The LSMATS starts a new era for transport in the Limerick Shannon Metropolitan Area.
This Strategy sets out the framework for the delivery of the transport system required to further the development of the Limerick Shannon Metropolitan Area as a hub of cultural and social development and regeneration; as the economic core for the Mid-West; as an environmentally sustainable and unified metropolitan unit; as a place where people of all ages can travel conveniently and safely; and a place that attracts people, jobs and activity from all over Ireland and beyond.
The implementation of the LSMATS by the National Transport Authority, Transport Infrastructure Ireland, Limerick City and County Council and Clare County Council will transform this city-region.
The function of the LSMATS is to provide a long-term strategic planning framework for the integrated development of transport infrastructure and services for the Limerick Shannon Metropolitan Area (LSMA). It is a cross-county Metropolitan scale document which sets out the policies and objectives of the NTA, Limerick City and County Council, Clare County Council and Transport Infrastructure Ireland at a level appropriate to that scale.
Many of the details of transport infrastructure or services are most appropriately dealt with at a more localised level and as such, this Report, where applicable, refers to more detailed programmes and projects which will be brought forward by the NTA and other agencies at a future date.
With this strategic function in mind, the LSMATS comprises the transport planning response to a range of challenges across several areas of national, regional and local government. These are presented here as eight pillars. These pillars were then translated into Strategic Transport Objectives against which the strategy is measured and appraised.
In terms of the requirement to reduce emissions from transport by 50% by 2030, there are two main actions required, namely:
The core function of the LSMATS is to meet the first objective, and this Report sets out the scale and the strategic-level detail of the investment required to facilitate a reduction in the use of the private car in the LSMA over the period to 2040.
While the conversion of the national transport fleet to low and zero-emissions vehicles is primarily a matter for national level policy and investment programmes, rather than a single metropolitan transport strategy, the LSMATS will promote and facilitate this change. All urban public transport vehicles will be zero-emissions by 2035, with this transformation already underway. The NTA are committed to this on a national basis.
In relation to the private car fleet, the LSMATS commits the local authorities to facilitate the roll-out of electric cars through the provision of on-street public charging points where demand requires them. However, simply transitioning the car fleet to electric vehicles is insufficient to deliver a sustainable transport system and a key focus of the Strategy is to facilitate increased use of other modes in order to meet environmental, economic and social objectives related to emissions, congestion and car-dependency.
In relation to goods vehicles, the freight sector will be required to contribute to the overall carbon reduction goal. The LSMATS, insofar as its remit extends, facilitates this by the promotion of rail freight, the introduction of revised delivery arrangements and by seeking to reduce the effects of congestion generally.
The proposals in the LSMATS also facilitate and support the recently established Decarbonisation Zone in Limerick City by providing alternatives to the private car.
It is vital that the interdependency between Limerick and Shannon is strongly supported by the LSMATS. This new Metropolitan Area, as defined in the Regional Spatial and Economic Strategy (RSES) for the Southern Area, needs to be planned on a unified basis and the objectives of Clare County Council and Limerick City and County Council need to be aligned accordingly.
While the focus of investment in transport will be on the City and, in particular the City Centre, as the location where the demand for travel will be greatest, the role of Shannon is critical to the economic well-being of Limerick and County Clare, both as a national centre of employment, and as the international gateway to the Mid-West. The LSMATS aims to significantly improve the quality of the public transport connections between Shannon and Limerick and to target specific improvements to achieve this aim, as well as facilitating car travel between the two centres. There are many other settlements within the LSMA, as well as significant rural areas. The roles of all of these places will be protected and enhanced by the transport proposals set out in the LSMATS.
Limerick City Centre is the prime hub of economic, social and cultural activity for the Mid-West. It is defined in large part by its Georgian architectural heritage in Newtown Pery, and by the medieval parts centred on King John's Castle and St. Mary's Cathedral. The development of the LSMATS has been underpinned by the core aim to transport as many people as possible into the City Centre by sustainable modes in order to facilitate its growth, its revitalisation and the maintenance of its pre-eminent role in the region.
There are two distinct but interrelated overarching objectives for Limerick City Centre, which the LSMATS must support. The first relates to the redevelopment of several derelict and under-utilised sites of significant scale in the City Centre. The second is the requirement for the protection and enhancement of its built heritage and the public realm.
In meeting the first objective, the LSMATS will serve and make possible the redevelopment of the lands at Colbert Station; the Opera Site; the Cleeves site; the Hanging Gardens, and the multitude of under-utilised and derelict sites in the City Centre by significantly increasing the capacity of the transport network to bring workers, shoppers, and visitors into the City. In relation to the second objective, the LSMATS, by transforming the streets of the City Centre itself, through significant investment in pedestrian and cycle infrastructure, and by addressing the dominance of motor vehicles, will facilitate the protection and enhancement of its built heritage and the public realm. Thus, making the City Centre a far more attractive place for people and families to live in, to work in and to visit.
The LSMATS proposes a comprehensive public transport network across the LSMA and a high-quality cycle network which will support Transit-Oriented Development to emerge at key points where accessibility is maximised. This will allow for the close integration of housing development and other land uses with sustainable transport provision. Appropriate locations for higher density housing would therefore include Colbert Station and potential suburban nodes at Moyross, Parkway and other points along the public transport network. Such an approach would have the benefit of reducing the need for land to be zoned in locations that are not planned to be served by high-capacity public transport. This would be in accordance with Regional Policy Objective 10 of the Regional Spatial and Economic Strategy for the Southern Region seeks to achieve compact growth in Metropolitan Areas where development can be served by public transport, walking and cycling.
Limerick Regeneration is a multi-agency, cross-sectoral programme to address social disadvantage in four areas of the City. Transport is but one element that can contribute to this, but it is an important one. The key issue here is access to employment and services and how best to reduce the sense of physical isolation through transport interventions. The core measures that the NTA can bring to disadvantaged areas under the auspices of the LSMATS, in conjunction with Limerick City and County Council, are as follows:
It is the view of the NTA that the provision of better physical connections via transport, between the regeneration areas and the City Centre, areas of employment, further education and other locations within the Metropolitan Area will help overcome some of the most serious aspects of deprivation related to accessibility and social mobility. The implementation of the LSMATS and the application of its principles at the local level, by the NTA and Limerick City and County Council will deliver the sustainable transport elements of the regeneration programme.
In addition, the LSMATS frames the on-going investment in transport links to Shannon and the Metropolitan Towns as well as the Local Link programme. Combined, these investments can address some of the transport disadvantage experienced across the LSMA, including the rural areas.
The urban environment in Limerick, Shannon and the Metropolitan towns and villages is dominated by the requirements to serve movement by private car. There are few, if any, true refuges for pedestrians and cyclists, and there is an absence of coherent priority for public transport. Public open spaces and places to relax and sit down are lacking. This has a disproportionate adverse impact on those with mobility impairments, the elderly and the socially disadvantaged. The manner in which the urban realm is set out and designed is a key indicator of the social, cultural and environmental health of a city or town. While actions are underway to address some of these issues, the LSMA does not currently present a healthy image in this regard. The LSMATS can play a key role in changing this image in 3 ways:
Through the investment in public transport infrastructure and vehicles and in improvement of the urban environment, the NTA is committed to implementing a Universal Design approach. Transport is aimed at serving all sectors of society and people's access to opportunities to work, get an education or partake in other activities should not be compromised by the design of the transport environment or transport vehicles. The LSMATS is underpinned by the on-going work of the NTA in improving the interface between the transport system and persons with physical and intellectual disabilities, in particular the following:
The LSMATS seeks to respond to the economic, social and cultural requirements of the LSMA in the following ways:
To achieve the transport vision for the LSMA based on the above 7 pillars, we require a number of strategic objectives which translate these overarching considerations into on-the-ground transport measures. These objectives are required in order that the performance of the LSMATS can be appropriately appraised against specifically transport-related indicators (see adjacent figure). The Strategic Transport Objectives of the LSMATS are as follows:
Part B of this Report sets out the Strategy to meet these objectives, based on the above 7 pillars. The remaining chapters of Part A describe the study area context; the requirements of the LSMATS in terms of other government policies; and the manner in which the LSMATS was developed.
The private car is the dominant mode of travel, but there is a strong walking culture already present within the city. Cycling and public transport have a low mode share.
The LSMA includes:
The LSMA covers 387km2, and has a population of over 132,400 (CSO, 2016). This is made up of approximately 96,800 residents within the Limerick City and Suburbs boundary as defined by the CSO.
Limerick City is the largest urban centre in Ireland's Mid-West Region and the third largest city in the State. Shannon is a significant employment centre with assets such as Shannon International Airport and Shannon Free-Zone. Limerick City and Shannon are interdependent, with their complementary functions contributing to a combined strength which is a key economic driver for the Mid-West Region.
The LSMA is home to four third-level education institutions:
LIT has third level facilities in Ennis which attracts students from the wider area including the LSMA.
The LSMA is served by:
The residential population within the LSMA is concentrated mainly within Limerick City Centre and suburbs while less than 25% is distributed throughout Shannon, other towns, villages and rural areas.
The distribution of the population within Limerick City extends slightly further east-west than north-south (roughly 10km east-west from Caherdavin to Annacotty and 8km north-south from Corbally to Raheen). Similarly, population distribution in Shannon extends further east-west (roughly 4km) than north-south (less than 1.5km).
Many of the main employment centres are clustered together outside of the City Centre, such as Raheen, National Technology Park and University of Limerick. There are also a number of light industrial parks and out-of-town retail outlets such as Parkway Shopping Centre.
Shannon Airport, Free Zone and Town Centre are significant employment centres.
There are 415,000 trips originating within the LSMA on average each weekday (over 24 hours).
The category 'all other trip purposes' makes up the highest percentage of trips in the morning peak, representing 37% of the total. This is followed by trips to places of education (34%) and commute to/from work trips (26%).
'All other trip purposes' refers to shopping, leisure, business and visiting friends or family and represents 51% of all trips over the course of the whole day.
The majority of travel demand is internal for Limerick City and suburbs and Shannon, with 89% and 68% respectively of morning peak trips having both their origins and destinations in these two areas respectively. Almost half of the trips originating from the Metropolitan Area have their destination in Limerick City and suburbs and about 10% in Shannon. Limerick City is the destination for 8% of trips originating in the Mid-West as a whole and Shannon for 2%.
Whilst outside the Study Area, towns such as Ennis, Newport, Ballina, Tipperary Town and Nenagh have a functional relationship with urban centres in the LSMA due to it being the key economic driver of the Mid-West region. The Strategy includes a number of proposals to improve connectivity with the wider region beyond the LSMA including bus, rail, cycle and road infrastructure and services to cater for these travel patterns.
The current limitations of public transport and cycling provision in the LSMA are reflected in the low mode share for sustainable travel modes. The overall LSMA mode share for the 24-hour demand is as follows:
The LSMA network, operated mostly by Bus Éireann, offers a reasonably extensive coverage of the City. Most of these services are cross-city radial routes, three of which terminate in the City Centre. Dublin Coach operates two further city bus services.
The frequency of services in Limerick City and suburbs varies across the network and there are only two 'high-frequency' routes (generally every 15 to 20 minutes). These are Route 302 from Caherdavin to City Centre and Route 304 from Ballycummin to UL. The remainder low-frequency bus services have a higher concentration in the south of the City, reflecting the distribution of population.
Limerick City Centre has an extensive one-way traffic system that has a negative impact on public transport operations as bus routes are separated on inward and outward legs. This can be confusing for infrequent bus passengers and visitors to the City unfamiliar with the bus network. Certain bus routes are also separated due to restricted road widths.
In addition to the city services, there are several regional Bus Éireann services providing links from different settlements within the wider County Limerick to the LSMA as well as from counties Clare, Offaly, Tipperary, Cork, Kerry, Galway, Waterford and Dublin. The Ennis-Shannon-Limerick bus services is of vital important to the commuter corridor. These regional bus services operate from Colbert Station.
Further regional bus services are provided by the private operators CityLink, Dublin Coach, Kelly Travel and Kenneally's Bus Service to Galway, Cork and Dublin. These regional services operate from Arthur's Quay and third level institutions.
In Shannon, only one low-frequency bus service serves the town centre and provides connections to Limerick Colbert Station, Ennis Bus Station, Bunratty, Shannon Airport and infrequent connections to Sixmilebridge. Bus routes operating within Shannon and Environs provide connections to Shannon Airport and Shannon Industrial Estate.
Rural transport services are provided by the NTA across the LSMA as part of the Local Link Limerick-Clare service.
Limerick City has a number of InterCity services providing direct rail connections from Limerick Colbert train station to Ennis and Galway and connections via Limerick Junction to Dublin, Cork, Clonmel, Tralee and Waterford.
Limerick has the highest number of connections from Dublin, most of which are provided via an interchange at Limerick Junction on the Dublin-Cork line.
Castleconnell to the east of the LSMA, has three direct services a day to Limerick Colbert on the Ballybrophy-Limerick line. Other destinations on this line include Nenagh, Cloughjordan and Birdhill in Co. Tipperary.
The plaza around Colbert Station was recently upgraded which enhanced the station environment. However, the station lacks a clear and obvious connecting pedestrian route to the City Centre.
There is no rail line serving Shannon, with the closest station located in Sixmilebridge, approximately 6km east of Shannon town centre. Bus route 343 operated by Bus Éireann provides an infrequent connection between Shannon Town Centre and Sixmilebridge station. It is noted that the Shannon Town and Environs Local Area Plan includes and objective to link Shannon with Sixmilebridge station via a direct shuttle bus in the short-term.
A freight rail line between Limerick and Foynes Port has been inactive since 2001.
The existing network contains many barriers to cycling, both real and perceived, natural and built. The primary natural barriers to cycling are the watercourses including the River Shannon, the Abbey River, the Mulkear River, the Ballynaclogh River and the Park Canal. Of these watercourses, the River Shannon is the principal natural barrier to movement. There are currently 3 vehicular bridges crossing the River Shannon from the west, Caherdavin area. None of these bridges currently provide dedicated cycle facilities. The potential to retrofit these bridges is limited due to their width.
The LSMA also contains a number of built infrastructural barriers to cycle movement. These include three railway lines, a motorway/dual carriageway on which cycling is prohibited, one-way and circuitous routes, junctions with little or no provision for cyclists, e.g. large diameter, multi-lane roundabouts and high traffic volumes and speeds.
One of the most recent improvements was the public Bike Share Scheme introduced in 2014 and that currently comprises 23 stations and 215 bikes across the City Centre.
There are many Advanced Stop Lines (ASLs) provided throughout the City Centre which are marked beyond the stop line for general traffic to give cyclists some priority at junctions.
The Southern Environs Local Area Plan 2011-2021 (LAP) sets out a cycling strategy proposal to extend the network. Placing an emphasis on routes to places of education, recreation and shopping areas. Target locations to be linked by the proposal include Raheen, Dooradoyle, the Crescent Shopping Centre and Limerick City. Mungret-Loughmore, which is defined by the LAP as a primary development area, has a partially constructed cycle lane extending along the Regional Road R859 from Quinn's Cross to Mungret Village.
Shannon's cycle network is very limited and lacks consistent cycling infrastructure. There is limited cycle parking and few cycle lanes, the main one being located along the R471, between Shannon Town Centre and Ballycasey Cross. There are also on-road cycle lanes on parts of the R458 to Ennis. The Shannon Town Green Infrastructure Plan published in 2013 contains proposals on developing the town's cycling infrastructure.
Euro Velo-Route 1 passes through parts of the LSMA at Sixmilebridge, Meelick and into Limerick City on regional and local roads, including Condell Road.
Walking levels and the quality of the pedestrian environment vary considerably across the LSMA. This reflects differing intensities of land use, changing movement and place priorities and community severance caused by physical barriers such as waterways and heavily trafficked vehicular routes.
The quality of the pedestrian environment in the City Centre has improved in recent times following the partial implementation of a public realm strategy and the pedestrianisation of some streets.
The pedestrian network in Shannon and its environs is shaped by the development pattern of both residential and industrial areas, typical of suburban locations. This pattern tends to reduce permeability and requires pedestrians to walk longer distances than necessary to reach their destinations, though permeability around schools has improved in recent years. Existing pedestrian paths have adequate widths and provide protection from motor vehicles, especially near the Sky Court Shopping Centre and within residential areas. The overall pedestrian network is often interrupted or limited by main roads, on-street and off-street parking and grass verges. In some cases, pedestrian paths are provided only on one side of the street. There is also a lack of active frontage with many buildings set back from the footpath which can make an area feel unsafe and reduce its attractiveness.
