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Infrastructure and Services

7.4 Transport Policy

Policy TRANS 1: Pedestrian Rights
It is the policy of the Council to improve facilities for pedestrians and access facilities for people with special mobility needs in line with the aims of the European Charter of Pedestrian Rights.

The Committee on the Environment, Public Health and Consumer Protection of the European Parliament has produced a report pointing out that pedestrian areas are for the most part regarded as 'left-over' areas.

The European Charter of Pedestrian Rights, adopted in 1988 by the European Parliament, states that:

The Council will, therefore, seek to improve access to buildings and public spaces through the statutory development control process. This will include ensuring that all non-domestic developments, including where possible, change of use, alterations, and extensions to existing buildings are accessible to people with special mobility needs, incorporating level access into the building.

The Council notes the contents of 'Buildings for Everyone - Access and Use for all citizens' (1998) from the National Rehabilitation Board

Policy TRANS 2: Transport and Land-Use

It is the policy of the Council to seek development that makes efficient use of transport infrastructure, and which facilitate alternative transport modes to the private car.

7.4.1 Protected Route Corridors

Map of Protected Route Corridors


Figure 7.1 - Map of Protected Route Corridors

Policy TRANS 3: Route Corridors
It is the policy of the Council to support improvements in infrastructure by reserving land in suitable locations, and/or protecting corridors free from development that would undermine the implementation of a future infrastructure project (See Figure 7.1).

In order to facilitate the development of the national road network in accordance with "Ireland, National Development Plan, 2000-2006", it is imperative that the following route corridors are protected from development that would interfere or conflict with route proposals:

The County Designations map sets out the indicative route corridors for the above schemes, and the final route design may vary as part of the detailed design process.

7.4.2 Preserving Regional Road Capacity

Policy TRANS 4: Preserving Road Capacity
It is the policy of the Council to resist development along strategic route corridors, as identified on Tables 7.2 and 7.3, which would reduce traffic, safety or carrying capacity.

With regard to Integrated Land Use and Transportation Planning, it is considered important that the growth centres identified in the new Plan are adequately serviced with good transport links.  Along the National Primary Routes, existing and proposed transport links under the National Development Plan will cater for planned growth between major urban centres. However, the intra-county links and route corridors, identified in this Plan, will need to be protected to ensure safe and efficient movement and access within the County. The Council, therefore, recognises that there is a need to restrict development, which impinges on the carrying capacity and safety of the corridors listed in Table 7.3.  In considering applications on Class 1 Regional Roads the Council will permit houses for family members, provided that all such development can be accommodated via the existing entrance or via a maximum of one additional entrance on to the Regional Road.

Table 7.3: Regional Roads subject to Policy TRANS 4

Class 1 Regional Roads:(Development severely restricted)

Class 2 Regional Roads: (Development Restricted, must meet sightline requirements)

Traffic Impact Assessment: Where the Planning Authority considers that new developments might have a significant impact on the safety of the road network, a Traffic Impact Assessment (TIA) may be required as part of a planning application. The TIA shall be prepared in accordance with the Traffic Management Guidelines Manual published by DTO/Department of Transport. The NRA Road Safety Audit Guidelines contains standards and advice notes for carrying out road safety audits.

Policy TRANS 5: Transport Interchanges

It is the policy of the Council to resist development along strategic route corridors, except where development can be accommodated in accordance with employment policies at the following locations:

Development proposals at these locations shall be designed to protect the carrying capacity of the roads, and contain significant improvements in amenities in accordance with the requirements of policies contained in the Employment Section of the Plan.

The above locations have been identified as of major importance in improving the economic competitiveness of the County, and development will only be considered where it is accordance with policy objectives in this Plan.

7.4.3 The Role of the Bypass in North Tipperary

The Council will pursue the provision of a by pass for Thurles by providing a link road to the East of the town linking the N62 (south), the N75 and the N62 (north).  Also to provide a link road between the N62 and the R498 (Nenagh/Thurles Road).

