Traffic Capacity Study Proposed Development Site Surrounding - - PowerPoint PPT Presentation

Oscar Traynor Road Development Traffic Capacity Study

Proposed Development Site

Surrounding Transport Networks

Pedestrian Network Cycle Network Public Transport Network Vehicle Network

Castletimon Rd Coolock interchange Shantalla Rd 350m 35m 1.4km walk route Aulden Grange 350m walk route Poor pedestrian crossing facilities

Gaelscoil Cholmcille

50m 1.2km walk route Direct Route Walking Route Pelican Crossings

Pedestrian Network Issues

Castletimon Rd Coolock interchange Shantalla Rd Aulden Grange

Cycle Network

Bus Lane (no cycle lane) Cycle Lane

Castletimon Rd Coolock Lane Coolock interchange Shantalla Rd Aulden Grange 17a, 27b 27b 27b 16, 104 16, 33, 41, 41b, 41c

3mins walk 13mins walk 9mins walk

No. Bus Route 16 Airport to Ballinteer 17a Blanchardstown to Kilbarrack 27b Eden Quay to Harristown 33

• Lwr. Abbey St. to Balbriggan

41

• Lwr. Abbey St. to Swords Manor

41b

• Lwr. Abbey St. to Rolestown

41c

• Lwr. Abbey St. to Swords Manor

104 Clontarf Rd to DCU Walk Route Bus Stop

Bus Network

Castletimon Rd Coolock interchange Shantalla Rd Aulden Grange 12-hr junction turning count 7-day link count

1 5 4 3 2 A 6 7 8 9 Traffic Surveys

Castletimon Rd Coolock interchange Shantalla Rd Aulden Grange Junction traffic volumes per hour 2,500+ 2,000-2,499 1,500-1,999 1,000-1,499 500-999 Less than 500 Queues on slip extend back to motorway Large right-turn movement from Oscar Traynor Road Large left-turn movement from Dundaniel Rd

Castletimon Rd Coolock interchange Shantalla Rd Aulden Grange Junction traffic volumes per hour 2,500+ 2,000-2,499 1,500-1,999 1,000-1,499 500-999 Less than 500 Queues extend to on slip ramp Large left-turn movement from Dundaniel Rd

Based on 2011 CSO Census Data, the following are average commuting statistics for residents in the area.

• 59% of population have a

commuting trip to work, school or college.

• 46% depart between 8am and 9am

(peak hour for departing trips)

• 41% commuting trips are car/van

drivers (not including car passengers = 18%)

• 37% commute by walk, cycle or

public transport Relatively positive results considering limited public transport accessibility.

Proposed Development Site

Proposed Development

Development Quantum Traffic study based on development of 655 residential units and retail as follows

• 128 houses
• 88 duplex
• 439 apartments
• 1000sqm of neighbourhood retail

Phasing Three phases of development considered from a transport perspective, each with phase have different access arrangements Phase 1 – Lot 1A Phase 2 – Lot 1B Phase 3 – Lot 2, 3, 4 & 5

Lot 1A Access (all phases) Lot 1B Access (Phase 2 only) Lot 1B,2,3,4,5 access (Phase 3)

Traffic Impact

Trip Generation, Distribution and Assignment Person trip rates generated for each land use

• House/Duplex
• Apartment
• Senior Citizen Units
• Retail

Overall car driver mode share of 50% applied to residential units and 30% applied to neighbourhood retail Car trips calculated by applying mode share to person trips Car trips distributed in four main directions Car trips assigned to road network based on distribution and access arrangements Person Trip Generation Car Driver Mode Share Trip Distribution Trip Assignment

Car Trips Generated

Lot No. Unit 0800-0900 1700-1800 Entry Exit Entry Exit Lot 1A 76 units 7 39 16 8 Lot 1B 152 units 17 74 32 15 Lot 2 (residential) 147 units 12 29 22 9 Lot 2 (commercial) 1,000 sqm 19 16 26 22 Lot 3 88 units 4 13 10 3 Lot 4 88 units 7 22 16 5 Lot 5 104 units 8 26 19 5 Total 73 220 143 67

• Morning period of 8-9 generates the

peak number of car trips (73 in and 220

• ut)
• Considerably lower amount of car trips

in the evening peak hour of 17-18 as trips are distributed throughout the evening.

• House/duplex type of units generate a

higher volume of trips than apartments at peak times. Senior citizen units generate very few trips.

• Lot 1A expected to generate low

amount of car trips

• Traffic volumes similar to that

generated from Woodlawn Estate to the north, when the quantity and type of residential units along with the retail element considered.

Trip Distribution and Mode Share

Lot 1A Trip Assignment (all phases)

Lot 1B Trip Assignment (Phase 2 only)

Lot 1B, 2, 3, 4, 5 Trip Assignment (Phase 3)

Phase 1 – max. increase of c.34 car trips (two-way) in the morning peak hour. Fig Ref.