Across the LSMA, cars parked illegally on the footpaths and at dropped kerbs is a recurring issue, reducing sightlines and forcing pedestrians including those with mobility impairments onto the carriageway. Other barriers to walking and access to public transport for people with disabilities and push chairs, include insufficient crossing times at signalised junctions, street clutter and a lack of public seating and toilets.
Recognising the importance of pedestrian movement in meeting the transport requirement of the LSMA, a key objective of the Strategy will be to improve the quality of the pedestrian network and environment to support safer and higher levels of walking and accessibility to services and other forms of transport.
The LSMA is served by an existing well-developed road network.
The movement of goods and services to and from the LSMA is supported by the strategic road network comprising:
The N18 is tolled between Junction 2 and Junction 4 on the outskirts of Limerick City. Analysis on tolled traffic growth carried out by TII in 2015 suggests that higher congestion levels in Limerick City results in a transfer of HGV traffic to the N18 Limerick Tunnel. Other studies, however, suggest the diversion of HGV traffic to the City Centre to avoid the toll.
HGV traffic in Limerick shows strong links between the areas of the M7 north and south, the section of the N18 between the M7 and N69, and local roads between City Centre, Dooradoyle, Castletroy and Garryowen. The highest levels of HGV activity take place during the inter-peak period.
Maintaining the capacity of the strategic roads with appropriate levels of service is of critical importance for growing the economy of LSMA.
Whilst there is significant capacity in parts of the strategic road network, there are also high volumes of traffic in certain areas resulting in congestion at pinch-point locations including the Newport (Mackey) Roundabout, Ballysimon and Shannon.
The LSMA lacks a strategic orbital corridor to the north of the City which often results in strategic traffic and HGVs routing through the City Centre including the N18 (Shannon Bridge) and Dublin Road.
The enhancement and management of the road network for the movement of strategic traffic will be an important aspect of the LSMA's future transport system.
The local road network provides access to local services and links communities. The current local road network has evolved over many years but remains unsuitable for the efficient movement of people and goods.
Congestion is experienced during peak periods within the City Centre and on radial routes. Traffic congestion and delays will inevitably rise with future growth if the current dependence within the LSMA on the private car is not addressed. The objective of the strategy will be to manage congestion to achieve an effective, sustainable and efficient transport system.
There have been several recent improvements to the transport supply within the LSMA in recent years including:
The Limerick-Shannon Metropolitan Area Transport Strategy will be instrumental in the regeneration and transformation of Limerick City and the wider Limerick-Shannon Metropolitan Area.
Limerick must meet the challenge of becoming a beacon city in Ireland by achieving real behavioural change in terms of perception and use of sustainable transport.
In preparing the LSMATS, the NTA took into account a vast array of policies, guidelines, plans and programmes of a large number of international, national, regional and local government bodies and agencies. These included the UN Sustainable Development Goals, the Climate Action Plan 2021 and recent climate action legislation.
This chapter focuses on a key input into the Transport Strategy – the Climate Action and Low Carbon Development (Amendment) Act 2021, which sets out emissions reduction targets on a statutory basis.
Detail is also provided on the two primary statutory policy documents which, from a policy and integrated planning perspective, have most directly framed the Strategy:
In July 2021 the Climate Action and Low Carbon Development (Amendment) Act 2021 was signed into law. This Act establishes the following national climate objective:
“The State shall, so as to reduce the extent of further global warming, pursue and achieve, by no later than the end of the year 2050, the transition to a climate resilient, biodiversity rich, environmentally sustainable and climate neutral economy.”
To achieve that objective the Act sets out a number of actions. These include:
The Act provides that the first two five-year carbon budgets should equate to a total reduction of 51% over the period to 2030, relative to a baseline of 2018. While that overall target has not yet been disaggregated into sectorial targets, it is understood that the transport sector will be required to achieve this 51% reduction in full.
This is a highly significant and challenging target, which will fundamentally guide and direct transport provision and use in Ireland over the next decade. Achieving this target will require a major transformation in transport patterns, focused on increasing travel by sustainable modes and reducing travel by petrol/diesel powered vehicles.
The Climate Action Plan 2021 (Government of Ireland 2021b) sets out at a National Level how Ireland is to halve its emissions by 2030 (51% reduction) and reach net zero no later than 2050. The Climate Action Plan is a road map to delivering Ireland’s climate ambition and there are 475 actions identified that extend to all sectors of the economy aiming to transform Ireland to a low carbon nation over the next three decades.
With regards to modal shift the Climate Action Plan 2021 sets out that:
The proposed pathway in transport is focussed on accelerating the electrification of road transport, the use of biofuels, and a modal shift to transport modes with lower energy consumption (e.g. public and active transport)
Promoting more sustainable travel modes is seen as critical for climate policy. It offers an opportunity to ‘improve our health, boost the quality of our lives, meet the need of our growing urban centres and connect our rural, urban and suburban communities’.
The key targets to meet the emissions reduction include:
ICE reduction measures include:
LSMATS supports a number of transport specific Measures identified in the Climate Action Plan to deliver its targets, including the following major projects:
The NPF is a strategic development framework that sets out the long-term context for Ireland's physical development and associated progress in economic, social and environmental terms until 2040. These are set out under a number of National Strategic Outcomes and Priorities, as illustrated in Figure 4.1.
Limerick is projected to grow with at least an additional 55,000 people by 2040 to support a minimum population of 145,000.
The NPF provides a policy on renewing and developing existing settlements and infill brownfield sites, rather than continuous expansion and sprawl of cities and towns into the countryside, at the expense of town centres and smaller villages. It sets a target of at least 40% of future housing development to be within and close to the existing 'footprint' of built-up areas.
The 2040 LSMATS land use scenario was developed by the NTA in collaboration with both Local Authorities.
The NPF estimates that the population of Ireland will increase by approximately 1 million people by 2040 with a requirement of an additional 600,000 jobs and a minimum of 500,000 additional homes.
The NPF recognises the role that Limerick and the other regional cities of Cork, Galway and Waterford have to play in providing a counterweight to Dublin and assigned a minimum population growth forecast of 50-60% to each regional city.
The various policies within the NPF are structured under National Policy Objectives (NPOs). NPOs were developed following extensive analysis and consultation and set a new way forward for regional and local planning and sustainable development policy in Ireland. The NPOs have been used as the basis to develop the land-use growth targets and distribution of growth for LSMATS, along with the core strategies within Limerick's City and County Development Plans, Clare County Development Plan and relevant Local Area Plans.
The key NPOs relevant to the development of LSMATS include:
Key transport growth enablers include:
The NDP sets out the investment priorities that will underpin the successful implementation of the NPF up to 2030, at which point it will be reviewed and updated.
National Strategic Outcomes (NSO) defined by the NPF, have been incorporated into the NDP with further investment details. Projects relevant to the Strategy are summarised as follows:
Map showing the Limerick Proposed Public Transport Network
The existing rail network runs by Sixmilebridge, Cratloe, Moyross, Corbally, Parkway, Colbert station and Ballysimon.
Future rail lines run from Mungret through Dooradoyle to Colbert Station and coming from the south through Raheen and Kilteragh to Colbert Station. An additional future rail line will run from Shannon Airport through Shannon Buisness Park and Shannon to Cratloe.
Additionally the map shows a dense net of bus routes around Limerick.
Under the Planning Acts, the Regional Spatial and Economic Strategy (RSES) addresses, inter alia, the following matters:
The final RSES was published in January 2020 by the Southern Regional Assembly (SRA). The NTA worked closely with the SRA in the development of the RSES in order to ensure that land use and transport planning in the SRA and LSMA are aligned at the regional and metropolitan level and that the objectives of both organisations are consistent with each other. This liaison continues in the implementation of both the RSES and LSMATS.
The RSES is a regional-level framework to ensure improved coordination in planning and development policy across local authority boundaries is underpinned by the NPF and NDP.
As part of each RSES, MASPs for the key cities are required to focus on specific city and metropolitan-wide issues. The LSMATS is based on the many objectives of the RSES and MASP as a whole. The following section sets out only those of most relevance.
The NPF 2040 is translated at a regional level through the Regional Spatial and Economic Strategy (RSES) for the Southern Region and the Metropolitan Area Strategic Plan (MASP). The LSMATS must be consistent, as far as practicable, with the regional objectives set out in the RSES and MASP and will play a significant role in their implementation.
In order to ensure this consistency and to facilitate close integration between land use planning and transport planning a close and iterative relationship between the NTA and Southern Regional Assembly has been established.
In addition to setting out Regional Strategic Outcomes (RSOs), which are aligned with the National Strategic Outcomes (NSOs) in the NPF, the RSES also identifies regional assets, opportunities and pressures and provides appropriate policy responses in the form of Regional Policy Objectives (RPOs), as outlined in Figure 4.2.
These RPOs, underpinned by the NPF, provide a strong framework for the LSMATS to shape the distribution of growth targets integrating land use and transport planning. Goal 2 of RSES is: Excellent Connectivity and Sustainable Mobility, which aims to achieve successful integration between land use and transport planning, achieving sustainable higher densities and appropriate uses at nodes serviced by public transport networks.
RSES Regional Policy Objective (RPO) 10 outlines objectives around Compact Growth in Metropolitan Areas:
The Limerick Shannon MASP Policy Objective 14 supports an application for the designation and subsequent development of the South Clare Economic/UL proposed Strategic Development Zone (SDZ), subject to the provision of the Planning Act and all environmental considerations. The RSES describes this has an exemplar project enabling an early win in the balanced regional development strategy set out in the NPF.
Chapter 6 of the RSES addresses the role of transport networks to improve the sustainable movement of people and goods. Chapter 6 acknowledges that transport has a major impact on quality of life, community interaction, economic prosperity and environmental quality, as well as the distribution of population, employment, education, socio-economic and cultural uses.
Within Chapter 6 there are a number of RSES Policy Objectives which LSMATS promotes and/or is consistent with, including:
In addition, Section 6.3.6.4 of the RSES sets out the key priorities for LSMATS as follows:
The following MASP policy objectives are also relevant:
The RSES also identifies a number of National Enablers which are relevant to LSMATS including:
The following policies and plans have also been taken into account in a number of ways in preparing the LSMATS. They have assisted in crafting the strategy’s aims and objectives, provided direction in terms of future land use patterns, set out overarching government policies, and provided detailed guidance on how best to deliver the transport strategy.
A detailed analysis of all policy documents relevant to LSMATS is outlined within the supporting LSMATS Baseline Conditions and Policy Review Report.
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Map showing the Study Area and Existing Transport Network
The study area includes Shannon in the Northwest, Sixmillbridge, Ardnacrusha in the North and O'Briensbridge in the Northeast, Patrickswell in the South and is bounded by the Maigue river in the Southwest. Important roads are:
The main railway tracks connect Ennis in the Northwest and Nenagh in the Norheast with Limerick.
Key Growth Enabler for LSMA: Provision of a citywide public transport network, with enhanced accessibility from the City Centre to the National Technology Park, UL and Shannon International Airport.
LSMATS has been developed by the NTA in collaboration with Limerick City and County Council, Clare County Council and Transport Infrastructure Ireland.
LSMATS was developed in an iterative manner in order to provide a transport network which supports the population and employment growth planned for Limerick, Shannon and Environs under the NPF to 2040.
The approach applied in developing the LSMATS was as follows:
The provision of a significantly enhanced public transport network within the LSMA was a key priority for the Strategy. To help in the early development and assessment of options, an 'idealised' public transport network was developed, based on six guiding principles that are inherent in all successful public transport networks:
The adoption of the principles outlined above will result in an attractive, public transport service that produces a realistic alternative to the private car.
Key strategic public transport corridors and supporting public transport services for the wider LSMA were identified, underpinned by these principles.
Once a high-level indicative network was identified, more detailed analysis and specific considerations for the public transport network were considered at a corridor level.
Within each specific corridor, the public transport proposals were developed based on the identified public transport demand from the 'idealised' network analysis. Further details on the methodology employed can be found in the accompanying Demand Analysis Report and Transport Options and Network Development Report.
The identification of the appropriate infrastructure to service the demand levels was based on a typical range of public transport capacities, in passengers/ per hour/ per direction (pax/hr/dir), that can be achieved by various public transport modes.
This approach gives an appropriately scaled public transport network that has the flexibility and scalability to adapt to changes in travel demand levels and distribution.
Based on the radial demand and the orbital demand, the proposed route, service type, service frequency and level of priority was developed for each corridor.
The future public transport network structure will have a number of components that will best provide for future public transport demand within the LSMA:
The development of the Cycle Network will be fundamentally based on the proposals contained within the Limerick Metropolitan Cycle Network Study and the Shannon Town and Environs LAP 2012-2018 with additional planning work required to deliver a full LSMA cycle network.
The Walking Network focused on the existing Limerick Municipal District Movement Framework, Shannon and Environs Local Area Plan and Development Plans and Local Area Plans from both Local Authorities. These plans were reviewed to ensure integration and alignment with the proposals for the cycle, public transport and road network.
A review of the Road Network demand, which includes road network travel demand from beyond the LSMA, was undertaken to determine the requirement for road network improvements. National, Regional and city road networks were considered.
A review of currently proposed road network infrastructure was undertaken and aligned to policy and demand needs within the LSMA. The road network was also reviewed with the aim of aligning road network provision with public transport, walking and cycling provision.
The network approach as outlined above can best serve the current and future land-use trend in the LSMA. It would represent an integrated public transport network offering residents of, and visitors to, the LSMA end-to-end access to high-quality services plus the ability to conveniently access more destinations than the existing network would allow.
Strategy Outcomes include:
The preparation of LSMATS is subject to Strategic Environmental Assessment (SEA). Article 1 of SEA Directive (2001/42/EC) states that the "objective of this Directive is to provide for a high level of protection of the environment and to contribute to the integration of environmental considerations into the preparation and adoption of plans and programmes with a view to promoting sustainable development, by ensuring that, in accordance with this Directive, an environmental assessment is carried out of certain plans and programmes which are likely to have significant effects on the environment".
Appropriate Assessment (AA) is a requirement of the European Union (EU) Habitats Directive (92/43/EEC) on the conservation of natural habitats and wild flora and fauna, as transposed into Irish law through the European Communities (Birds and Natural Habitats) Regulations 2011, which consolidates the European Communities (Natural Habitats) regulations 1997 to 2005 and the European Communities (Birds and Natural Habitats) (Control of Recreational Activities) Regulations 2010.
The NTA recognises that it is imperative for the Strategy to be developed in a collaborative and informed manner and is committed to ensuring this continues through the lifecycle of the Strategy and its implementation.
The Public Consultation period on the Draft Limerick Shannon Metropolitan Area Transport Strategy (the draft Strategy) initially ran from the 2nd September to the 16th October but was extended until the 30th October 2020. The extension reflected the difficulties presented by restrictions placed on public gatherings and travel during the Covid-19 pandemic and conflicts with the consultation period on the Limerick City and County Development Plan. This time extension allowed for greater participation from stakeholders and the wider public.
Throughout this period, members of the public, relevant respondents and interested parties were invited to share their views and opinions on the draft Strategy, its associated supporting documents and the Strategic Environmental Assessment (SEA) Environmental Report and Appropriate Assessment (AA) Natura Impact Report.
The draft Strategy was launched on 2nd September 2020 by means of virtual events for the media and for elected representatives of Limerick and Clare.
Following the consultation launch, the draft Strategy and supporting documents were made available to download from the NTA's website and a range of communication tools were used to generate awareness and interest through the consultation period
In addition to the launch events, the Project Team took part in a number of virtual events over the course of the public consultation period to publicise the draft Strategy and to enable Elected Members, stakeholders and interested members of the public to make more informed submissions.
A total of 112 submissions were received and following a review of all feedback, a number of key themes emerged as follows:
All written feedback received during the public consultation process has been acknowledged, recorded and summarised in the separate LSMATS Consultation Report.
The NTA has listened to the queries received and the views expressed by respondents throughout the consultation period. The feedback received was considered and the Strategy reviewed and updated to incorporate this feedback where appropriate in the following main ways:
As such, it is the view of the NTA that this revised draft, and the process that the NTA undertook in crafting it, has fully considered the views expressed during public consultation. Moreover, the level of analysis undertaken throughout 2021 means that the policies and objectives of the revised Draft LSMATS have now been subject to full appraisal for a second time and are therefore particularly robust. Finally, the revised Draft LSMATS fully reflects latest Government policies and objectives which have emerged since the publication of the first draft as they relate to transport investment priorities.
