegorman via sustainable transport modes and the vision within the Grangegorman of the creation of a largely car free environment within the site. A vehicular entrance from Prussia Street would also directly hinder the provision of planned dedicated cycle facilities along Prussia Street and the BRT along Prussia Street. 4.3.8 Luas Extension The Luas extension from St Stephens Green to Broombridge is scheduled to open by the end of 2017, including a new Luas Stop at Broadstone Gate and Grangegorman. The Luas Cross City extension to Grangegorman will promote sustainable travel to the Grangegorman site, thus reducing reliance on private vehicular transport. The traffic analysis presented within the TTA (2011, Chapter 4) presented a predicted modal split for persons arriving and departing the Grangegorman site. No allowance was included within the proposed modal split for the Luas extension opening in 2018, as at the time of preparing the TTA, the Luas Cross City was not committed infrastructure. Given that the Luas will now be operational in 2017, this will increase the projected number of people that will travel to the Grangegorman site via the Luas, and will ultimately assist in encourage people to travel via public transport as opposed to private car modes. Given that the modal split presented within the TTA (2011) did not include for the Luas extension, the analysis presented within the previous TTA presents an overly robust modal split for the Grangegorman site in terms of the anticipated quantum of private vehicular trips. 4.3.9 Broadstone Gate Enhanced Pedestrian and Cycle Facilities Broadstone Gate will provide a new gateway to the Grangegorman site from Constitution Hill. Given the proximity of the Broadstone Gate entrance to the city centre and the array of sustainable travel modes including bus, Luas, walking and cycling, emphasis will be placed on creating sustainable development to minimise the need for cars. Luas Cross City will service Broadstone Gate upon its completion. The Cross City line will connect Broadstone with Broombridge heavy rail station on the Maynooth Line and Dublin City Centre. A key emphasis at Broadstone Gate will be to encourage walking and cycling into the Grangegorman site. This will be achieved by creating a well-designed, safe and attractive environment for pedestrians and cyclists, with a view of discouraging car travel. The provision of a new vehicular entrance into the Grangegorman site off Prussia Street would therefore result in the promotion of vehicular travel to the Grangegorman site, thus compromising the GDAs objectives for Broadstone Gate. 4.3.10 Student Accommodation The consolidation of DIT facilities within Grangegorman has contributed to the development of large scale student residential accommodation in the immediate vicinity of the campus. It has been estimated that there is currently accommodation for 4,000 no. students under construction or being planned. Within the there is provision for accommodation for approximately 2,000 no. of students within the Grangegorman site. The level of student accommodation that will now be provided in the immediate vicinity of Grangegorman is significantly greater than that which was envisaged when the Aecom TTA was being prepared. 25/30

The increased level of student accommodation within 500m of Grangegorman will have positive transport impacts, increasing the mode share for walking and cycling to the DIT and reducing the demand for private vehicle transport to Grangegorman and the need for vehicle accesses. Analysis of the need for and impact of the provision of a vehicular access from Prussia Street to Grangegorman has found that such an access: Was never necessary in transport terms and continues to be unnecessay particularly due to the signifcant sustainable transport upgrades currently in construction and planning. Is not required for servicing; May hinder the provision and opertaion of the BRT Blanchardstown to UCD which will run along Prussia Street; May hinder the provision and opertaion of Cycle Route 4D which will run along Prussia Street; May increase vehicular traffic within Grangegorman and the DIT Campus; and Is contrary to the overarching policy objective of promoting sustainable transport. 26/30

5. Grangegorman Development This chapter presents an overview of the permitted Grangegorman development schedule of accommodation, and the latest proposed schedule of accommodation. The results of this comparative exercise will identify whether any new junction modelling analysis is required to inform whether the proposed vehicular access strategy for the Grangegorman site is fit for purpose. 5.1 Grangegorman Development Table 5.1 demonstrated the permitted quantum of development for the Grangegorman SDZ, which also identifying the latest quantum of development proposed under the Amendment to increase the size of the primary school on the Grangegorman site from 16 to 24 classrooms which currently before the Board. Table 4.1 Grangegorman Area Schedule of Accommodation Development Type Healthcare and Related Educational and Related Public Bodies Proposed Land Use Permitted Development (sqm) Current Development Mix (sqm) Net Difference (sqm) HSE Core 6,560 6,560 0 HSE Core Additional Healthcare Related 20,600 18,200-2,400 14,500 14,500 0 DIT Core 108,100 108,100 0 DIT Core Additional DIT Ancillary Educational Student Residential Housing DIT Expansion Primary School 32,500 32,500 0 38,000 38,000 0 57,000 57,000 0 34,000 34,000 0 2,800 5,200 2,400 Library 1,500 1,500 0 Elderly Housing 3,400 3,400 0 Mixed Use Mixed Use Development 61,000 61,000 0 Total 380,000 380,000 0 Building HealthCare /Training, Primary Care and High Support Hostel Community Generated Rehab, Primary Care, Dementia Unit, Community Nursing Unit, Respite/Intermediate Care Unit & Services for People with Disabilities. Residential accommodation and HSE expansion Academic Faculty Buildings, Research Centres, Library, Sports Centre, Student Union, Building Maintenance, Executive Learning Centre, Early Learning Centre, supporting academic and student facilities Additional Academic Faculty Buildings and support services Sports facilities, Performance Space, Bookstore, Cafe Student Residential Buildings (1,500 2,000 bed spaces) Primary school accommodating 24 classrooms Dublin City Council operated library Offices, Retail, Science, Technology & Residential The table demonstrates no difference between the permitted quantum of development and the latest schedule of accommodation. Therefore it is reasonable to state that the development impacts will be no greater than those identified within the TTA (2011), submitted as part of the permitted Grangegorman SDZ. The table demonstrates no difference between the permitted quantum of development and the current quantum of development. Consequently, the findings from the previous TTA (2011) are still applicable, which did not identify the requirement for a vehicular access into Grangegorman off Prussia Street. 27/30