Several of the County towns and villages will have new bypass roads built as part of the National Development Plan Programme. However, a bypass alone is not the answer to a town's traffic problems. A bypass offers a window of opportunity, which must be used soon after it opens. Traffic volumes on the former trunk roads are generally reduced by between 25% and 50% as a result of the bypass. It is important that speeds are also reduced by 50% through various traffic calming measures.

Town centre planning, post bypass, requires an integrated approach to townscape-landscape-floorscape design. Instead of estimating future traffic demand and designing a scheme to meet it, the Council will support schemes that meet environmental aims with traffic and road design used to reallocate road space to prioritise safety for pedestrians and cyclists.

Policy TRANS 6: Road and Pavement Improvements in Settlement Centres
It is the policy of the Council that future environmental improvements, traffic calming and parking provision will respect and enhance the urban form of towns and villages.

Many of the pavements in towns and villages are in a bad state of repair and in need of improvement or replacement. The Council will continue a programme of improving pavements, including access for mobility impaired, throughout the County and this will continue throughout the Development Plan period.

As part of the new bypasses, new traffic calming and gateway features will be designed on approach roads to towns and villages to help to reduce speeds by:

  1. defining the transition between rural and urban areas;
  2. reinforcing the need for change in driver behaviour through horizontal realignments, signage and rumble strips;
  3. mature tree planting along road edges and pavement pullouts.

Policy TRANS 7: Contributions toward Improvement Works

It is the policy of the council to seek financial contributions toward the costs of improving infrastructure that is associated with development.

Capitalisation and expenditure of development levies for roads will need to be considered in detail. A Development Contribution Scheme (DCS) for the County was adopted in March 2004, and this sets out in detail the contributions required towards new and improved infrastructure as part of new developments.
Each town/village to be by-passed as part of the National Development Plan proposals will require funding for a re-organisation of the existing road system including traffic calming and urban renewal before it is downgraded/handed back by the NRA.  The additional maintenance requirements when the national routes are downgraded to non-national routes will also be a factor.

7.4.4 Specific Road Improvement Objectives

  1. To identify and protect a route corridor for the future construction of an N62 bypass of Roscrea as part of the preparation of a Local Area Plan for Roscrea.
  2. To provide a new bridge over the lower Shannon between Ballina and O'Briensbridge to replace the inadequate bridges at both locations.  To link this new bridge to the regional and national road network and in particular the proposed N7 dual carriageway/motorway
  3. To pursue the provision of a southern by-pass of Newport Town allowing traffic on the Limerick/Thurles Road (R503) to bypass the town
  4. To improve the alignment and pavement of the busier sections of the regional road network under the specific Improvement Grants (EU Co-finances) scheme
  5. To strengthen the pavements on regional road network under the Restoration Improvement Grants Scheme
  6. To provide traffic calming schemes at Thurles, Nenagh, Roscrea, Ballina, Newport, Toomevara, Horse and Jockey and Ardcroney, and at other locations as and when the need arises
  7. To strengthen pavements on the local road network under the Restoration Improvement Grants Scheme
  8. Carry out improvements to Regional and County Roads on sections that are deficient in respect of structural conditions or alignment
  9. To preserve the character of rural roads
  10. Control advertising on all roads and particularly on approach roads to settlements
  11. Strictly control ribbon development along all routes to avoid the creation of additional traffic hazards
  12. Strictly control commercial development in rural areas to avoid the creation of additional traffic hazards arising from new development.
  13. In order to facilitate the construction of a bypass in Thurles, as set out in Section 7.4.3, a route corridor has been identified in the Thurles Town and Environs Development Plan 2003.  It is an objective of the Plan to protect this corridor free from development to facilitate the future construction of the bypass.
  14. To seek improvement of the Lough Derg Way as part of the Western Area Plan

7.4.5 Rail and Bus Transport

A detailed survey was carried out of the public transport requirements for rural areas as part of the North Tipperary Rural Transport Needs Assessment. This assessment will form the basis of a pilot programme for improved rural transport across the County. The Council recognises the importance of improving access to and from rural areas for all citizens, as access is a key element to preserving rural communities. The Council will, therefore, support the implementation of the rural transport programme and will seek to increase the viability of such schemes through the settlement policies set out in Chapter 3.