The first draft of the Limerick Shannon Metropolitan Area Transport Strategy was finalised for publication in early March 2020 as the impacts of Covid-19 were beginning to be realised in Ireland. The challenges for transport during this period remain. The NTA responded to these challenges across the country by maintaining a high frequency of public transport services when the permitted capacity was reduced, and continued to facilitate the safe on-going management of travel demand in line with Government guidelines and advice. At all stages, the health of staff and passengers was of paramount importance in the decision making process.
Across our towns and cities, including Limerick, the NTA distributed significant funding to develop temporary schemes to facilitate travel during the period of social distancing, via extended footpaths; enhanced cycling facilities; increased space at bus stops etc. These measures have helped people to travel safely.
There has been a lot of debate about how Covid-19 will permanently alter our way of life; that it may lead to a reduction in the daytime population of our large towns and cities as technology facilitates working from home; that the trend towards online retailing will accelerate and that online teaching will become a significant part of school and college life. At this point in time, there continues to be a large degree of uncertainty as to how the pandemic will affect our travel patterns, or indeed our settlement arrangements, in the long-term.
It is our intention, however, to continue to plan for an environmentally sustainable future in relation to transport. As such, the LSMATS will provide the transport system to serve the NPF objectives in relation to consolidation of our towns and cities; will promote public transport as a major contributor to a zero carbon transport system; and will meet the increased demand for safe and attractive walking and cycling infrastructure.
In relation to the appropriateness and viability of the LSMATS in the context of a post-Covid world, during the period since the publication of the first draft, the NTA developed an alternative future demand scenario which tests the robustness of the Authority's projects, plans and programmes. This approach provides a spectrum of potential transport patterns against which the Strategy can be validated. The appraisal of the alternative future demand is based on a reduced demand for travel according to the following:
The NTA is satisfied that the above robust approach fully accounts for the potential long-term impacts of the Covid-19 pandemic in line with the best information available at present. The results of this alternative future demand test, as applied to the LSMATS, are set out in the accompanying Modelling Report. The analysis shows that in a scenario where there is a reduced demand for travel, there is still a requirement for investment in sustainable transport infrastructure, in particular bus priority, cycling facilities and an improved walking environment.
In terms of the implementation of the LSMATS, travel patterns and trends are constantly monitored by the NTA and our partner agencies, and this information will be used as an input into the planning and design of major transport investment schemes provided for in LSMATS. As the immediate transport impacts of Covid-19 through 2020 and 2021 settle into medium and long-term impacts, the NTA will respond and ensure our monitoring and analysis remains up-to-date.
Graphic highlighting key facts and outcomes for walking.
56 million annual walking trips. 33% Walking Mode Share (This is the 2040 target for the LSMA, rather than the modelled outcome.) 105% increase in walking trips to city centres betweeen 2016 and 2040. 50% increase in footfall on O'Connell Street. 41,000 walking trips made in the AM peak period.
Improved accessibility to Public Transport. Enhanced Wayfinding System. Lower Speed Limits in town centres and in Limerick City Centre. 57km of greenways. Narrower Carriageways and junctions.
Universal Design. Safer Routes to School. More Pedsetrian areas and links. Reduced Waiting times at pedestrian crossings. 20 minutes of activity a day reduces the risk of heart disease, type 2 diabetes and some cancers by at least 20%. Estimated €50 million investment including elements of BusConnects.
Encouraging walking and cycling, linked to easier access for a broad range of ages and abilities, will ensure liveliness and interaction on streets, thereby increasing vibrancy and improving commercial and retail activity.
All journeys begin and end by walking irrespective of other modes used. Everyone is a pedestrian at some point in their day. Though often undervalued, walking links all modes of transport and is therefore critical to achieving the aims of the Strategy. The pedestrian environment must be safe, accessible, interesting and attractive for pedestrians of all ages and abilities.
The NTA is currently beginning to roll out a highly ambitious programme for the development of pedestrian infrastructure nationally. Active Travel teams are being established within the local authorities to develop and implement projects in this area. These resources will be funded via the NTA and will be charged with the implementation of improvements to the pedestrian offer in the LSMA. This new structure will complement and augment the existing grants programme which the NTA administer in the regional cities.
Walking has been proven to bring significant social, economic, environmental, and health and well-being benefits to society.
Despite these benefits, a range of barriers to walking are evident throughout the LSMA. These include, but are not limited to:
There is significant opportunity to capitalise on recent momentum and recent proposals. These include:
The key outcomes for walking are as follows:
The overarching principles and objectives identified in documents such as the Limerick Metropolitan District Movement Framework and Shannon and Environs Local Area Plan 2012-2018 have been integrated with this Strategy.
It is the intention of the NTA and the local authorities to:
Whilst Limerick City Centre's historic core is compact, pedestrian access is inhibited in some areas by a limited number of pedestrian bridges over the River Shannon, substandard crossing facilities, wide multi-lane one-way streets and high volumes of vehicular traffic and speeds on approach roads. Limerick City Centre has significant potential to enhance its walkability due to its favourable flat topography and recent public realm improvements including pedestrian priority areas and improved crossing facilities.
Considerable growth within Limerick City Centre is envisaged up to 2040. It is understood that a number of projects such as the Digital District, Opera Site, Cleeve's Site, redevelopment of Arthur's Quay and Living Georgian City Project will be progressed over the lifetime of the Strategy. These developments will attract increased pedestrian activity across the City meaning that an uplift in the quality of the pedestrian environment is required.
Walkability improvements envisaged for the City Centre over the lifetime of the Strategy include:
In 2019, the redesign of O'Connell St. was approved by Limerick City and County Council, which will provide for a much-enhanced pedestrian environment on the street.
In 2015, Limerick City and County Council published the Design and Public Realm Code for the Limerick Regeneration Areas to complement the Regeneration Framework Implementation Plan. It provides guidance on design of streetscape and street permeability with a focus on Southill, Ballinacurra Weston, St. Mary's Park and King's Island, and Moyross.
It is the intention of the NTA and the local authorities to:
The following routes connect residential areas to key areas of employment and third-level education in Limerick City Centre and suburbs. It is envisaged that these will be upgraded in tandem with BusConnects and enhance the pedestrian (and cycle) network to enable greater levels of walking commuter trips or as part of linked-trips with public transport.
The routes include, but are not limited to:
Limerick City and County Council have secured funding for a World Class Waterfront Project which proposes to transform the quayside of Limerick City. A new pedestrian/cycle bridge over the River Shannon is proposed as an element of this Project, as well as bridges over the Abbey River.
Until relatively recently, the pedestrian network in Shannon and its environs has been shaped by development layouts that have favoured movement by private vehicles over the pedestrian, which has resulted in an unattractive environment. Wayfinding in Shannon can be confusing due to an unclear hierarchy of streets, a lack of active frontage and visual cues such as landmarks and gateways. The emerging Shannon Town Centre Masterplan and Shannon Mobility Plan will seek to address these issues.
Given the high level of out-commuting experienced in the Metropolitan towns, walking should be promoted as part of linked trips with public transport. The pedestrian environment around bus stops and train station should be improved in Cratloe, Shannon, Sixmilebridge and other metropolitan town and village centres. These will be undertaken in tandem with land use proposals that consolidate village centres, strengthen their place function and reduce the ribbon-development patterns evident in villages like Clarina and Patrickswell. LAP objectives for the pedestrian environment for Castleconnell, Askeaton, Castletroy and Patrickswell are supported by LSMATS.
It is the intention of the NTA and the local authorities to:
The challenges for Shannon into the future include the need to reform and recreate pedestrian linkages between existing and new development, such as the Shannon Free Zone and residential areas, by improving:
Shannon Town and Environs Local Area Plan proposes a Placemaking Framework which seeks to address these issues through the creation of a central square and a series of key nodes and routes. Clare County Council recently transformed the existing Shannon park woodlands and the adjacent Rineanna Park into a flagship Town Park. Further improvements in line with the LAP are envisaged over the lifetime of the Strategy.
Sixmilebridge has a compact town centre, however, the pedestrian environment is of mixed quality and car dominated. The focus will be on improving the connection between the train station and the town centre. Streetscape improvements, and infill development with active frontage and improved connectivity for pedestrians across the river should be undertaken to improve overall north-south connectivity.
Bunratty village centre is located off the N18, along the Local Old Bunratty Road. The village is a major tourist destination within the LSMA due to the Bunratty Castle and Folk Park. Roadstone Wood Quarry is also located along this road, resulting in HGV traffic routing through the town.
To accommodate the projected visitor numbers, the public realm along the Old Bunratty Road and towards the visitor centre needs improvement including the upgrade of footpaths and crossing facilities.
The pedestrian environment in Cratloe is challenging due to the dispersed, sprawling nature of services and residential areas along the R462, and as a result lacks sense of place. The focus should be on strengthening the village centre between Wood Road and Cratloe Cross and improving the streetscape in this area would improve pedestrian safety and comfort, create a sense of place and enhance connectivity to public transport.
The focus for pedestrian improvements should be on creating a village centre and strengthening walking connections and permeability between residential areas, retail and community facilities. The quality of the pedestrian linkages towards Shannonbanks and Westbury will also be improved.
The village of Clonlara has developed over time along a crossroads, resulting in linear development. The focus should be to consolidate development around the village centre, strengthen the gateways on the approach into the village and improve the junction geometry at the intersection of Springfield and Church Fields to calm traffic and improve the pedestrian environment.
The focus for improving the pedestrian environment in Parteen should be to consolidate land use around a village centre. Improvement to walking conditions and permeability between the national school, Scoil an Phairtin, and surrounding residential estates should be strengthened. The quality of the pedestrian links westwards towards the northwest of the city and eastwards towards Shannonbanks and Westbury will also be improved.
The RSES contains an objective to support the designation and subsequent development of the lands north of University of Limerick, subject to the provisions of the Planning Act and other considerations as the South Clare Economic SDZ. LSMATS proposes that an Area Based Transport Assessment should be carried out for the proposed SDZ to ensure the creation of permeable and walkable neighbourhoods from the outset that minimise car use.
Patrickswell Village Renewal Scheme was developed in 2016 and consisted of proposals to upgrade the public realm, remodel the layout of the Main Street to improve traffic management and provide a safe walking environment for pedestrians.
Patrickswell LAP has an objective to retrofit and safeguard the permeability of residential and amenity areas to each other and the town centre. LSMATS supports this objective to achieve increased permeability. It also contains an objective to implement an off-road footpath and cycleway along the River Barnakyle.
As part of improvements to the wider UL area, the pedestrian environment in Annacotty will be enhanced.
The focus for Clarina will be to discourage further dispersed linear development, as a means of ensuring future residents live within walking distance of services.
In accordance with the Castleconnell LAP (extended to 2023), the focus for Castleconnell is to enhance its natural and built environment, consolidate development around the village core and improve pedestrian linkages between the village and train station.
Amenity routes provide a linkage between and improve access to areas of public open space and recreational amenities.
Local amenity routes normally cater for both pedestrians and cyclists. Minimising conflict between pedestrians and cyclists will become a more pressing concern as the popularity of these areas increase. Where full segregation between pedestrian and cyclist movement is not possible, site-specific interventions including traffic calming of adjacent residential streets, low level bicycle rumble strips and considerate walking and cycling campaigns to reduce conflict may be appropriate. Shared pavements for pedestrians and cyclists are often not an appropriate response and cause conflict between a range of users, particularly in a constrained environment.
Limerick City and County Council have commenced the preparation of a study examining the potential for Greenways and Blueways. Limerick's waterfront location combined with its many green spaces offers considerable opportunities to create green-blue corridors throughout the city and suburbs connecting these areas. The benefits of green-blue corridors are multi-faceted including:
Amenity walks within and through Castletroy offer significant potential for tourism development, particularly along the River Shannon, Groody and Mulcair. An objective of the Castletroy Local Area Plan states that the Council will seek to ensure that every new residential unit in new housing estates is located within 100m walking distance of a pocket park/ play lot, small park, or local park.
Throughout the rural parts of the LSMA, there may be potential to facilitate and promote greater levels of walking through the upgrading of existing footpaths and by the provision of new footpaths, in particular to connect residential areas to amenities and services which may be outside of built-up areas.
Shannon and Environs Local Area Plan identifies four looped walks which connect the town centre to the leisure centre, various parks and woodlands, Shannon Free Zone and so on:
At the project level for all local amenity and rural routes, full Appropriate Assessments will be carried out and will seek to ensure that each project will not adversely affect the integrity of a European site or sites and that each stage of the AA process is undertaken in full, according to the Habitats Directive and all transposing legislation
It is the intention of the NTA and the local authorities to:
Attractive, interesting and accessible street environments encourage people to walk. The following sections outline supporting measures to create these environments, with more details provided in the 'Supporting Measures' Chapter.
The accessibility of the public realm for all individuals is essential. The principles of Universal Design will be followed in the implementation of public realm and streetscape improvements.
Universal Design is the design of an environment so that it can be accessed, understood and used to the greatest extent possible by all people regardless of their age, size, ability or disability; including physical, cognitive and sensory.
Population ageing continues at an increasing pace, which presents a myriad of opportunities and challenges when responding to the varied needs of our ageing population in terms of supporting their continued independence, health and well-being, social connectedness, and safety.
Anticipated changes to the age-profiles across the LSMA will require the adaptation of public realm and transport networks to ensure they are accessible for all ages and abilities, including those with reduced mobility and/or cognitive, visual or hearing impairments and those with buggies.
Both Clare County Council and Limerick City and Country Council are members of Age-Friendly Ireland and have adopted their own Age-Friendly Strategies, which include objectives for the adaptation of the built environment and transport network.
Age-Friendly improvements to the public realm include the adequate provision of public seating, wayfinding infrastructure, public toilets, pedestrian crossings, and tactile paving. Further objectives in relation to universal and inclusive design are outlined in the 'Urban Design and Place-Making' Chapter.
There are high levels of car usage for relatively short trips to places of education, particularly among primary school students. Walking will become a safer and more attractive choice through the creation of safe, legible and pleasant walking routes within the immediate vicinity of schools. Further detail in relation to measures for school travel is provided in the 'Land Use, Regeneration and Schools' Chapter.
Lack of awareness of routes and distances to destinations can be a barrier to walking, not only for tourists or visitors, but also for those with autism or dementia.
A Walkable Neighbourhood Map of Limerick City was launched by Limerick City and County Council in 2019. It presents key locations and points of interests within the City Centre, designed to resemble a traditional public transport map. The map displays walking times between each stop.
A permeable street network is a key component of supporting more walkable environments. Much of the residential development layout across the LSMA in recent decades has favoured impermeable, cul-de-sac layouts leading to circuitous routes to local services, schools and public transport stops.
Measures to improve permeability for pedestrians include:
The NTA's Permeability Best Practice Guide is available to assist local authorities and other organisations in tackling the issues that impact on permeability providing a basis for addressing the legacy of severance.
It is the intention of the NTA and the local authorities to:
Graphic highlighting key facts and outcomes for Cycling.
8.4 million annual cycling trips. 10-15 % Cycling Mode Share (This is the 2040 target for the LSMA, rather than the modelled outcome.) Over 6,000 cycling trips made in the AM peak period easing congestion.
48 km Primary Cycle Network. 45 km Secondary Cycle Network. 41 km Feeder Cycle Network. 61 km Greenway Network.
Positive impact on mental health. Expansion of Bicycle Sharing Systems. Enhanced End-of-Trip facilities. 20 minutes of activity a day reduces the risk of heart disease, type 2 diabetes and some cancers by at least 20 %.
Strategy cost estimate is approximately € 69 million (+BusConnects cycle elements).
Map showing the proposed Limerick Cycle Network. The map illustrates a dense net of green routes, primary, secondary and feeder routes around the center and connecting routes to Ardnacrusha, Parteen, Knock Hill, Moyross, the University of Limerick, Castletroy, Annacotty, Dooradoyle and Mungret. All routes and alignments are indicative and subject to change through the statutory scheme appraisal process.
Map showing the proposed Shannon Cycle Network. The map illustrates a dense net of primary, secondary and feeder routes in the center and to Shannon Airport. A primary route continues on towards Sixmilebridge, a secondary route continues on towards Ennis. A green route continues on to Bunratty. All routes and alignments are indicative and subject to change through the statutory scheme appraisal process.
