Draft Dublin City Development Plan 2011 - 2017 (Main cycling sections)

monument

Under the title "CHALLENGES" the following seems to set targets in the general cycling section below: "Dublin City Council will seek to achieve modal share targets crossing the canals of 55% for Public Transport, 15% for cycling, 10% for walking and 20% for private car use in the annual cordon count by 2017"

Most of this is new compared to the last plan, I've noted the old sections. IF you look at the plan PDF you can see new section in green, other detains and the development plan are here.

5.1.4.4 Cycling

Cycling is a healthy, efficient and environmentally friendly form of transport that has the potential to transform quality of life in the city and improve the health and well being of citizens. The vision for cycling is to make Dublin a city where people of all ages and abilities have the confidence, incentive and facilities to cycle so that by 2017, 25-30% of all new commutes within the city will be by bike. Infrastructure works will concentrate on improving cycle safety, access, parking and developing and improving the Dublin Cycle Network (See Appendix 7 for Strategic Cycle Network).

It is the policy of Dublin City Council:

SI7 To achieve a strategic, coherent and high quality cycle network across the city that is integrated with public transport and interconnected with cultural, recreational, retail, educational and employment destinations and attractions

SI8 To enhance, extend and provide cycling infrastructure in accordance with the
National Cycle Policy Framework 2009 – 2020 and the Government‟s, „Smarter
Travel, A Sustainable Transport Future 2009 – 2020‟

It is an objective of Dublin City Council:

SIO10 To prepare and implement a Dublin Cycling Strategy which sets out the City Council‟s cycling policies, targets and programmes, together with an annual report on progress towards objectives which will include:
– A cycle training programme
– A „Safe Routes to Schools‟ programme
– A cycle signage strategy
– A cycling awareness strategy
– A new cycle parking strategy to provide guidance on the nature, quantum and location of cycling parking facilities in the city to address cycle parking needs at
public transport stops and interchange and other key destinations and attractions

SIO11 To develop the Strategic Cycle Network for Dublin City connecting key city centre destinations to the wider city and the National Cycle Network

SIO12 To develop new cycle links including:
– Sandymount to Clontarf using Dodder Bridge and Macken Street Bridge.
– Sutton to Sandycove, including a new off road cycle and pedestrian route through Docklands and on to Clontarf
– Docklands Route
– Grand and Royal Canal Premium Routes
– Heytesbury Premium Route

SIO13 To develop a direct cycle linkage system away from the primary traffic network including on and off road cycle lanes designed and constructed to minimise conflict with other road users.

SIO14 To improve existing cycleways and bicycle priority measures throughout the city

SIO15 To implement a 30kph speed limit inside the city centre (area between the canals)

SIO16 To monitor the success of the „dublinbikes‟ Scheme and to expand to the entire city

SIO17 To provide additional cycle and pedestrian bridges across the city‟s canals and riversto form part of strategic cycling and walking routes

SIO18 To provide, where possible, Contra-flow possibilities for cyclists on one-way streets

SIO19 To provide increased priority for cyclists at key road junctions where possible by using road marking, priority light signals and other measures as appropriate

And under the following header this is the main cycling related entry:

6.4.1 Green Infrastructure Network/Strategy
...
GCO2 To achieve the following critical linkages within the lifetime of the development plan;

(i) To progress a cycle and walking route along a continuous coastal route from
Sutton to Sandycove (often referred to as the „S2S‟ route). (See Obj RO8)

(ii) To provide a pedestrian and cycle way green link interconnecting the Royal Canal to the Grand Canal via the Phoenix Park.

(iii) To provide a continuous cycleway connecting the Phoenix Park and Heuston
Station to the proposed S2S route along the city‟s quays.

(iv) To improve access to existing natural assets such as parks and waterways
through identified green routes.

(v) To seek to provide pedestrian and cycling green links connecting the Royal
Canal and the Tolka Valley via a route through Botanic Gardens/Prospect
Cemetry and a route in the vicinity of Holy Cross College (or routes as close as
practically possible).

And under planning and apartments only:

3. Cycle Parking
In the past, there has been an under-provision of secure cycle parking in apartment
complexes in Dublin. This has led to bicycles being stored in apartments and on balconies potentially detracting from visual amenity and increasing maintenance costs for communal areas. The quality and quantity of cycle parking provision in apartment developments should encourage residents to adopt cycling as a sustainable mode of transport. All new apartment developments shall provide a minimum of 1 cycle parking space per unit which is secure, sheltered and adequately lit with convenient access to the street. (Refer also to 17.41)

And cycle parking in general:

The second two pars here, and the entries under 'Shower and Changing Facilities' and 'Lockers' are new, the rest is unchained since the last plan....

17.41 Cycle Parking
Secure cycle parking facilities shall be provided in new Public Transport Interchanges office blocks, apartment blocks, shopping centres, hospitals, etc., in accordance with the standards set out in Table 17.2. Bicycle Parking Stations should be provided in strategic new Public Transport Interchanges. Secure bicycle racks shall be provided in all cases where bicycle parking is deemed to be necessary by the Planning Authority. Such racks should be within 25 metres of a destination for short term parking (shops) and within 50 metres for long term parking (school, college, office). All long term (more than three hours) cycle racks shall be
protected from the weather.