Policy TRANS 8: Rail Transport

It is the policy of the Council to support the improvement of rail services, and to protect lands adjacent to rail stations against encroachment by inappropriate uses that could compromise the long-term development of the rail facility.

North Tipperary is traversed by two rail lines Cork-Dublin and the Limerick-Dublin via Nenagh. The Cork-Dublin route offers good service for towns like Thurles and Templemore but is not providing a strong regional or sub-regional alternative to the private car in North Tipperary.

It is important that the rail lines are protected in perpetuity and upgraded to a standard that renders the lines competitive with the private car. In order to ensure long-term viability of these lines, it is equally important that land-use policy and future development takes advantage of rail as a potential transport option. In view of the future requirement for strategic land sites in the County and the need to locate such sites adjacent to transit corridors, it is important that these types of land-uses are planned and located close to mass-transit corridors and junctions. Obvious examples of such sites include the Sugar Factory site in Thurles. In land-use terms it is important that land adjacent to stations and corridors is protected for large-scale activity.

The current low-density catchment population in North Tipperary and the neighbouring counties would not render regional passenger rail a viable competitor to the private car without significant changes in land-use policy. The low density and dispersed population that exists in the region does not support such options.

Rail may, however, be promoted as an alternative to road transport as part of a future integrated Spatial Strategy for the Country by addressing the important symbiotic relations between land-use and transport, particularly settlement patterns, and the future viability of rail transport as a planning tool for land-use planning.

Policy TRANS 9: Bus Transport
It is the policy of the Council to co-operate with relevant public and private companies and authorities to secure improvements in intra-County public transport service to operate throughout the County.

Public transport within the hinterland of North Tipperary is inadequate. The improvement in public transport between larger towns and between villages and towns is of paramount importance to reduce isolation and improve linkages between the town and outlying areas.

The Council will work with local bus and taxi companies to improve public transport options. The Council will also support schemes that use the school bus in off peak times as rural public transport. 

7.4.6 Parking

Because a substantial amount of the population lives in rural areas, there is a heavy dependence on the car. Consequently, the Council will continue to improve off-street parking facilities and seek development contributions towards the improvement of existing and provision of new car parks in growth centres. In order to promote cycling as a viable option to the car the Council will seek provision of secure bicycle parking facilities as part of new residential and commercial development.

Policy TRANS 10: Bicycle Parking
It is the policy of the Council to require that adequate covered parking facilities be provided for the secure parking of bicycles. 

7.4.7 Cycle Lanes in Urban Fringes

With the level of congestion being experienced on urban roads, the Council will seek the provision of additional cycle lanes on main routes into settlement centres.  Introduction of additional parking charges in urban areas is aimed at discouraging all-day commuter parking on streets in order to free-up spaces for casual business and shopping use.  This will provide an opportunity for improved cycle and pedestrian lanes. 

The Council will seek to provide direct links along arterial routes and development contributions from developers will be sought towards the provision of more direct links rather than providing cycle lanes in housing estates where there is little demand for these facilities.  The contributions will also assist in providing cycle parking facilities in urban areas.

7.4.8 Transport and the Extractive Industry

Many of the infrastructural issues associated with quarries have been identified in Chapter 4. This section deals specifically with transport problems associated with quarries. There is an ongoing conflict between the capacity of rural roads and HGV traffic, particularly the problem of controlling axle weights, etc. In this regard the Council will seek to make more extensive use of powers available under the Roads Act, as well as enforcement powers under the Planning Act.

The width of local roads for truck passing movements (some less than 4m wide), with associated lack of structural strength, is inadequate to deal with an expanding extractive industry in many rural locations of the County. Damage to bridges, culverts etc, and water run-off from trucks carrying washed sand and gravel are also associated problems in terms of road maintenance.

It is considered that all quarry developments should have access/egress plans agreed with the Planning Authority similar to those agreed with Coillte. The quarries should also have an Annual Permit with reviews taking account of any breaches, which have occurred. Financial contributions will be required towards the improvement of infrastructure in accordance with the Development Contribution Scheme. A special contribution may be required where specific improvements have been identified to facilitate a development.

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