The vision of a Cycle Network Study for the Limerick Metropolitan Area is to develop a consistent, clear and continuous network of urban and suburban cycle networks throughout the Limerick Metropolitan Area to ensure cycling becomes a realistic choice as a mode of transport.
The vision for Shannon town is that it will become a bicycle-friendly town. Cycling will become a normal way to get about, especially for short trips. Cycling will be promoted to cater for commuting, recreational, tourist and competitive cyclists.
Cycling is a low cost, sustainable and growing mode of transport. Limerick City has a lot of untapped potential to significantly enhance its cycling offer and culture with its flat topography, compact design, and the fact that a journey from the City Centre to the urban edge can be undertaken in less than 30 minutes. In essence, practically all journeys within Limerick City and Suburbs and within the Metropolitan towns will be suitable for cycling once the infrastructure is in place.
The NTA is currently beginning to roll out a highly ambitious programme for the development of cycling infrastructure nationally. Active Travel teams are being established within the local authorities to develop and implement projects in this area. These resources will be funded via the NTA and will be charged with the implementation of the cycle network for the LSMA. This new structure will complement and augment the existing grants programme which the NTA administer in the regional cities.
The NDP commits to the delivery of cycle networks for all of Ireland's cities. Translating this at a regional level, the Limerick Metropolitan Cycle Network Study and the Shannon Town and Environs Local Area Plan form the basis of LSMA cycle network.
High-quality infrastructure and supporting measures are required to cultivate a cycling culture in the LSMA, and to give all individuals the choice to cycle, including:
It should be noted that the alignment details set out in the following sections are indicative and are subject to further development as the design and planning processes for individual projects progress.
The Limerick Metropolitan Cycle Network Study sets out the envisaged cycling network for the Limerick Metropolitan Area (LMA) and forms the basis of the delivery of the Cycle Network. The Study is an important component of Limerick City and County Council's vision of developing a cycling culture within the LMA.
The Study has been developed in keeping with the important Smarter Travel objectives, i.e. 10% of all trips will be by bike (including linked trips with public transport).
This Study identified three Economic Corridors, namely the Transverse; North Western; and the South Eastern. The main trip generators along these corridors include:
The Cycle Network Study forms the basis of LSMATS' cycle network together with some additional routes that have been identified since the Study was published.
It is the intention of the NTA and the local authorities to:
Defined Primary Routes correspond to those experiencing the highest level of demand. Primary Routes are typically direct and provide medium-long radial connections to key destinations. These routes are supplemented by secondary and feeder routes which provide access to residential catchments and local facilities/services.
Segregated cycle lanes are the most desirable infrastructure for Primary Routes in terms of safety and comfort.
The bridges across the Shannon are a significant constraint on cycling and a major source of severance. Thomond Bridge and Sarsfield Bridge are narrow, heavily trafficked and hostile environments for pedestrians and cyclists.
As part of the LSMATS, the NTA and Limerick City and County Council intend to remove private car traffic from Sarsfield Bridge, permitting only buses, taxis cyclists and pedestrians. As part of this project, and linked to the provision of the primary cycle route from Technological University of the Shannon to the City Centre, currently in the design and planning stage, a high level of cycle provision will be sought on Sarsfield Bridge.
The NTA and Limerick City and County Council will also seek to provide a new pedestrian and cycle bridge across the River Shannon at a point along Clancy's Strand, subject to Appropriate Assessment and any subsequent mitigation requirements in the context of NHA and SAC designations.
In addition, the NTA and Limerick City and County Council will seek to provide permanent cycle infrastructure on Shannon Bridge, including at the roundabout junction with Bishop's Quay / Dock Road.
It is the intention of the NTA and Limerick City and County Council to:
Secondary Routes connect residential, commercial and employment areas to the Primary Network. They often run in parallel to Primary Routes, providing an alternative link. Secondary Routes are a combination of off-road cycle routes, cycle lanes, shared bus and cycle lanes and traffic-calmed roads. Key Secondary Routes identified by the Limerick Metropolitan Cycle Network Study include:
Greenway Networks correspond to traffic free or low-trafficked routes and typically comprise of repurposed derelict railway lines, routes through parks or alongside rivers. As many of these routes are quite rural and nature-focussed, they can serve both an amenity and commuter function. The Greenway Network proposed for LSMA has been developed on the basis of an existing network of Greenway routes and the upgrade of existing paths to provide a comprehensive cycling network. Proposed Greenway Routes include:
The Inter-Urban Cycle Network connects the Metropolitan towns to Limerick City. Key Inter-Urban Routes proposed by LSMATS include:
Additional Greenways and Inter-Urban Routes to those outlined above may be investigated subject to changes in the proposed population and employment distribution as part of the proposed periodic LSMATS review.
Feeder Routes connect local zones with Primary and Secondary Routes and Greenways. Under adequate traffic calming and management measures, Feeder Routes allow cyclists and motorists to be mixed safely. Key Feeder Routes identified by the Study include:
Quietways are largely continuous and convenient cycle routes on lower trafficked routes such as backstreets. Ideally, they are direct and easy to follow for those who would prefer to cycle on quieter, calmer routes. A network of Quietways should be identified in the short- to medium-term of the Plan. Signposting of these routes will help integrate them into the wider cycle network for general use.
Shannon presents significant potential to develop a high-quality, comprehensive cycle network with its relatively compact centre, wide road carriageways and the 4km of existing cycle routes.
Shannon's LAP contains objectives to significantly improve pedestrian and cycle connectivity between the town centre, industrial areas, Shannon Airport, outlying suburban areas as well as longer-distance routes to Ennis and Sixmilebridge.
Key objectives for cycling set by the LAP include:
The emerging Shannon Town Centre Masterplan and Shannon Mobility Plan will also seek to address these issues.
Clare County Council recently transformed the existing Shannon Town Park and the adjacent Rineanna Park into a flagship Town Park. This work also included a new Toucan pedestrian/cycle crossing on Bóthar na Linne. It is understood that this park will connect with cycle routes in the future.
The use of the existing pathways in Shannon for cycle greenways is also provided for by the LSMATS.
LSMATS recommends a number of supporting measures to complement the proposed Cycle Network. Further measures are outlined in the 'Supporting Measures' Chapter.
Public Bicycle Sharing Schemes (BSS) can contribute positively in widening the public transport catchment area and addressing the 'last-mile' of a trip while also facilitating a wide range of trips in full within the city. A BSS was launched in Limerick in 2014 and comprises 23 stations and 215 bikes across the City Centre.
In areas outside the City Centre and inner suburban areas where the expansion of the existing Limerick BSS is unlikely to be feasible in the short to medium term, other models including dockless bikes should be considered. These schemes should be supported by a significant uptake in cycle parking provision in district centres, places of education and neighbourhood centres.
It is the intention of the NTA and the local authorities to:
To support existing and future demand for cycling, a significant uplift in provision of high quality, secure, short-stay cycle parking in the City Centre, metropolitan town centres, schools, rail and bus stations, public buildings, shopping areas and workplaces is required.
Lack of secure cycle parking can reduce the attractiveness of cycling as an everyday travel option. Individual bike lockers, cycle hubs and shared on-street hangars offer security to cyclists and provide an innovative solution to cycle parking requirements for longer periods of time, particularly where internal storage space is limited.
Secure, long-stay cycle parking should be provided in Colbert Station and other key transport nodes across the LSMA. Development management requirements for higher levels of residential and workplace cycle parking will also be revised upwards. Provision of cycle parking hubs in these strategic locations is a key component in promoting cycling culture and facilitating linked trips across the LSMA.
It is the intention of the NTA and the local authorities to:
Providing end-of-trip facilities at workplaces such as showers, changing rooms and lockers can significantly increase the attractiveness of cycling particularly for longer distances or inclement weather. The uplift in these end-of-trip facilities is a target that must be considered by Local Authorities when revising statutory Development Plans. Workplaces should also be encouraged to avail of government incentives to retrofit premises or consider contributing to shared facilities.
It is the intention of the NTA and the local authorities to:
Promotional events and marketing campaigns can be an effective behavioural change tool, including:
It is the intention of the NTA and the local authorities to:
Micro-mobility refers to personal vehicles such as bikes and scooters, including electric and dockless models. Micro-mobility has emerged in recent years as a model of shared personal transport in cities across the globe.
Micro-mobility is particularly convenient for short trips and can present an effective solution to first and last-mile journeys, supporting a more integrated transport network that focuses on public transport and active mobility intermodal trips.
Given that around 50% of all trips in Ireland are 6 km or less (Source: CSO National Travel Survey 2016), there is undeniable potential for micro-mobility to enable more convenient and more flexible local mobility.
Legislation is due to be approved to regulate the use of e-scooters in public places in Ireland. The use of e-scooters and emerging personal mobility modes of travel will be facilitated and promoted during the lifetime of LSMATS, once this legislation is passed.
It is the intention of the NTA and the local authorities to:
The relatively flat topography and the geographic size of the Limerick and Shannon urban areas provides very favourable conditions for a high level of cycling within the metropolitan area.
The cycle infrastructure proposed under this Strategy will deliver a comprehensive and safe network of cycling routes serving all of the key areas and destinations, and with the capacity for large volumes of cyclists. With that infrastructure in place, the level of usage will be determined by the willingness to use cycling instead of other modes, in particular the car mode.
Following the build-out of the cycling network infrastructure, behavioural change measures and promotion will become very important tools in growing the level of cycle usage. In addition, the implementation of demand management measures may be required to support higher levels of uptake.
Graphic highlighting key facts about BusConnects.
Bus Passengers: 200 % increase in City Bus Capacity. 217 % increase in AM Peak Bus passengers between 2016 and 2040.
Bus Corridor Performance: O'Connell Street: 1 bus per minute. Sarsfield Bridge: 1 bus per minute. Average Bus Journey Times to City Centre reduce by 29 % in the AM peak.
Bus Network and Vehicles: 85 km of bus lanes and bus priority measures. 140 new buses required. 4 Stategic Park and Ride sites. 137 km of cross city routes. 28 km orbital routes. 66 km radial routes.
Connecting City and Metropolitan Centres: Connecting with Colbert Station, UL, Shannon Town Centre, Park and Ride Network and providing interchange between radial and orbital bus services. 3,939 passengers interchanging daily between Radial, Cross City and Orbital Bus and Rail Services.
Cost Estimate: Strategy cost estimate is approximately €405 million.
Map showing the proposed 2040 bus network: The map shows a net of bus routes in and around Limerick also connecting Ardnacrusha and Clonlara, Parteen, Castletroy, Annacotty, Dooradoyle, Mungret, Knock Hill and Moyross to the center. An additional route runs to Cratloe and via Bunratty to Shannon and Shannon Airport. All routes and alignments are indicative and subject to change through the network development process and public consultation.
Map showing the proposed 2040 bus priority measures: The map shows a net of bus routes in and around Limerick. Priority routes include the R527 to Knock Hill and a continuation to Parteen and on to the Newport Roundabout and Annacotty and along the R445 back to Limerick. Additional routes connect Castletroy and the University of Limerick. There also are routes along R445 past Knock Hill, R463 towards Parteen, R510 and the R526 to Dooradoyle. Further routes connect Moyross. All routes and alignments are indicative and subject to change through the network development process and public consultation.
Over the lifetime of this NDP, there will be significant progress made on delivering BusConnects with the construction of Core Bus Corridors expected to be substantially complete in all five cities by 2030.
Buses are an extremely efficient mode of transport and will be the basis of the public transport system serving LSMA. The LSMA can only grow in a sustainable way if the role of public transport is strengthened. The flexibility of buses means that routes and frequencies can be quickly adapted to support phases of new development or as circumstances dictate. Buses will also perform an increasingly important role as Park and Ride facilities are developed.
The NPF identifies the provision of a citywide public transport network, with enhanced accessibility from the City Centre to the National Technology Park, UL and Shannon Airport, as a key enabler for Limerick. It is also consistent with the Climate Action Plan, NDP and RSES which envisage a significantly enhanced bus service in Limerick by 2030.
For the purposes of assessing the Strategy, an indicative future bus network for 2040 has been developed and refined in an iterative manner taking into account corridor travel demand analysis work. The final bus network that will be implemented in the short-medium term will require more detailed service planning and may differ from that assumed in the LSMATS due to, inter alia, detailed operational requirements and changing local traffic considerations.
The measures contained in this chapter have been devised based on the following 6 elements:
The BusConnects Limerick programme will provide a reliable, high-frequency public transport service to improve connectivity of Limerick City and suburbs. The enhanced service will represent a significant upgrade on the existing system and will comprise of a more comprehensive network, bus priority and new fleet. It will serve all key destinations and provide interchange with the rail network and proposed Park and Ride services.
There are two main elements to BusConnects, namely:
It is the intention of the NTA and the local authorities to: develop and deliver the BusConnects Limerick Programme. This will consist of:
Changes to the service network to include:
Greater levels of bus priority leading to shorter journey times and greater reliability, as follows:
Improvements to fleet and other elements to include:
In terms of bus priority, indicative alignments for corridors where it is intended buses can travel without delay are set out in the Proposed 2040 Bus Priority Measures map.
Prioritising bus services above general traffic is critical to the delivery of an efficient, frequent and reliable bus system and will be an integral part of the overall BusConnects programme.
The proposed increase in bus capacity and services will benefit a significant proportion of Limerick's population but maximum benefit will not accrue if bus priority is not implemented in full as buses will be held up in general traffic.
The extent of the proposed bus priority measures aligns with the emerging demand patterns, ensuring efficient, reliable and frequent services can be accommodated. The objective for identified corridors, in principle, is to provide end-to-end bus priority in each direction. On some parts of the National road network, further investigation, analysis and agreement with TII will be required to determine the optimal bus priority outcomes.
In some areas of the network, the existing carriageway is constrained by pinch-points and on-street parking. In order to provide bus priority, measures will need to be taken including: the removal of on-street car parking, general traffic lanes and one-way traffic systems; Intelligent Transportation System (ITS), such as bus gates and Advanced Bus Signalisation; and the acquisition of land.
In 2019, a scheme to redesign O'Connell Street was approved by Limerick City and County Council.
As part of that approved scheme, the potential for full two-way bus priority was incorporated into the design and planning. O'Connell Street is the preferred option for Limerick's main public transport spine for both services and for bus priority measures. LSMATS proposes that O'Connell Street will be a two-way public transport only corridor for the following reasons:
It is the intention of the NTA and Limerick City and County Council to remove general traffic from O’Connell Street in order to eliminate delays to bus services, and to facilitate the redevelopment of Limerick City Centre by maximising accessibility to the core.
As part of the BusConnects Network and City Centre traffic management, Sarsfield Bridge is proposed to provide for two-way bus priority, taxis, cycling and walking only.
It is the intention of the NTA and Limerick City and County Council examine the feasibility of removing general traffic from Sarsfield Bridge in order to reduce delays to strategic bus services from Clare, including Shannon Airport. and North West Limerick City.
It will be important to ensure that buses travelling to and from Limerick City Centre will not be subject to undue delay on Thomond and Shannon Bridges. While both of these links are physically constrained and there is no proposal at present to remove general traffic from them, there is potential to introduce priority signals or other similar measures on the approaches which would allow buses to gain a degree of priority in advance of general traffic. Such measures would facilitate both efficient bus operations and general traffic flow.
It is the intention of the NTA ad Limerick City and County Council to examine the feasibility of providing priority for bus services using Thomond and Shannon Bridge.
Colbert Station is Limerick’s main bus and train station. Improvements to bus stops at the front of the Station will be required to enhance interchange.
LSMATS proposes a bus only link at the back of Colbert Station on Roxboro Road. This would significantly improve permeability and connectivity of Colbert Station for regional and local buses as there is only one access point via Parnell Street/Hyde Road at present. Further discussion of Colbert Station is included in the 'Rail' Chapter.
It is the intention of the NTA, Bus Éireann and the local authorities to examine the feasibility of a bus-only link behind Colbert Station on Roxboro Road.
A potential short-term bus network that could be delivered for Limerick City and Suburbs over the coming years as BusConnects is implemented is shown overleaf. This is subject to detailed local assessment of demand, operational matters, infrastructural requirements and engagement with bus operators and local communities.
It is the intention of the NTA, Bus Éireann and the local authorities to undertake a review and implement changes to the Limerick Metropolitan Bus Service Network as part of BusConnects Limerick in order to maximise the effectiveness and efficiency of the city’s public transport system.