• 1. Lorcan Crescent
• 3. Lorcan Avenue
• 4. Castletimon Road
• 5. Dundaniel Road
• 6. Coolock Lane

Phase 2 – max. increase of c.100 car trips in the morning peak hour. Fig Ref.

• 4. Castletimon Road
• 5. Dundaniel Road
• 6. Coolock Lane

Phase 3 – max. increase of c. 218 car trips (Coolock Lane) with the max. increase on any residential link c.67 car trips (two-way).

• Fig. Ref
• 7. Coolock Lane
• 3. Lorcan Avenue
• 4. Castletimon Road
• 5. Dundaniel Road

Phase 1 – max. increase of 34 car trips in the morning peak hour. Fig Ref.

• 6. Lorcan Crescent/Lorcan Avenue (+7%)

Phase 2 – max. increase of 100 car trips in the morning peak hour. Fig Ref.

• 5. Dundaniel Road/Castletimon Road (+13%)
• 4. Dundaniel Road/Oscar Traynor Rd (+4%)

Phase 3 – max. increase of 218 car trips in morning peak

• hour. Max. increase of 67 car trips in residential areas
• Fig. Ref
• 1. Coolock Lane interchange (+7%)
• 6. Lorcan Crescent/Lorcan Avenue (+15%)

Woodlawn Avenue / Coolock Lane

• Already over capacity in mornings with large queues

back to Coolock Lane interchange and beyond

• Some slight increase in queuing at this junction

expected in the AM peak hour

• New junction to the west will likely relocate queues

from the west slightly Dundaniel Rd / Oscar Traynor Rd

• Close to capacity already, with queuing for right-turn

movement

• Queues will increase slightly on all arms with

development (c.4-6 veh’s)

• New junction to the west will likely relocate queues

from the west slightly New Development junction

• Close to capacity in full development scenario
• Queues of 32 vehs on eastbound approach
• This will add to existing queues, extending from

Woodlawn Avenue junction, through this junction back to Coolock Lane interchange and beyond

BRT

Swords/Airport to City Centre Bus Rapid Transit

• Proposed service would operate between Swords and

Dublin Airport to the south City Centre (via Drumcondra).

• Frequency of every 4minutes at peak times.
• Current alignment shows southbound route only through

the development.

• DCC has engaged with the NTA and agreed in principle

that a stop may be located immediately adjacent to the development.

• Stops to the north (Coolock Lane, west of interchange)

and south (N1, near Shantalla Road) but not in the development area itself.

• Approximately 10-12 minute walk to the stop from centre
• f the development.
• Need to improve pedestrian crossing facilities at Coolock

Lane interchange in particular.

• Scheme would have potential to decrease the number of

car trips to and from the development, in particular trips to the City Centre, Dublin Airport and Swords.

Junction Design Options

Proposed new junction concept layout New signalised junction off Oscar Traynor Road proposed to provide access to the development. The key features of the junction are:

• A three-arm signalised junction;
• Provision of a right-turn lane on

Oscar Traynor Road with capacity for eight vehicles (could be extended);

• Pedestrian crossings on the eastern

arm (two stage crossing) and the southern arm (single stage crossing) integrated into junction

Alternative vehicular access arrangements Access via Astro Park Access Road Advantages

• Use of existing road infrastructure
• Reduced impact on Coolock Lane
• Queuing is further away from

Coolock lane interchange Disadvantages

• Potential conflicts between vehicles

and vulnerable pedestrians walking to and from the Gaelscoil.

• Land ownership issues

Alternative vehicular access arrangements Access to Astro Park and Gaelscoil via Development Advantages

• Reduced impact on Coolock Lane
• Bus priority (westbound) at junction
• f Woodlawn Avenue
• Potential for attractive public realm

and entrance to school

• Potential for longer right-turn lane on

Coolock Lane Disadvantages

• Potential conflicts between vehicles

and vulnerable pedestrians walking to and from the Gaelscoil.

• Potential impact on Coolock Lane

interchange

• Land ownership issues

External pedestrian improvements

• Improved access to Santry (employment, retail, public transport)

Pedestrian improvements to roundabout/bridge Potential new pedestrian bridge directly from development Pedestrian improvements on Swords Rd bridge/interchange

Santry

Improvements to pedestrian link to employment at Clonshaugh

Summary

• Negligible impact in Phase 1 – low increases in traffic at peak

times

• Larger impact in Phase 2 – impact is short term until new

junction developed. Potential mitigation would be access point from Astro Park access road

• New junction will reduce impact on residential areas in Phase

3, compared to Phase 2.

• Providing a new junction will reduce the capacity of Oscar

Traynor Road which will have an impact on the strategically important Coolock Lane interchange

• Alternative access options should be explored to rationalise the

number of junctions on Oscar Traynor Road.

• Significant benefits for pedestrian and cyclists, however issues

such as crossing at Coolock Lane interchange should be addressed.

• External improvements are desirable – Potential for

development contributions.