All on street stands or racks should be capable of performing the basic functions of supporting the bicycle and protecting it against theft or vandalism. Off street storage/parking facilities should provide adequate shelter, lighting, safety and security, ease of access and egress, and an appropriate level of supervision.

Guidance for selecting the most appropriate type of bicycle parking facility depending on location and user needs is outlined in the National Cycle Manual, „Bicycle parking Facilities‟ Dublin City Council will have regard to this document when considering applications where bicycle parking is a requirement.

17.41.1 Multi-Storey Car Parks and Cycle Facilities
All cycle facilities in multi-storey car parks will be at ground floor level and completely segregated from vehicular traffic. Cyclists should also have designated entry and exit routes at the car park.

17.41.2 Location of Cycle Stands
Cycle parking facilities will be conveniently located, secure, easy to use, adequately lit and well sign posted. Weather protected facilities should be considered where appropriate. In addition, parking should be placed within a populated, well supervised area, and monitored by CCTV where possible.

17.41.3 Security
Cyclists should be able to secure both frame and wheels to the cycle parking stand. Secure cycle compounds should be provided where feasible and in particular in large office developments, multi-storey car parks and railway stations.

17.41.4 Shower and Changing Facilities
Suitable shower and changing facilities will be made available in large-scale developments incorporating high amounts of cycle parking. Facilities should be secure, lockable and located in well-lit locations. The following standards shall be adhered to:

• 1 shower per office development over 100m2 (approximately 5 employees)
• A minimum of 2 showers for office developments over 500m2 (approximately 25 employees).
• 1 shower per 1000m2 thereafter
• Changing/drying areas, toilets and lockers should be provided in association with shower facilities.

17.41.5 Lockers
The number of lockers provided should relate to the number of cycle parking spaces. Lockers should be well-ventilated secure and lockable. Lockers that facilitate multiple short-term users are recommended.

17.41.6 Financial Contributions
In exceptional circumstances, where cycle parking cannot be incorporated into the
development, the developer will be required to pay a financial contribution in lieu of providing the cycle parking. Where a developer is unable or does not wish to provide the specified number of cycle parking spaces on site, a financial contribution in lieu will be required towards the cost of providing such spaces off the site, where such a relaxation is deemed appropriate

221 by the Planning Authority. Such a contribution will be set at €400 for each cycle parking space.

Table 17.2 Cycle Parking Standards for Various Land Uses
(All areas quoted are gross floor area...... [ these are in a table and all unchanged from the last plan)

The "APPENDIX 7 STRATEGIC CYCLE NETWORK" is also unchanged bar a few lines, including the bold section of this: "The following indicative list includes routes which will not be implemented within the life of the plan, existing routes, proposed routes, and routes under construction."

mmclo

Seems Good, No? The Development Plan is the most important planning document

Only issue I have with these things is the lack of integration with the three county authorities, some commuters will be coming in from these

Jip

monument wrote: »

To provide a pedestrian and cycle way green link interconnecting the Royal Canal to the Grand Canal via the Phoenix Park.

I like the sound of that, if it ever comes to fruition.

p

I don't know much about planning, but that seems really good. It's very specific compared to other vague documents I've read about cycling.

I'm optimisitc.

tomasrojo

Great to see cycle training as an objective.

projectmayhem

All looks great but I'm skeptical at this stage. Sadly I can't believe all of this good stuff will happen

Doctor Bob

projectmayhem wrote: »

All looks great but I'm skeptical at this stage. Sadly I can't believe all of this good stuff will happen

Well I guess it would be nice!

monument

As mentioned above, none of values in The Table 17.2 Cycle Parking Standards for Various Land Uses (Page 221/2) have changed. I've also noticed that the requirement for industry and hostels to provide stands has been removed since the last plan for some reason.

Some are low:

Train Stations
All zones: 7 per number of trains at the two-hour peak period a.m. (minimum of 100 spaces)

Bus Interchanges
All zones: 2 per 100 passengers peak flow (minimum of 50 spaces)

Churches, Theatres, Halls, Cinemas, Multiplex Cinemas
Zone 1 & 2: 5 per 100 seats
Zone 3: 3 per 100 seats

Primary schools
All zones 1 per 6 pupils

monument

3. Cycle Parking
In the past, there has been an under-provision of secure cycle parking in apartment
complexes in Dublin. This has led to bicycles being stored in apartments and on balconies potentially detracting from visual amenity and increasing maintenance costs for communal areas. The quality and quantity of cycle parking provision in apartment developments should encourage residents to adopt cycling as a sustainable mode of transport. All new apartment developments shall provide a minimum of 1 cycle parking space per unit which is secure, sheltered and adequately lit with convenient access to the street. (Refer also to 17.41)

On apartments, I really don't like this. It feeds into the anti-cyclists while giving no practical way for securing bicycles in underground car parks which has been a large problem in the city area at least.

Bike sheds with a lock shared among cyclists only is one way to combat or at least add extra security. There's some good examples of this where most people would not know its even a bike shed.

onimpulse

Really glad to see the part about bike parking under cover for offices, shower facilities & lockers...