While the network review to be undertaken as part of BusConnects Limerick will focus on the short-term and be based primarily on existing travel patterns, there will be a need to continuously monitor travel patterns over the lifetime of the LSMATS and further amend the bus network to serve changes transport demand.
The full potential long-term LSMA service network is shown on the Proposed 2040 Bus Network map. The route alignments are indicative and are subject to further development as the design and planning processes for further network changes progresses.
It is the intention of the NTA, Bus Éireann to continually monitor the demand for bus services in the LSMA throughout the lifetime of the LSMATS and enhance or amend the service network as appropriate.
Main Spine Routes connect outer neighbourhoods and suburban areas to the City Centre and will be developed to pair Cross-City travel demand to maximise the utilisation of the bus services. The proposed frequency for these routes is 10-minutes all day, with higher frequencies at peak hours and the potential for higher all-day frequencies as demand increases over the Strategy period.
Supporting radial Routes will provide additional coverage to the Spine Routes at a lower-frequency to areas where demand for travel does not warrant high-frequency services.
The indicative Orbital Bus Network envisages two high frequency orbital services (initially) that are proposed to serve a number of key destinations outside of the City Centre including UL and TUS. The upgraded orbital network will provide additional connectivity and interchange with radial bus services.
The Southern Orbital Route will serve the south side of Limerick City including Ballinacurra, Ballysimon, Garryowen and UL.
There is potential to establish a northern orbital service in the medium term which would serve the north side of Limerick City, including Moyross, King’s Island and Corbally. This service would terminate in UL via the northern campus. The nature of the road network between Corbally and UL, and the potential for local upgrading, will be a factor in the detailed arrangements for this service.
Connecting Ireland is the NTA’s programme to address the gaps in connections to local and regional centres in rural Ireland, to allow for the access to local services without the need for a car and to provide to option of more sustainable transport across the region. It is proposed to finalise the network of services on a county by county basis in consultation with local authorities and to undertake a full public consultation on the proposals commencing by early 2022.
Over the lifetime of the strategy, and in order to ensure that an effective alternative to the private car can be offered in rural parts of the LMA for all trip purposes, the NTA will undertake further service improvements after the initial rollout of Connecting Ireland has been completed, where demand is identified and/or where analysis of travel patterns shows a persistently high dependency on the private car. Over time, it is expected that the services provided under Connecting Ireland will grow and expand to address the need to transition a significant proportion of car journeys to public transport in order to reduce greenhouse gas emissions.
Regional bus services provide an important element of the Strategy to promote regional connectivity, which is a key strategic objective of the NPF and RSES.
Under the emerging "Connecting Ireland" programme, the NTA propose to continually improve the existing network of regional services, with a view to expanding on service frequency to meet the growing demand as required.
Traffic management plans for the towns will have to accommodate and support through movement of regional buses.
It is the intention of the NTA and the local authorities to:
Connectivity to Shannon will be significantly improved over the lifetime of the Strategy. Existing bus services will be enhanced with some new additional services, including:
As part of the improvement to Shannon's bus services, the potential for better integration of these services with flight times to and from Shannon Airport will be taken into account.
It is the intention of the NTA and the local authorities to
To complement the proposed bus network and local metropolitan town services, the National Transport Authority runs a service known as Local Link. The aim of Local Link is to address rural social exclusion and integrate bus services where possible with existing routes. Door-to-door routes are a particular feature of Local Link services which offer a great service to those with reduced mobility and/ or have no access to public transport in rural areas. There are Local Link services operating throughout the Limerick-Shannon Metropolitan Area and beyond.
There are some isolated locations within Limerick City and Suburbs, and in the peri-urban fringes where the demand for transport is so low that it is challenging to justify the provision of regular timetabled services. The NTA, in reviewing the service network for the metropolitan area will identify these locations and, where applicable, propose a tailored, more efficient service which responds directly to changing demands throughout the day.
It is the intention of the NTA and the local authorities to:
Bus priority should be provided at identified pinch-points in Metropolitan towns to ensure the efficient operation of bus services and reliable journey times. Bus priority between Sixmilebridge train station and Shannon, for example, could be considered.
It is the intention of the NTA and the local authorities to
Map showing a potential short term bus network within Limerick City and Suburbs. All routes and alignments are indicative and subject to change through the network development process and public consultation.
Route A runs from the south of University of Limerick and into the City Centre, then moves south-west out of the City Centre to terminate south of Dooradoyle. This route runs every 10 minutes or better.
Route A1 is an extension of the existing route A. From the east of route A it extends from University of Limerick through Castleroy, Annacotty, and terminates south-west of Annacotty. In the south it extends route A from Dooradoyle in a north-easterly direction. This route runs every 20 minutes.
Route A2 is an extension of the west end of the existing route A. It loops back north-west, and then north-east to terminate in Dooradoyle. This route runs every 20 minutes.
Route B runs from Knock Hill into the City Centre, then travels south-east of the city parallel with the rail line. This route runs every 15 minutes.
Routes B1 and B2 are an extension of the existing route B and form a loop between the east end of route B, Castleroy, and University of Limerick. This route runs every 30 minutes.
Route C runs from north of the city and travels through the city centre, past Colbert Station and south of the city to terminate south of Dooradoyle. This route runs every 15 minutes.
Route D runs from north-west of Moyross and into the City Centre, past Colbert Station, and terminates south-east of the city. This route runs every 15 minutes.
Route E runs from south-west of Moyross and into the City Centre, past Colbert station and terminates at the north of University of Limerick. This route runs every 15 minutes.
Routes E1 and E2 are feeder routes into the north-west end of the existing route E. E1 extends route E to the north-west and north of Knock Hill, while E2 extends to the south-west and south of Knock Hill. This route runs every 20 minutes.
Route F runs from the north of the city and travels into the City Centre. It terminates near the City Centre to the east. This route runs every 60 minutes.
Under BusConnects Limerick and Connecting Ireland we will enhance bus stops in the LMA region, with better route and fare information and with timetable information specific to each stop.
We will install more Real Time Passenger Information (RTPI) signs along the new bus corridors and elsewhere across the region, providing accurate next-bus arrival information.
Bus shelter provision will be significantly expanded as part of the BusConnects Limerick programme and Connecting Ireland. A large number of additional bus shelters will be provided in new locations, particularly where connecting Ireland services are being provided. The potential to incorporate urban design and environmentally beneficial features in new bus stops and shelters will be explored.
It is the intention of the NTA and the local authorities to:
Coaches bring many visitors to Limerick City and surrounding metropolitan areas including Shannon; Bunratty Castle and Folk Park; and along the route of the Wild Atlantic Way. To ensure that the LSMA can facilitate a growing number of visitors, the following is proposed:
It is the intention of the NTA and the local authorities to:
The new Bus Network in Limerick will be significantly upgraded to BusConnects standards. The regional bus network will similarly be upgraded to include measures such as:
It is the intention of the NTA and the local authorities to:
Graphic highlighting key facts and outcomes for rail.
35 % increase in people living within walking distance of a rail station.
71 % increase in rail boardings and alightings with LSMA between 2016 and 2040
Park and Ride facilities at new Ballysimon Station
New Stations at Ballysimon and Moyross
Station Enhancements and Upgrades
Increased Frequencies of Commuter Services
2 trains per hour on the Nenagh to Ballybrophy Line
3 trains per hour on the Ennis Line
Improved InterCity Connectivity: Upgrade Dual-Track between Colbert Station and Limerick Junction
Map showing the proposed rail network. All routes and alignments are indicative and subject to change through the statutory scheme appraisal process.
The current existing rail line runs from Colbert Station to the North-West with existing stations near Cratloe and Sixmilebridge and to the South-East with an additional rail line turning North after Ballysimon. New train stations are proposed at Moyross and Ballysimon, with possible future stations in Parkway, Corbaty and Cratloe. The route from Colbert Station to the South-East through Ballysimon is proposed as Dual Track. From Cratloe a rail line is being assessed that runs to Shannon Airport with possible future stations at Bunratty, Shannon Town and Shannon Free Zone. A further rail line is being assessed that runs from Colbert Station to the South-West with possible future stations at Kilteragh, Raheen and Patrickswell with a side rail line with possible future stations at Dooradoyle and Mungret.
The Dublin to Limerick Junction/Cork rail lines are subject to an examination to move to higher speeds and/or electrification leading to improved connectivity and journey times to regional cities.
LSMATS proposes to maximise opportunities offered by the existing rail network to enhance regional and suburban connectivity. Maximising the potential of the rail corridors will support better integration of land use planning and public transport.
The LSMA's existing rail network provides access to Limerick City Centre at Colbert Station from Dublin, Ennis and Nenagh. Limerick Junction is an important regional asset interconnecting the Dublin, Cork, Limerick and Waterford rail corridors.
Limerick City has a number of InterCity services providing direct rail connections from Colbert Station to Ennis and Galway and connections via Limerick Junction to Dublin, Cork, Clonmel, Tralee and Waterford.
Limerick has the highest number of connections from Dublin, most of which are provided at Limerick Junction on the Dublin-Cork line.
As identified in the NDP, RSES and Iarnród Éireann's 2016 Rail Review Report, the Dublin-Limerick Junction/Cork rail lines are subject to an examination to move to higher speeds leading to improved connectivity to regional cities through improved rail journey times.
The RSES states that an evaluation of the economic benefits of high-speed rail for the Dublin-Belfast, Dublin-Limerick Junction and Dublin-Cork lines against improvements to existing line speeds will be carried out against relevant appraisal processes and value-for-money tests.
A study of the potential expansion of the Western Rail Corridor has been completed by the Department of Transport. Separately, an all-island Strategic Rail Review is currently being undertaken by the Department of Transport in collaboration with Northern Ireland’s Department for Infrastructure.
It is the intention of the NTA and the local authorities to work in collaboration with Iarnród Éireann and other relevant stakeholders to
While substantially outside the LSMA Study Area, in order to enhance national and regional connectivity, a key strategic objective of the NPF, a dual-track between Colbert Station and Limerick Junction is proposed. The existing single-track leads to increased waiting time and regular delays. This would improve journey times and enable an increase in the frequency of services and connections.
This should be undertaken in conjunction with wider InterCity frequency improvements to align with Cork/ Dublin services and timetables. Potential consideration and appraisal for new stations at Oola and Pallas Green New could be progressed over the lifetime of the Strategy.
It is the intention of the NTA, Iarnród Éireann, and both local authorities to work in collaboration to:
As part of the development of this Strategy, and at the request of the Minister for Transport, detailed assessments of various rail proposals, and packages of proposals, were undertaken. These included assessments of a comprehensive rail network, including new links and passenger services to Shannon, Adare and Mungret, in addition to the upgrading of the existing rail links to double track plus the development of a number of new rail stations.
Under the current land use scenario for the metropolitan area, transport modelling assessment work identified that the level of passenger usage on the additional commuter lines up to 2040 was low, significantly below the levels normally associated with heavy rail commuter networks. With the adoption within the transport modelling analysis of higher levels of development around railway stations from 2040 onwards to represent a Transit-Oriented Development approach, passenger levels were projected to increase. This work indicates the potential of an alternative land use approach that would focus development around a network of potential rail stations, and seek to provide sufficient development density to support the operation of a comprehensive rail network.
A spectrum of rail scenarios was considered in developing the Strategy and these are reported in the separate "LSMATS Rail Assessment" report, along with details on how land use policies from 2040 to 2070 were developed to support investment in rail. If those land use policies were brought forward to the period between now and 2040, the potential for increased investment in rail being implemented at an earlier date would be greater.
Arising from that assessment work, a number of rail proposals have been identified for inclusion in the Strategy. These are split into the following two phases of investment proposals:
The Phase 1 Network is made up of proposals which could be developed in the short to medium term based on the current forecast levels of population and employment growth and current land use policies; and
The Phase 2 network is comprises a more ambitious programme for the regional and commuter rail network to be developed in the long-term based on a higher level of forecast growth for the LSMA which would be distributed on the basis of the principles of Transit-Oriented Development.
In the Phase 1 network, additional rail stations are proposed at Moyross and Ballysimon (in tandem with a park and ride facility), with the potential for other stations on the existing rail network to be kept under review, including at Corbally and Parkway, possibly linked to park and ride provision. Coupled with the twin tracking of the line between Limerick Junction and Colbert Station, plus the increasing of service frequency on the Nenagh-Ballybrophy and the Ennis line, this will provide a significantly enhanced rail system in the Limerick Metropolitan area.
In the longer term a transition to a Transit-Oriented Development focussed regional land use policy, would support consideration of a more comprehensive rail network – Phase 2 – including potential lines to Adare, Mungret and Shannon. However, the delivery of these lines to rail passenger standards is contingent upon the appropriate level of development in the relevant areas to support and justify this provision. Further details of the potential for such a scenario is set out in a separate Rail Strategy Report.
It is the intention of the NTA in conjunction with Irish Rail, Southern Regional Assembly, Limerick City and County Council and Clare County Council, to:
A rail freight line between Limerick and the Port of Foynes has been inactive since 2001. This line forms the eastern boundary of the suburb of Dooradoyle and the employment area of Raheen, and passes through Patrickswell and to the north of Adare. The adopted RSES proposes an investigation of the possible reinstatement of this freight line to link Ireland's deepest port to the national rail network. It also recognises the potential to develop Limerick Junction for rail freight logistics.
As part of this transport strategy, it is proposed to reinstate the single track Limerick to Foynes line to provide a 'freight only' service, adopting a cost effective design approach.
While current indications are the costs and the likely level of usage would be insufficient to justify the upgrading of this rail link to full passenger service in the short term, this position should be kept under periodic review during the period of the strategy in line with Measure RL3.
It is the intention of the NTA and Iarnród Éireann to:
As frequency enhancements to the Ballybrophy and Limerick Junction lines are realised, the potential for a Park and Ride where both lines converge will grow. As such, the proposed bus-based Park and Ride at Ballysimon may be suitable as a location for a rail-based facility attached to a new station. This would enhance sustainable connectivity from the south and east of the LSMA and wider region and would cater for both bus-based and rail-based onward travel to the City Centre.
It is the intention of the NTA and the local authorities to work in collaboration with Iarnród Éireann and other relevant stakeholders to:
Colbert Station is the primary terminal for public transport services in Limerick City, located just off Parnell Street/ Hyde Road approximately 15-minutes' walk from the City Centre. This station is served by Intercity and Regional rail, bus services and some city bus services, offering opportunities for interchange.
The station building itself requires updating and a scheme was developed in 2014 by Irish Rail and the NTA in order to significantly improve the station building and environs, in line with the Limerick 2030 Economic and Spatial Plan.
It is the intention of the NTA and the local authorities to work in collaboration with Iarnród Éireann and other relevant stakeholders to:
Phase 1 of this project involved the removal of the car park to the front and the development of a public plaza and bike station.
In addition to the issues around the building and environs, Colbert Station also lacks a clear and obvious connection with the City Centre. Pedestrian crossing facilities at the most obvious route in the vicinity - Shannon Street/ Parnell Street - are underdeveloped and cycle facilities, while improving, are not provided in a continuous manner to the City Centre.
At present, there is also only one access point for buses to Colbert Station via Parnell Street/ Hyde Road.
The proposals by the Land Development Agency and Limerick City and County Council to masterplan and develop over 100 acres of State-owned land around Colbert Station envisages a largely low-car mixed-use development. Enhanced bus, pedestrian and cycle connections will inform this process.
Improvements and upgrades to existing stations will be considered over the lifetime of the Strategy to enable the efficient and effective operation of rail services. This includes improvements to the accessibility of Sixmilebridge station as outlined in the 'Walking' Chapter.
The quality, appearance, cleanliness, security and accessibility of stations is important for rail passenger satisfaction. Improvements include:
Signalling improvements will be required to facilitate increased services and avoid potential delays and conflicts.
Whilst outside the scope of the Study Area, signal improvements will be required at Limerick Junction if the frequency of InterCity services increase over the lifetime of the Strategy.
Iarnród Éireann currently operates a Centralised Traffic Control Centre in Connolly Station, which controls much of the rail network in Ireland. The NDP commits to completing a new National Train Control Centre over the lifetime of the Strategy. This will be required to cater for immediate and future control requirements of the rail network.
It is the intention of the NTA, Iarnród Éireann and other relevant stakeholders to:
At present, flooding frequently closes the Limerick-Ennis line at Ballycar causing severe disruption to the LSMA Rail Network. Iarnród Éireann are currently investigating a technical solution to alleviate this flooding.
