Cities around the world that are reducing car access

Who needs houses, when we can all live in sheds instead: after all, a factory or a warehouse business can use a sheds too.

And your example is nonsense, as less than 5% of Ireland’s dual carriageway roads allow non-motorised traffic to use them. In most cases this is because they are under motorway restrictions, and the others because they have only motor-vehicle lanes (Type 2 Dual Carriageway).

It also costs far more to build a general-purpose shoulder onto a road than it does to add a segregated pedestrian and cycle way alongside it. Maximum loading specifications apply to the whole road surface, not just bits of it.

Someone should tell that hippie that dual carriageways would solve all Dublins traffic problems

That second diagram shows an interesting mode shift from Luas onto bus. I suspect that riders for destinations on the quays are currently using the Red Line not because it serves their destination, but because it has a greater ability to push through traffic than the bus. Change to a more free-flowing situation, and they get a bus instead because it brings them nearer to where they actually want to go.

I believe so. Luas Red is showing a negative change in passengers carried, while buses along the quays are showing a larger positive change. Service quality on Red line is not affected by these changes (if anything, it’s improved) so those ex-Luas passengers are choosing something else not because Luas has got worse, but because the alternative is better for them.

The units for “Public transport flow change” look to be in passengers per hour, based on the ranges given, but the relative changes are what matter. It doesn’t help that the car and PT diagrams use different ranges for line-thickness, but that’s mainly due to the low efficiency of private cars meaning the values are in a smaller range: a reduction of 500 passengers per hour by car takes about 400 vehicles off the street; an increase of the same number by PT needs just 6-10 buses or two extra trams (assuming existing services are fully loaded).

The quote from Louis Copeland is a good summary of the normal business concerns about these measures (for those without an interest in operating car-parks): the majority of businesses are not against the measures, are well aware that they won’t really have a long term affect on business, but want to avoid the confusion when they come into force, because that does create a temporary drop in trade.

Almost every business in the city knows that increased footfall is much better for trade than increased car access. If your business really requires customers to drive to it, then you’ve got no reason for paying the crazy rents in Dublin city, and you’d bet better off in a retail park off the M50 or something.

Agree about the Grafton Cark Park (“Brown Thomas Car Park”) - it makes Wicklow Street, William Steet and Clarendon street a pain for pedestrians, and it draws car traffic right into the core of the southside - it really shouldn’t be there at all.

There are no proposals to make the city centre less accessible. The city centre traffic plan is aimed at INCREASING accessibility by eliminating routes for THROUGH traffic

Maybe all the anti social activity is also a factor in centre of Dublin.

Similar suggestion along with overcrowding why people would switch from Luas to bus.

The same louis copeland who said all the time pedestrianization was disastrous and to reverse it? Changing his tune once the general public agreed how successful it was, to the chagrin of himself.

https://www.independent.ie/regionals/dublin/dublin-news/you-cant-bring-a-chainsaw-on-a-bus-louis-copeland-on-capel-street-pedestrianisation/42142800.html

My favourite bit was when he tailored the statement to suit the current situation.

Used to use it a bit in the past coming up the quays and then turn right. But not in years.

Do we have a date for Parliament street? Also anything about extending the quays bus gate?