something scenarios). The proposed scheme effects the re-routing of buses from College Green and Dame Street towards the Liffey Quays, which increases in traffic flows on those links. The most significant increases in traffic are estimated to happen on local links. With regards to reductions in volumes, some are very significant, especially on College Green and on its immediate vicinity (Dame Street, Trinity Street, College Street, Fleet Street East). Overall, for the 2018 scenario, the model shows a reduction of approx. 7.2% from 206,964 to 192,047 vehicles. However, this needs to be understood in terms of the reallocation of journey numbers as opposed to vehicular movements. The quays under the Do-Something Scenario are carrying much higher public transport volumes. It is also notable that Luas provides significant growth in customer access to the area at Westmoreland Street/College Street and Dawson Street which correlates with areas of traffic reduction. So analysis of traffic flow only provides part of the answer. Fig. 5.1 Do-Minimum vs. Do-Something Changes in Traffic Volumes 2018 (prepared by Arup) – It is important to note that the implementation of the traffic management changes on the north and south Quays in association with the College Green Bus Gate (operational since 2009) have in effect implemented these changes irrespective of the College Green Plaza project proceeding. Access to hotels, car and loading in the vicinity of College Green have also been reviewed. The response to Item 2 of the Further Information request as incorporated in the EIAR provides considerable detail on access and egress arrangements for private vehicles. It is important to note that access to the Fleet Street and Trinity Street car parks is being maintained and detailed measures have provided to ensure that businesses in the area are properly serviced with loading bays. Re-routing of bus services and re-location of bus stops The Board’s Further information item refers to the potential socio-economic arising from the ‘diversion of bus routes, relocation of bus stops, displacement of bus customers during both the construction/operational stages, severance of routes, increased journey times and costs’.
something scenarios). The proposed scheme effects the re-routing of buses from College Green and Dame Street towards the Liffey Quays, which increases in traffic flows on those links. The most significant increases in traffic are estimated to happen on local links. With regards to reductions in volumes, some are very significant, especially on College Green and on its immediate vicinity (Dame Street, Trinity Street, College Street, Fleet Street East). Overall, for the 2018 scenario, the model shows a reduction of approx. 7.2% from 206,964 to 192,047 vehicles. However, this needs to be understood in terms of the reallocation of journey numbers as opposed to vehicular movements. The quays under the Do-Something Scenario are carrying much higher public transport volumes. It is also notable that Luas provides significant growth in customer access to the area at Westmoreland Street/College Street and Dawson Street which correlates with areas of traffic reduction. So analysis of traffic flow only provides part of the answer. Fig. 5.1 Do-Minimum vs. Do-Something – Changes in Traffic Volumes 2018 (prepared by Arup) It is important to note that the implementation of the traffic management changes on the north and south Quays in association with the College Green Bus Gate (operational since 2009) have in effect implemented these changes irrespective of the College Green Plaza project proceeding. Access to hotels, car and loading in the vicinity of College Green have also been reviewed. The response to Item 2 of the Further Information request as incorporated in the EIAR provides considerable detail on access and egress arrangements for private vehicles. It is important to note that access to the Fleet Street and Trinity Street car parks is being maintained and detailed measures have provided to ensure that businesses in the area are properly serviced with loading bays. Re-routing of bus services and re-location of bus stops The Board’s Further information item refers to the potential socio-economic arising from the ‘diversion of bus routes, relocation of bus stops, displacement of bus customers during both the construction/operational stages, severance of routes, increased journey times and costs’.
Appendix%20G%20Socio-Economics%20Impact.docx