It is the intention of the NTA and the local authorities to work in collaboration with Iarnród Éireann and other relevant stakeholders to:
Action 92 of the recently published Climate Action Plan 2019 is to commence the transition to electric / hybrid trains to allow extended electrification of rail services. LSMATS supports this action that would result in higher performance, lower maintenance costs, lower energy costs and reduced emissions. The lower air and noise emissions are critical to support residential amenity of new development consolidated around the railway corridor.
It is the intention of the NTA and the local authorities to work in collaboration with Iarnród Éireann and other relevant stakeholders to:
The NDP commits to the electrification of suburban rail lines in Dublin under the DART Expansion Programme by 2027. A similar commitment for the LSMA Rail Network would be likely to take place over the latter half of the Strategy.
An alternative to the full electrification of the rail network could be to examine the feasibility of a fleet upgrade to battery and / or hybrid trains. While providing similar benefits to a standard electrification network, this type of electric train does not require the significant network wide retrofitting of electrification infrastructure such as power supply and bridge alterations that would normally be required and thus, save significant costs on the electrification of the rail network.
LSMATS supports the development of greenway provision to provide connectivity with Limerick City with Metropolitan Town centres and settlements in North Cork, Tipperary, Clare and Kerry via the Great Southern Trail.
It is the intention of the NTA and the local authorities to work in collaboration with Iarnród Éireann and other relevant stakeholders to:
The target is for at least 40% of all new housing to be delivered within the existing built-up areas of cities, towns and villages on infill and/or brownfield sites.
It is acknowledged that the historic pattern of development across the LSMA has contributed to high rates of car-dependency. In order to ensure projected population and employment growth happens in a sustainable manner, it is critical that land use and transport planning are closely aligned. Integrated transport and land use planning can reduce the need to travel by car and support the functioning of a connected, sustainable transport system.
LSMATS aims to service the needs of the existing population and supports the delivery of the 2040 population growth target for the LSMA and attendant jobs and education growth. The LSMA will be a national driver of population growth and economic activity over the lifetime of LSMATS, particularly for the Mid-West Region.
To support the compact growth aspiration of the NPF, Limerick City Centre will become the focus for significant regeneration opportunities at brownfield locations that include:
In terms of employment and education, LSMATS supports development along its identified high-capacity public transport corridors, to serve University of Limerick (UL), University Hospital Limerick, Technological University of the Shannon (formerly LIT), Dooradoyle, Mary Immaculate College, the National Technology Park, Shannon Town, Free Zone and International Airport.
This Strategy is confronting a historical legacy which saw significant levels of growth and migration of land uses to suburban and peri-urban fringe locations, typically at lower densities and unconnected to existing and planned public transport services.
To ensure the success of this Strategy, the planning policy frameworks and implementation measures of Limerick City and County Council and Clare County Council must look to target higher densities and mixed-use developments in areas where opportunities exist for sustainable transport provision and in a manner that better aligns the provision of transport with demand.
This will entail the implementation of Public Transport Oriented Development (PTOD) principles. PTOD may be defined as development which is consolidated around existing or planned rail stations and/or along high-frequency bus corridors at a magnitude and density that provides a critical mass to support the viability of high capacity public transport.
PTOD and the consolidation of activity within these catchment areas promotes:
LSMATS will provide the opportunity to integrate new mixed-use development at appropriate densities with high capacity public transport infrastructure in conjunction with more attractive walking and cycling networks and public realm improvements. This has the potential double benefit of extending the catchment of sustainable modes to more people and places and improving the viability of future investment in public transport by attracting higher demand.
In line with the principles of the NPF, the integration of land use planning and transport planning in the LSMA will be guided by the following objectives:
It is the intention of the NTA and Limerick City and County Council to:
It is the intention of the NTA to:
In order to promote public transport, walking and cycling across the LSMA, it is the intention of the local authorities to:
The vision statement of the adopted Limerick Regeneration Framework Implementation Plan is as follows:
"Safe and sustainable communities of opportunity where people of all ages enjoy a good quality-of-life, a decent home and a sense of pride about their place. Well-serviced and attractive neighbourhoods will be physically connected and fully integrated with the social, economic and cultural life of Limerick."
Almost half of all households in the Limerick regeneration areas have no access to a car. This points to how vital it is to provide public transport, walking and cycling alternatives to these locations as a means of facilitating accessibility to jobs, education, retail and other services throughout the LSMA.
The regeneration areas are characterised by the following physical features:
The primary transportation issue for the regeneration areas is the lack of connectivity between them and their surrounding neighbourhoods. Within Moyross and Southill, in particular, it is difficult to travel due to the impermeable block layout with each sub-estate consisting of large cul-de sacs. This situation is central to many of the major movement problems of these areas. Given this lack of permeability and legibility, access to employment and services is poor.
This also has a negative impact on potential public transport services, as routeing patterns become overly complex.
Severance creates immediate barriers in the regeneration areas. Sometimes these barriers are intentional: e.g., the walls and fences that stretch for over 1.5 kilometres along the southern fringe of Moyross. More usually, severance in the regeneration areas are caused by transport infrastructure such as the rail lines which impact on Southill and Moyross, or heavily trafficked roads such as Childers Road, Southill and the Island Road, King's Island which severs St. Mary's Park from the rest of King's Island.
The roads in the regeneration areas are predominantly designed for the movement of vehicles at speed. It is a key objective to create traffic-calmed streets where the needs of pedestrians, cyclists and public transport users are prioritised. The development or redesign of streets needs to be carefully considered in terms of land uses and development typologies, with active frontage and passive surveillance, increased permeability and landscaping improvements. This will all assist in reducing the isolation of the regeneration areas from wider neighbourhoods and districts.
In order to address these transport deficiencies, the NTA has begun to roll out enhancements to public transport services by doubling the frequency of the 303 service from Moyross to Southill via Limerick City Centre.
This is just one example of how the implementation of the LSMATS, in conjunction with the programmes of other agencies can deliver significant benefits to the regeneration areas.
It is the intention of the NTA, in collaboration with Limerick City and County Council and other stakeholders, to identify and deliver improvements to the public transport offer in the regeneration areas, including:
It is the intention of the NTA, in collaboration with Limerick City and County Council and other stakeholders, to identify and deliver specific improvements to walking and cycling infrastructure in regeneration areas, based on those measures identified in the Regeneration Framework Plan, including:
The NTA and Limerick City and County Council will seek to:
It is the intention of the NTA and Limerick City and County Council to:
It is the intention of the NTA and Limerick City and County Council to:
According to the Census, 153 teenagers cycled to education in Limerick City and Suburbs in 2016, of which 6 were female. This compares to almost 3,000 who travelled by car. In 1996, the comparative figures were 717 and 88 for a smaller Limerick City area, with approximately 1,700 travelling by car. The mode share for teenagers cycling to school in urban Limerick has fallen from 9% in 1996 to 2.5% in 2016.
In Shannon, 18 teenagers cycled to school or college in 2016, of which 0 were female.
While the percentage of all children who travelled on foot is quite high for both settlements (31% and 56% respectively), more than half of all children in Limerick and one third of children in Shannon travelled to school by car. Similar figures apply to other settlements across the LSMA and in rural parts. This gives rise to a number of issues, including:
The NTA is addressing school transport issues nationally in two specific ways:
The LSMATS provides for the continuation of those measures for the LSMA and will seek, in cooperation with other agencies and organisations, to target investment to where it can be most effective.
The NTA will:
The local authorities will:
The NTA will continue to:
The NTA and the local authorities will:
Under our national Safe Routes to School programme, the NTA and the local authorities will prepare a programme of works aimed specifically at providing safe walking and cycling environments to schools in the LSMA, including:
Street networks should be designed to maximise connectivity between destinations to promote higher levels of permeability and legibility for all users, in particular more sustainable forms of transport.
The advent of the private car changed the way in which our urban areas function. Our streets became increasingly dominated by cars, and were often designed to prioritise the through movement of vehicular traffic.
There has been a step-change in recent years, however, to re-examine the role our streets play as places that support a much broader range of functions. This shift in focus is in line with recognition of the impacts that congestion and emissions have on the environment and people's quality of life.
Cities and towns around the globe are reconfiguring their streets and public spaces to allow local communities to thrive, encourage healthier lifestyles, improve air quality, and support local economies. This has been brought to the fore during the Covid-19 pandemic where there has been a growing appreciation for good quality public space.
At a time when the value of our urban spaces is appreciated more than ever, it is imperative that a proactive approach to their management and reimagination as vibrant and attractive places for people is adopted.
In line with the NPF's objective to achieve Compact Growth, the Strategy seeks to deliver on strategic development priorities for the distribution of a more compact settlement pattern based on ensuring effective integration between transport and land-use. This will provide a long-term sustainable economic, environmental and social case for reliable public transport, permeable, high-quality walking and cycling routes and an inclusive, people-centred public realm.
A key principle of the Strategy therefore is to prioritise the provision of reliable and efficient public transport and enhanced walking and cycling routes to minimise the need to travel by car.
This will be underpinned by appropriate land use decisions by both Local Authorities that maximise opportunities for sustainable travel.
Placemaking is the process of creating quality places that people want to live, work, invest and spend time in. It is based on a simple principle; that if you plan for people and places, you get people and places. Increased traffic and congestion is not the inevitable result of growth. It is the product of deliberate choices made to shape our communities to accommodate the private car. The LSMATS represents an opportunity to move away from this traditional approach to transport planning.
The LSMATS acknowledges that the design of the built environment is a key determinant of how people move around. Better street design in urban areas will encourage more people to choose to walk, cycle or use public transport by making the overall experience more safe, accessible and attractive. It will lower traffic speeds, reduce unnecessary car use and create a built environment that responds more sympathetically to the distinctive natures of the individual communities and places across the LSMA.
Therefore, high-quality urban design and place-making improvements will be included as part of the implementation of LSMATS transport schemes to support sustainable mobility.
It is the intention of the NTA, TII and the local authorities to:
Limerick City Centre is steeped in rich architectural heritage from its Georgian grid pattern layout, public spaces such as Pery Square, to its original street furniture and building facades. The streets of Newtown Pery area represent a unique example of 18th and 19th century planning in Ireland.
However, much of Limerick City Centre is dominated by private car parking, through-traffic and HGVs. Over the lifetime of this Strategy, there will be a reduction of car dominance in the City Centre. This shift in focus is in line with the recognition of the detrimental impacts that traffic congestion and associated carbon emissions have on the environment and people's quality of life.
The City's street network will be reviewed with the aim of prioritising space for walking, cycling and public transport provision with the intention of creating a more attractive and vibrant experience for residents and visitors.
This will be achieved by reallocating a significant amount of space to sustainable modes in the central area by removing on-street parking, reducing levels of car traffic and narrowing carriageways and junctions to better support pedestrian and cycling usage.
Local access will still be facilitated with designated driving routes into the City and off-street carparks. Public transport will be given priority on a number of routes in the form of bus lanes, time-restricted bus gates or Advance Bus Signalling at junctions.
Over the lifetime of the Strategy, it will be necessary to consider demand management measures to reduce the level of car dominance in the central City area, in line with public transport improvements to support this prioritisation. The exact types of demand management measures to be considered will be informed by a separate assessment at the relevant time and will be guided by policy development at central Government level.
Traffic management measures in the City Centre will be underpinned by public realm improvements that support walkability and active travel, that promote a high standard of urban design and provide a clear sense of place that respects the existing character of Limerick's Georgian heritage.
During the lifetime of the LSMATS, Town and Village Centre Plans will be devised for towns and villages across the LSMA.
Measures to promote sustainable travel and promote the place function of these centres may include:
The 'Walking' Chapter of the LSMATS sets out a series of specific proposals for the town and village centres of the LSMA.
It is the intention of the NTA and the local authorities to:
The accessibility of the public realm for all individuals, regardless of age or disability (e.g. mobility, visual, cognitive, intellectual), is essential. Transport is aimed at serving all sectors of society and opportunities to access work, education or partake in other activities should not be compromised by the design of the transport environment.
The LSMATS is underpinned by the ongoing work of the NTA in improving the interface between the transport network and persons with physical and intellectual disabilities.
The principles of Universal Design will also be followed in the implementation of public realm and streetscape improvements.
The features of Universal Design in the built environment are all encompassing and can include high-quality footpaths, tactile paving, dropped kerbs, sufficient provision of places to rest, public toilets, removal of street clutter, legible and permeable street networks, wayfinding and so on.
The National Disability Authority's Centre for Excellence in Universal Design, Age-Friendly Ireland and DMURS all provide best practice guidance on designing an accessible public realm. All LSMATS transport schemes will be fully inclusive and adhere to these standards.
An important facet of good place-making is ensuring that our public spaces and transport networks are designed in such a way as that they are welcoming and inclusive of all individuals, regardless of age, gender or ability.
Addressing the perception of individual safety and security, and ease of movement in public spaces is a high-priority for LSMATS to enable everyone to choose to walk, cycle and use public transport. Non-intrusive security measures including appropriate pedestrian-level lighting, clear sight lines, active ground floor frontage, and passive surveillance are therefore important place considerations in both land use and transport planning throughout the LSMA.
It is the intention of the NTA and the local authorities to:
Wayfinding, or legibility, relates to the ease of how people orientate themselves in a space and navigate from place to place.
DMURS provides guidance on wayfinding. There are several wayfinding techniques including visual cues such as landmarks, surface treatments, lighting, sight lines, and, where appropriate, signage. It is important that wayfinding techniques do not contribute to street clutter.
There are a variety of signage typologies present throughout Limerick City. A consistent wayfinding system along the lines of the Legible London system should be employed, alongside the delivery of LSMATS walking and cycle networks. This will benefit locals and visitors alike.
It is the intention of the NTA and the local authorities to:
Graphic highlighting key facts and outcomes for roads and parking.
Regional and Distibutor Roads to provide a multi-modal function. A new multi-modal Nortern Distributor Road. Limerick City Traffic Management Plan. HGV restrictions in Limerick City.
M20 Cork - Limerick Road. M21/N69 Foynes - Limerick Road. M7/N18 Limerick City Bypass. N18/N19 Interchange Upgrade and improved Bus Connectivity to Shannon.
Public Realm Upgrades for Limerick City. Pedestrian Enhancement of all Metropolitan Centres. ITS and UTC Intelligent Transport Systems and Improvements to Urban Traffic Control. Strategy cost estimate is approximately €290 million.
Map showing the proposed road network 2040. All routes and alignments are indicative and subject to change through the statutory scheme appraisal process.
The highlighted changes include:
Street networks should be designed to maximise connectivity between destinations to promote higher levels of permeability and legibility for all users, in particular more sustainable forms of transport.
The planning system must ensure that the strategic traffic function of National Roads is maintained by limiting the extent of development that would give rise to the generation of short trip traffic on National Roads.
The LSMA has an existing well-developed network of National, Regional and Local roads and streets. The road network refers to not only the carriageway itself but other highway infrastructure including bridges, the Shannon Tunnel, footpaths, cycleways, signage, markings and traffic signals.
The LSMA road network will continue to carry a significant number of journeys made by people and goods. Given the nature of existing travel patterns in the LSMA, the provision of any new road capacity will need to strike a balance between enabling the LSMA to achieve its growth potential whilst ensuring that any additional road capacity does not attract more private car trips nor enable inappropriate development patterns. Areas of significant future growth will need to be primarily served by public transport, walking and cycling.
It is the intention of the NTA, TII and the local authorities to:
The dispersed nature of development and the location of key destinations relative to housing within the LSMA presents a significant challenge in reducing the need to travel by private car.
The LSMA's road network will support sustainable travel to overcome these challenges in the following manner:
It should be emphasised that the nature of roads and streets will alter in line with changing demands as one travels through different parts of the LSMA. All routes, for example, will become less car-oriented in terms of their functions, design and usage as one travels towards the City and other urban centres where provision for public transport, walking and cycling becomes more important.
It is the intention of the NTA, TII and the local authorities to:
The LSMATS proposes a limited number of new road-based projects required to facilitate the sustainable movement of people, goods and services, and to complement sustainable travel and traffic management objectives.