6. Summary and Conclusion This Addendum Report has been prepared by on behalf of the Grangegorman Development Agency (GDA) to assess a proposed amendment to the existing Grangegorman 2012. It is proposed to remove vehicular access off Prussia Street into the Grangegorman Campus, both at the Prussia Street Gateway and Park Shopping Centre.. A Traffic and Transport Assessment (TTA) was prepared by in 2011 as part of the draft Grangegorman 2011. The Grangegorman development will deliver a consolidated campus for the Dublin Institute of Technology (DIT), replacement facilities for the Health Service Executive (HSE), community facilities including a primary school, library, sports and recreational uses. To support access and movement into the Grangegorman SDZ a number of vehicular, pedestrian and cyclist access routes were proposed as part of the draft. Vehicular access to the site was proposed from the following locations: - North Circular Road; - Morning Star Avenue and - Grangegorman Lower / Upper. In addition a number of opportunities were identified to provide potential vehicular and pedestrian entrance into the Grangegorman SDZ. This included two potential vehicular, pedestrian, cycling and service accesses from Prussia Street into the western part of Grangegorman Campus through 3 rd party lands. Two accesses have been delivered to date from Prussia Street: a pedestrian access from Park Shopping Centre and a pedestrian and cycling access from Fingal Place. In addition, following several years of negotiation, Broadstone Gate is under construction providing a gateway access to Grangegorman from Constitution Hill for pedestrians, cyclists and vehicles. This Addendum Report will accompany the proposed amendment to the planning scheme to amend the proposed access arrangements along Prussia Street. It is considered that vehicular access into the Grangegorman Site will have a detrimental implication upon the NTAs proposed BRT Blanchardstown to UCD. The Prussia Street entrances were considered within the original TTA (2011) as potential access opportunities through 3 rd party lands and the traffic analysis which was carried out for the site is not dependent on the provision of these accesses for the successful operation of the site. This Addendum Report presents in detail reasons for excluding a vehicular access from Prussia Street into Grangegorman SDZ, which are in summary: - Not necessary in Transport Terms: The Prussia Street entrances are not necessary for the successful operation of the site. The TTA (2011) included a comprehensive modelling analysis of the impacts of the proposed development upon the surrounding road network. The findings identified that vehicular access into the site off Prussia Street was not required. Adequate vehicular access is proposed off North Circular Road, Morning Star Avenue, Grangegorman Lower / Upper into the site. A further access from Constitution Hill will also be available. The proposed servicing access arrangements without a Prussia Street entrance are considered suffice to cater for servicing demand for the Grangegorman Campus - Provision of Prussia Street Bus Rapid Transit (BRT): The NTA has proposed a BRT route from Blanchardstown to UCD, which will run along Prussia Street. Vehicular access from Prussia Street onto the Grangegorman site would impact upon the delivery of the BRT route along Prussia Street. A new junction, including the potential provision for a 2.8m right turn lane off Prussia Street (Northbound) into Grangegorman would impact upon the space required for the BRT. Furthermore the increase in vehicular trips onto Prussia Street and would impact negatively upon the operation of the BRT; - Provision of Prussia Street Cycle Route: The provision of the NTA cycle route 4D on Prussia Street would be hindered by the construction of a new junction, including the potential provision for a 2.8m right turn lane off Prussia Street (Northbound) into Grangegorman. 28/30

Furthermore, if it is possible to deliver a dedicated cycle route the increase in vehicular trips on Prussia Street would impact negatively its operation; - Patronage of New Sustainable Transport Infrastructure and Services: Since adoption of the Grangegorman a range of Sustainable Transport Infrastructure and Services has been provided, is under construction or is planned which directly serve Grangegorman including: Luas Cross City BRT Blanchardstown to UCD Dublin Orbital Bus Corridor Ranelagh to Drumcondra Extension of Dublin Bike Scheme to Grangegorman NTA Cycle Network Plan The Prussia Street entrance directly hinders the provision and operation of a number of these schemes and is contrary to the underlying objective of these transport upgrades to increase the mode share of sustainable transport. - Increase Vehicular Transport within DIT Campus: The provision of vehicular entrances from Prussia Street into Grangegorman would increase the level of traffic within Grangegorman. This is contrary to the urban design vision for the area set out in the which seeks to restrict and reduce car movements within the campus. - Conflict with Transport Policy: Transport and land use policy at the national, regional and local level supports increasing sustainable transport mode share. The provision of vehicular entrances from Prussia Street into Grangegorman would conflict with this overarching policy imperative by facilitating private vehicular transport and directly hindering planned sustainable transport infrastructure and the subsequent operation of this infrastructure. We believe that this Addendum Report demonstrates that it is not appropriate or necessary to provide vehicular access from Prussia Street and we would respectfully request the approval of the proposed amendment to the Grangegorman 2012. 29/30