Aligned with recent changes in national transport, climate and land policies, the following principles will be applied to any new roads in the LSMA:
The following sections identify proposed infrastructure improvements for the National, Regional and Local road networks within the LSMA, that are required for the delivery of the LSMATS. The alignment and form of all National road proposals will be determined in line with TII's Project Appraisal Guidelines (PAG) and DTTaS guidance for scheme appraisal including a Route Options Assessment and Business Case. The following proposals are subject to compliance with EU Habitats and/ or Birds Directives.
It is the intention of the NTA, TII and the local authorities that:
Ireland's National roads play a key role within its overall transport system and in its economic, social and physical development. National roads provide strategic connectivity between the country's main centres of population and employment, and key international gateways such as ports and airports.
The focus will be on maintaining the investment already made, to protect existing National road assets and to keep them safe and fit for purpose by applying appropriate corridor management practices. Associated with this, a decrease in car dependency for orbital trips is required if the levels of congestion are to be reduced on the strategically important N18, M7 and other National roads in the wider region.
The following outlines the requirements for the planning and development of National roads within the LSMA in the context of supporting the sustainable transport objectives of LSMATS and in full alignment with the definitions and principles set out by the Government's Spatial Planning and National Roads:
These measures will serve to discourage the inappropriate use of the National road network by local car traffic, to increase the attractiveness of public transport alternatives and to render investment in such public transport improvements more economically viable. Without these interventions, the LSMA will continue to experience increasing congestion and private car use which put at risk any substantial investment already made on the national roads of strategic importance.
It is the intention of the NTA, TII and the local authorities to:
The M7/N18 Limerick City Bypass is of key strategic important to the Strategy as it provides strategic linkage between the M7 Dublin, N24 Waterford, N/M20 Cork, N21 Tralee, N69 Port of Foynes, N18 Galway and N19 Shannon. Use of the Shannon tunnel involves the payment of a toll which provides a level of demand management on the M7/N18.
The mainline carriageway of the M7/N18 operates within capacity throughout the day; however, there is recognition of localised congestion on the grade separated junctions with this road, in particular: Mackey (Newport) Roundabout, Ballysimon Interchange and Dock Road Interchange. Ensuring that this localised junction congestion does not impact on the strategic function of the M7/N18 road is of importance to the Strategy, and improvements to junctions on this route are provided for in the LSMATS.
The provision of a dedicated National road/ Motorway to improve connectivity between Ireland's second and third largest cities, is consistent with the NPF's National Strategic Outcome 2, to provide Enhanced Regional Accessibility.
The NDP identifies the N/M20 Cork - Limerick scheme for development, subject to appraisal, planning and procurement. The N20 Cork - Limerick route is part of the Ten-T Comprehensive Network.
The solution for the N/M20 corridor will be identified through the N/M20 Cork to Limerick Scheme appraisal process and the development of a business case for the Scheme.
The N18 provides connectivity between Limerick and Galway, with the N19 providing connectivity between the N18 and Shannon Airport. The N18 and N19 carriageways operated within capacity, however, there is recognition of peak-time traffic congestion at the N18/N19 grade separated junction. L-SMATS proposes a number of proposals that would assist in reducing this demand including promoting compact growth in the Shannon Town Centre area (reducing the need to travel to work), a significantly enhanced public transport network from Limerick City and Metropolitan Towns, and Smarter Travel initiatives that would look to spread traffic over a longer period thereby reducing peak time congestion.
The upgrade of the relevant N18/ N19 junctions to include measures to reduce stacking on the ramps is recommended. These may include ITS and smart traffic signalling, however, all options will need to be assessed.
There are four road access points from the N19 northbound to the Shannon area within the space of 3.5km. This could present the opportunity to provide a dedicated public transport only access from the N18 northbound to Shannon, promoting public transport usage and improving journey times.
The upgrade of the N19 serving Shannon Airport is required.
The proposed Foynes to Limerick Road is 35 km in length and includes a by-pass of Adare, will connect the Port of Foynes to the Motorway Network to the south-west of Limerick City at Attyflin at Junction 5 on the M20/N21 near Patrickswell.
Enhancing the road connectivity to Shannon-Foynes Port is identified as a key growth enabler in the NPF and the NDP. The upgrade of the road is considered a key element to support the expansion of the Port of Foynes as outlined in the Government's National Ports Policy and the NPF. Foynes is designated as a Core Port under EU regulations (Trans European Network TEN-T). The TEN-T regulations require high-quality road connectivity thus improving journey time reliability and safety for all road users.
The road will assist in removing through traffic (particularly HGVs and other freight vehicles) from villages and towns including those outside the LSMA at Adare. A planning application was lodged with An Bord Pleanála in December 2019 and is supported by LSMATS.
The proposed realignment of the N69 to connect with the M20 and the declassification of the existing N69 to Regional road status will result in the reassignment of traffic onto the M20 between Patrickswell and the M7.
The NDP identifies the N24 as part of the national road network which will be progressed in order to prioritise projects which will proceed to construction. Consultants have been appointed and a feasibility and option selection is now being progressed.
The delivery of a transport solution for the N24 Corridor will enhance accessibility to the port of Rosslare and the connectivity it provides to markets in the European Union and the UK.
The Regional Road network is required to cater for the following:
In order to achieve these requirements, the (approximate) cross-section of these roads should allocate space equally for walking, cycling, public transport and car traffic.
The following sections outline additional regional and local road infrastructure and improvements for the LSMA.
Funding provision for the development of the Limerick Northern Distributor Road (LNDR) has not been included in the Government’s National Development Plan 2021-2030. In addition, the Minister for Transport has requested the NTA not to include the LNDR in LSMATS on the basis that proceeding with the LNDR would be contrary to the NPF’s objective of compact growth, would undermine the investment planned in active travel/public transport and would accentuate and continue a dispersed, unsustainable development model in the region. Additionally, the Minster has requested that the focus of transport investment for Limerick in the coming years should be on improving active travel infrastructure, delivering BusConnects and adopting a more transport-orientated development approach through the expansion of the rail network to provide a commuter rail system that serves existing and future development.
Revised rail proposals envisioning a comprehensive commuter rail network for Limerick City and adjoining locations has been included in Chapter 11 of this strategy.
A requirement for a link road from the Childers Road to Golf Links Road via Bloodmill Road and Groody Road has been identified in order to serve new development areas in this location and in order to provide for an additional public transport route from the City Centre towards Monaleen and onwards towards Annacotty. This public transport route would require a new bus-only link from Garryowen onto Childers Road. Parts of this link will be delivered in the short term, subject to further planning and appraisal, with the remaining sections (including the bus-only link) to be progressed in later phases of the strategy.
Junction improvements are proposed to improve traffic flow, provide for public transport and, in some instances, the pedestrian environment. These may include the upgrade of junctions to include Intelligent Traffic Systems (ITS) or smart traffic signalling.
It is envisaged that over the lifetime of the Strategy, improvements to the road network within the Metropolitan towns will largely consist of streetscape and public realm enhancements, previously discussed in the 'Walking' Chapter. The focus for these areas will generally be to overcome the challenges posed by a legacy of dispersed development and poorly defined centres.
Objectives for these areas should be developed through individual Local Transport Plans (LTPs). Metropolitan towns in the Study Area include:
The implementation of the transport infrastructure and services set out in the previous sections alone are not forecast to meet the objectives to reduce car use and associated emissions required to meet the Climate Action Plan targets. As such, further measures aimed at managing the demand for car travel are required.
The primary manner in which it is proposed to manage demand in Limerick is via changing the way in which parking is provided. This relates to quantum of parking in new developments; the removal of on-street parking to facilitate sustainable transport modes; and the cost of parking.
Additionally, for the purposes of the LSMATS the manner in which traffic signals operate has been examined with a view to optimising them for sustainable transport modes.
The availability and price of parking are major determinants of the relative attractiveness of the private car relative to sustainable transport options and are therefore an effective demand management tool. Effective management seeks to control the availability and price of parking.
Parking enforcement is also vital to ensure that footpaths, bus lanes and cycle lanes are not blocked by parked cars as this can be a barrier to movement for pedestrians and cyclists, especially those with disabilities.
The NPF sets objectives that there should be no car parking requirements for new developments in or near the centre of the five cities, and significantly reduced requirements in the inner suburbs. The NPF also states that universal standards for car parking should be replaced by site-specific performance-based criteria.
The application of low-car or car-free development is an increasingly common tool to facilitate higher density development and prioritise sustainable transport. Restrictions are usually placed on the occupants of the new development to apply for on-street parking permits to mitigate local parking stress. Alternatives to private car ownership will be made available including provision of car club bays, public transport cards and expansion of cycle hire schemes and membership.
Guiding principles for parking in new developments for the LSMA include:
Details of the parking standards for new developments applied in the assessment of the LSMATS are provided in the seperate Modelling report.
It is the intention of the NTA and the local authorities to better manage parking in the following ways:
There are significant and often competing demands for kerbside spaces in Limerick City Centre, Shannon and other metropolitan town centres. These include but are not limited to:
To mediate this demand, a gradual reduction in on-street parking levels in urban centres over the lifetime of this Strategy will be required.
Limerick City and County Council currently operates a dual on-street parking payment system that incorporates disposable parking discs and an e-parking payment system. On-street parking in Limerick City is one of the cheapest in Ireland. The availability and pricing structure for on-street parking within the LSMA will be reviewed alongside the implementation of LSMATS with a view to moving towards a smarter system that facilitates a quicker turnover of spaces which facilitates the economic functions of town centres and provision of Electric Vehicle Charge Points (ECVPs).
In residential areas, the objectives will be to discourage commuter parking that contributes to parking stress and unsafe parking practices immediately outside paid parking zones, and to free-up kerbside space by providing alternatives to private car ownership.
The proposed approach to on-street parking is as follows:
The main objective of the off-street parking measures is to free-up kerbside space within urban centres and to support a viable, public transport system.
The proposed approach will require coordination at a local and national level and includes the following:
Details of the approach to on-street and off-street parking management which has been applied in the assessment of the LSMATS are provided in the accompanying Modelling report.
The manner in which traffic signals traditionally operate is to maximise flow by motorised vehicles. The LSMATS has been assessed using a shorter overall cycle time which would favour those walking and cycling by reducing the time they wait for a green light.
The Five Cities Demand Management study examined a wide range of potential measures for the city of Limerick and while a conventional congestion charge was discounted, a range of further measures additional to parking have been brought forward. As set out above, for the purposes of the LSMATS, the focus has been on the reduction of parking availability and the use of pricing mechanisms, in addition to some changes to traffic signals to give greater priority to sustainable modes. The application of these measures will reduce transport emissions to the extent required by 2030, in conjunction with the electrification of the fleet. If any of those measures do not materialise fully, additional measures will be required.
The implementation of the LSMATS and its review before 2028 will take full cognisance of progress in reducing emissions and the NTA, Government and local authorities will bring forward additional fiscal measures such as Mileage Based Vehicle Taxation to address any shortfalls which may emerge.
Map showing the indicative strategic park and ride locations. All routes and alignments are indicative and subject to change through the statutory scheme appraisal process.
The map shows the road network including roads with bus priority and the following Park and Ride locations that are all connected to bus priority roads:
We will set a target aimed at reducing the environmental impact of freight while at the same time improving efficiency in the movement of goods and promoting economic competitiveness.
To meet NPF growth projections, construction of new homes, offices and schools will result in the increased movement of freight. There will also be a greater level of delivery and servicing activity and waste management. While presenting challenges in terms of safety, congestion, air and noise pollution, the clustering of activities - allied to an improvement in the strategic transport infrastructure - offers the possibility of innovative approaches to mitigate the impact of freight activity.
Both the Climate Action Plan and RSES support the need to develop a Regional Freight Strategy to accelerate the decarbonisation of the freight sector; integrate smart technologies in logistics management and reinforce the important role that the strategic rail and road (including TEN-T) network play in efficiently moving freight. LSMATS supports the development of such a strategy in recognition of the need to decarbonise freight and the inter-regional nature of freight movements, especially as a result of increased activity to and from the Port of Foynes and Shannon Airport as well as increased development throughout the LSMA. It is also a key objective of the NPF and RSES to improve access to the Shannon Foynes Port and Shannon Airport.
HGVs play an integral role in moving goods throughout the LSMA and nationwide. HGV movement can have significant impacts on traffic operations, noise, air pollution and the safety of other road users, particularly within urban environments.
The central area of Limerick City is unsuitable for heavy goods traffic and should be restricted to only those vehicles of a suitable size with an origin or destination in the centre. LSMATS proposes further consideration of restriction of the movement of HGV within the existing urban footprint of Limerick City and Suburbs.
According to the Limerick HGV Study 2015, banning HGVs from the City Centre from 07:00 to 19:00 would contribute to the creation of a safe and friendly environment for cyclists and pedestrians through the recovery of street space and the reduction of conflicts between modes. The implementation of designated 'lorry routes' on National roads at designated times of the day will also help reduce through traffic and mitigate delays and conflict with other modes.
In addition, regulating delivery times by limiting them to off-peak periods would contribute to off-setting local traffic congestion. This could also bring additional benefits to freight operators in terms of reductions on travel times and operating costs.
It is the intention of the NTA and the local authorities to:
HGV management proposals include:
Shared construction and logistics centres (CLCs) are a recent trend in European cities projected to receive significant increases in population and construction activity in future years.
CLCs are typically set-up near strategic development areas on sites adjacent to the strategic road network to minimise travelling distances for construction materials. Developers are often required to sign up to shared CLCs as part of the development management process.
Trips to and from construction sites are minimised as HGVs with less than 80% occupancy are held until fully occupied and trips to construction sites are controlled using a booking system. The levels of development assigned to designated areas across the LSMA would appear to justify the need for a number of CLCs.
It is the intention of the NTA and the local authorities to:
A freight line between Limerick and Port of Foynes has been inactive since 2001. The RSES proposes an investigation into the feasibility of designating Limerick Junction as a regional logistics hub.
LSMATS is supportive of further investigation into the feasibility of rail freight. Further consideration between linking the Tier 1 Ports of Cork and Foynes and the Tier 2 Port of Rosslare by rail is recommended over the lifetime of the Strategy.
It is the intention of the NTA and the local authorities, in conjunction with Irish Rail and Shannon Foynes Port Company, to:
Both the Climate Action Plan and RSES propose the development of a Regional Freight Strategy to accelerate the decarbonisation of the freight sector, integrate smart technologies in logistics management and reinforce the important role that the strategic rail and road (including TEN-T) network play in efficiently moving freight. LSMATS supports the development of the Regional Freight Strategy in recognition of the inter-regional nature of freight and HGV movements, especially as a result of increased activity to and from the Port of Foynes, Shannon Airport and industrial areas as well as increased development throughout the LSMA.
It is the intention of the NTA, Southern Regional Assembly and the local authorities to:
Limerick has a number of significant regeneration and employment areas that will lead to an increase in delivery and servicing needs. Personal delivery and waste management services will also exponentially increase as more people live in the LSMA.
Objectives to manage this increase in delivery and servicing include:
It is the intention of the NTA and the local authorities to:
Integrated approaches incorporate elements of urban design and landscaping that instinctively alter behaviour, thus reducing the necessity for more conventional measures (such as physical barriers and the road geometry) alone to manage behaviour.
LSMATS will provide a significantly enhanced transport system that supports the future growth of the LSMA, promotes more sustainable travel, reduces dependency on the private car, and contributes to lessening the transport impacts on climate change.
The role of supporting measures is to complement any infrastructure investment. The full benefits of the significant investment that will be delivered under LSMATS cannot be achieved through the provision of infrastructure alone and must be combined with the implementation of measures that support the best use of that infrastructure.
The LSMATS's supporting measures will be essential to the creation of physical, social and cultural environments where walking, cycling and public transport are attractive, practical and logical alternatives to the private car.
Local Authorities should seek to translate the overarching outcomes and objectives of LSMATS through the use of area specific Local Transport Plans at City or Metropolitan Town Centre level.
These Plans will be based on the NTA/TII Area Based Transport Assessment (ABTA) guidance note. They should set ambitious targets that enable a significant shift in active and sustainable mode shares and the reduction in private car trips in the short- to medium-term.
Event Travel Plans should also be considered for large trip-generating events such as match days and concerts, etc. to mitigate any negative impacts on the surrounding area and road network.
It is the intention of the NTA and the local authorities to:
There is a long-established link between the availability, provision and price of parking and relative attractiveness of the private car relative to sustainable transport options. Judicious management of parking should be used as an effective demand management tool to discourage private car journeys particularly for shorter trips across the LSMA. For longer journeys, the emphasis will be on discouraging through trips in urban areas through the provision of Park and Ride facilities and reliable interchange with walking, cycling and public transport provision.
Park and Ride (PnR) entails the provision of high-capacity car parking facilities at designated public transport interchanges on the approach roads to Limerick City (and potentially Shannon). Park and Rides are a key component of LSMATS and are a means of increasing the catchment of the transport network to those that might not otherwise have access via walking, cycling or public transport.
PnRs can deliver the following benefits to the LSMA:At present, there are no dedicated, permanent Park and Ride facilities within the LSMA. The Strategy will address this shortfall. Strategic PnRs will be expected to cater for between 400-600 car parking spaces and in all cases, be supported by reliable, high-frequency bus services and a potential new rail station at Ballysimon.
Indicative locations for Park and Rides are proposed at:
The above represents indicative locations only and are subject to further investigation. In most cases, strategic Park and Rides will be related to the delivery of the BusConnects network and require bus priority measures to be implemented in advance of the opening of the facility. Park and Rides at Corbally and along the N69 will be considered as potential additional facilities if the demand arises.
Park and Ride facilities will be required to be open at off-peak times to support event parking at sports stadia and festivals, supported by the provision of more flexible local bus and coach services offering direct routes to the event. Opportunities to further maximise their potential will be identified through Workplace Travel Plans, School Travel Plans and Access and Mobility Plans for new residential development.
All Park and Ride/Rail facilities will be expected to provide ancillary services including:
The provision of EVCPs to suit a variety of different charging speeds to support the transition to low emission vehicles and e-bikes will be considered in the design and development of each of the facilities.
It is intended that all PnR facilities will be accessible by quality walking, cycling and public transport to ensure that onward trips can be taken by sustainable transport.
Park and Rides will provide opportunities for interchange between modes and widen the catchment for public transport services, enhancing accessibility to key destinations. Improved sustainable connectivity and interchange opportunities from the Metropolitan Area to the wider region will strengthen the functional relationship between these areas. This is particularly pertinent for rural or low-density areas where it is not feasible to provide high-frequency public transport services.
The phased implementation of Park and Rides will be accompanied by a phased reduction in the availability of on-street parking and the delivery of BusConnects Limerick, bus priority measures, and improvements to the rail network where demand for Park and Ride is identified.
To ensure the long-term viability of PnRs, it is recommended that both Local Authorities seek to:
These measures will enhance the success of Park and Rides and benefit both developers and Local Authorities. They will allow Local Authorities to apply more stringent off-street parking practices in their respective Development Plans, Local Area Plans and other policies. They will also significantly reduce land-take and cost for the development of individual off-street parking. A Park and Ride Strategy will be prepared for the LSMA as recommended in the Climate Action Plan.
It is the intention of the NTA and the local authorities to:
The concept of Mobility Hubs is relatively new to European cities but is gaining traction particularly in new regeneration areas planned around mass public transit systems (Public Transit Oriented Development). Mobility Hubs are a means to support the transition of the traditional predict and provide parking model to one that facilitates a reduction in car parking standards in regeneration sites through Mobility as a Service (MaaS) systems and active travel.
In the context of the LSMA, mobility hubs will be encouraged in central areas where high-density housing is planned, such as the LDA Colbert Station lands to contribute to sustainable transport mode share targets and reduce the reliance on the private car particularly for short-trips. The application of mobility hubs is consistent with the NPF and the Section 28 Sustainable Urban Housing Guidelines which seeks to minimise or wholly reduce car parking in central areas or those well served by public transport.
Characteristics of Mobility Hubs:
It is the intention of the NTA and the local authorities to:
Ennis is the County Town of Clare and, as such, is an important origin and destination for trips to and from the LSMA. It is an objective of Clare County Council to develop the town as a bus and rail connecting hub for the County and surrounding areas. The planning and design of transport infrastructure and services within the LSMA will take account of the demand for travel to and from Ennis and the objectives for the town as set out in Ennis 2040.
Nenagh is a key town in Tipperary with strategic rail and road connections to Limerick and Shannon. There is a strong relationship between Nenagh and the LSMA in terms of commuting for work and education and it is the intention of Tipperary County Council to foster and develop this relationship.
Tipperary Town, by virtue of its location close to Limerick junction and along the N24, as well as being served by the Limerick Junction-Waterford rail service is an important settlement in terms of regional connectivity.
The LSMATS will facilitate and promote enhanced services between Ennis, Nenagh and Tipperary Town and Shannon and Limerick, supporting their roles as Regional Transport Hubs.
It is the intention of the NTA and the local authorities to:
The appointment of a dedicated Walking and Cycling Officer (similar to that of Dublin City Council) should be considered within both Local Authorities. The person who is appointed to this role should preferably be trained in behavioural change and have a working knowledge of design. Their role could include responsibility to:
It is the intention of the NTA and the local authorities to:
A shift toward more sustainable modes of travel will need to be supported at a local level through behavioural change initiatives. Tailored programmes and awareness-raising campaigns can have an influence on an individual's mobility choices, particularly when paired with high-quality infrastructure.
Typically, an effective behavioural change programme comprises a highly personalised approach to make people reflect on their existing travel behaviour, inform them of all their option and educate them on the social, health, economic and environmental benefits of choosing sustainable and active transport.
In 2012, Limerick City and County was selected as a Smarter Travel Area and the local authorities were awarded €9m for a 5-year programme. Smarter Travel works in partnership with a wide range of stakeholders to develop travel plans and to promote events such as Bike Week, BeSPOKE Cycling Festival and European Mobility Week.
The NTA continues to operate the Smarter Travel Workplaces and Campuses behavioural change programme. This provides support and resources to places of work and education to promote shift toward more sustainable work-related travel patterns. A large number of workplaces and campuses in the LSMA actively engage with these programmes.
The continuation and expansion of Smarter Travel in the LSMA is recommended to play an important role in delivering the behavioural change that is required to achieve the full benefits of LSMATS. It also provides a platform to communicate the implementation of LSMATS and to promote the benefits of the Strategy directly with a large number of people.
Workplace travel planning comprises a package of measures aimed at enabling and promoting sustainable travel patterns to and from places of work and reducing single-occupancy car journeys.
Given the projected employment growth across the LSMA by the NPF and RSES, LSMATS recommends the requirement for Mobility Management Plans/ Workplace Travel Plans. Close collaboration between the Local Authorities and workplace clusters at the Raheen Industrial Park, National Technology Park and the wider Shannon Town Centre and employment areas is recommended for the robust implementation of Workplace Travel Plans.
It is the intention of the NTA and the local authorities to:
Technological advancements offer transformative potential to respond to some of the issues outlined in the Strategy and will become more prevalent over the lifetime of LSMATS. Some established and emerging technologies in the transport industry relevant to LSMATS are outlined below.
Mobility as a Service (MaaS) is a concept which involves the use of technology to support integration and multi-modal travel. It represents the transition away from depending on personally-owned transport to a model based on mobility provided as a service. MaaS usually takes the form of a unified gateway/ online account which provides access to the user to public transport, cycle hire, car clubs and taxis at the click of a button.
MaaS will also be a useful tool in land use planning to support car free or low car developments near public transport hubs and provide access to a car without owning one when needed.
The application of Intelligent Transport Systems (ITS) to the transport system will increase the efficiency of its operation. ITS represents the evolution of traffic management from a static unresponsive activity to a dynamic responsive activity that can adapt to the ever-changing traffic conditions in real time. ITS allows for rapid response to real-time conditions. Applications of ITS include:
Car clubs are a growing area in Ireland with the long-established GoCar that operates nationwide, recently being joined by the YUKO car club in Dublin. Car clubs can be an important tool in facilitating car-free or low-car development in urban areas, providing access to a car for residents without the on-going expense of owning one.
There is credible evidence to suggest that the increased availability of car clubs leads to a reduction of private car ownership. A recent survey undertaken by Steer Davies Gleave in London (Carplus, 2016) suggests that 10.5 private cars are removed from London's roads for each car club vehicle as users' dispose of their cars. Furthermore, a third of round-trip car club members reported that they would have bought a private car had they not joined a car club meaning a deferred purchase of a further 22 cars per car club vehicle.
At present, there are eight GoCars operating in Limerick City Centre, including one located in Colbert Station. LSMATS envisages an uplift in the provision of car clubs, particularly as part of mobility hubs in high-density residential development or a high-concentration of employment or commercial uses. Further consideration should be given to one-way or 'floating' car clubs such as the DriveNow or Zipcar Flex.
To support a more efficient use of kerbside space, urban areas in Europe have begun trialling smart technology including dynamic on-street parking models and virtual loading bays recouping costs by charging for vehicles to use this service. This technology can be investigated further in Ireland to minimise conflict for competing demands for limited road space and to reduce search traffic and local congestion.
Virtual parking and advanced booking of loading bays can assist companies make deliveries on time, reducing congestion and conflict.
The use of EVs is expected to grow significantly in the coming years. The NPF, in line with Ireland's Climate Action Plan and Climate Mitigation Plan, envisages the progressive shift towards EVs and hybrid traction systems for private vehicles and public transport fleets. The RSES and the Shannon Town and Environs LAP 2012-2018 also foresee the increase of EVs on roads as part of their smarter travel strategies.
This expected increase in the use of EVs must be supported by the development of public charging infrastructure. The ESB currently provides 1,100 public charging points (CPs) in Ireland, with less than 15 points located within the LSMA. The Strategy envisages an uplift in the number of EVCPs across the LSMA to include slow-charge, medium change and fast-charge facilities primarily replacing existing parking spaces.
EVs, however, are not a panacea to alleviating congestion or the pressing issue of reallocating private car storage space for sustainable transport and biodiversity. The initial focus for lower emission vehicles should be for 'necessary' trips such as public transport, public authority fleets, private hire vehicles, delivery and servicing and waste collection.
Autonomous Vehicles (AVs), or driverless cars, may potentially provide an opportunity to improve safety, with cars programmed to obey traffic regulations and speed limits and geofencing preventing them from entering certain spaces. Driverless cars could potentially free up kerbside space as the demand for on-street residential and long-stay parking is no longer needed. However, AVs are not considered as a substitute for walking, cycling and public transport. There are a number of outstanding legislative, legal and technical issues in relation to AVs and their impact on active travel and public transport.
It is the intention of the NTA and the local authorities to:
Though outside of the scope of this Strategy, both the NTA and Local Authorities will need to assess, legislate and monitor benefits (or otherwise) presented by the advent of shared use AVs likely to present themselves over the lifetime of the Strategy. This assessment will need to measure their relevance against over-arching objectives to promote more active travel, promote equitable transport, employment, and to reduce congestion, pollution and street clutter.
Taxis provide an important transport service offering door-to-door trips and can supplement a public transport system. Taxis offer the ability to complete one-off trips that may be difficult to provide for efficiently by other modes. LSMATS recommends the following for small public service vehicles:
It is the intention of the NTA, local authorities and other stakeholders to:
The provision of night-time transport options is essential for any modern city. Late night transport is critical to meet the travel needs of late-night/early-morning commuters, to serve the night-time economy of Limerick City, and to provide a reliable transport alternative to the private car. At present, many of the LSMA's local bus services do not operate between 23:00 and 07:00. This gap in service provision excludes many people from using public transport as their primary mode of choice to move around the LSMA.
The LSMATS will investigate the expansion of late night public transport services and improvements to the taxi system including the facilitation of new technologies.
It is the intention of the NTA, the local authorities and other stakeholders to:
One of the goals of the LSMATS is to deliver an integrated transport system that allows people and goods to move as efficiently and seamlessly as possible throughout the LSMA across all transport services and modes. A fully integrated network is essential to:
A successfully integrated transport system requires a multi-faceted approach and depends on a combination of both 'hard' and 'soft' measures. The integration of the LSMA's transport network is supported by three pillars:
The above sections of this Chapter set out a broad range of measures that will complement the significant infrastructure investment to be delivered under LSMATS. The following presents an overview of key elements of LSMATS that will contribute to the successful integration of the LSMA's transport network.
The integration of land use and transport planning is essential to create a sustainable city-region. The alignment of settlement and land use patterns to an integrated transport strategy can provide opportunities to reduce car dependency and enable a modal shift in favour of sustainable modes.
The 'Land Use, Regeneration and Schools' Chapter sets out a number of objectives that promote land-use consolidation and public transport orientated development (PTOD), in line with the NPF's National Strategic Objective to achieve Compact Growth. This will contribute to a compact urban footprint that reduces the overall need to travel, the distance and time travelled, and captures a larger catchment within proximity to public transport services.
Future development will need to be focused along core corridors where they can be well served by sustainable transport modes. A coordinated approach to demand management, parking provision and design principles such as permeability will also play a critical role in promoting walking, cycling and public transport use.
Further objectives for land use planning are presented in the 'Land Use, Regeneration and Schools' Chapter.
High-quality interchange between modes and services is essential to the success of the Strategy, and can greatly influence the travel choices that people make. Effective interchange will allow for the widening of the public transport coverage, enabling improved accessibility and connectivity across the LSMA as well as facilitating multi-modal trips.
Improved connectivity and interchange opportunities between Limerick City Centre, Shannon Town, and other key destinations and settlements within the Metropolitan Area and to the wider region will strengthen the functional relationship between these areas. For the LSMA, interchange between bus services will be of particular importance.
Key aspects of high-quality interchange include:
During the period of the Strategy, provision will be made for interchange as part of the development of BusConnects. Of these, Colbert Station will represent a major interchange hub in Limerick City as well as the Regional Transport Hubs including Ennis, Nenagh and Tipperary as per Objective SM2.
The proposed Park and Ride facilities also represent major interchange hubs on the periphery of Limerick City and Suburbs. These Park and Rides will be integrated with the public transport, walking and cycling networks, thereby an effective means of increasing the accessibility of the sustainable transport network to those that might not otherwise have access. This is particularly pertinent for people travelling into the City from rural or low-density areas where it is not feasible to provide high-frequency public transport services.
Further detailed proposals and objectives in relation to Park and Rides and Parking is set out in the 'Roads and Parking' Chapter of this Strategy.
It is the intention of the NTA, the local authorities and other relevant stakeholders to:
One of the most important elements of a successfully integrated transport system is the provision of widely available, accessible, and legible information including service timetables, Real Time Passenger Information (RTPI), route maps and wayfinding signage at strategic locations. This allows people to navigate the transport network and move between different modes with ease. This will be particularly critical as LSMATS proposals are rolled out.
Transport for Ireland's (TfI) website and mobile app provides real time information from Bus Éireann, Iarnród Éireann, Go-Ahead Ireland and more, allowing users to plan their journey efficiently.
MaaS systems, outlined under Objective SM5, usually take the form of an online account which allow users to access information about nearby public transport services, cycle routes, car share schemes, bike share schemes, taxi services and so on all. MaaS typically enables the user to plan, book and pay for these services. In this way, MaaS systems can transform the user experience of the integrated transport network by providing all necessary information at their fingertips. The potential for the use of MaaS in the LSMA will be investigated as this technology becomes more prevalent during the lifetime of the LSMATS.
It is the intention of the NTA and the local authorities to:
Integrated ticketing and smartcard technology offer a convenient way to pay public transport fares and seamlessly integrate with different modes across the network.
It is the intention of the NTA and the local authorities to:
The broad principle for public transit fares is that the system should be:
A zone-based fare structure is currently available in Limerick City and Suburbs on Bus Éireann public transport services.
The on-going changes to public transport fares being implemented by the NTA will be continued within the lifetime of the LSMATS. A fare structure review will be undertaken to ensure that the LSMATS networks are supported in a manner that encourages increased public transport use and provides for appropriate cost recovery. It is intended that a further simplified fare structure will be put in place, potentially a flat fare or a zone-based system, allowing multiple journeys by different modes for a single fare.
Fare structures that could be considered during the lifetime of LSMATS:
It is the intention of the NTA and the local authorities to:
The LSMA's transport network is aimed at serving all sectors of society, regardless of resources, ability, age, gender, or other affecting factors. As the diversity of our society grows, the LSMA's transport services need to evolve and adapt to reflect these differing needs so as to not compromise quality of living.
The LSMA's transport network is used to access opportunities to work, get an education, visit friends, partake in community life and other activities. In this way, transport plays a key role in ensuring an equitable and just society.
The 'Land Use, Regeneration and Schools' chapter sets out a number of objectives for the LSMATS to help overcome issues including social isolation in Limerick's regeneration areas.
The NTA is also undertaking sustained efforts to improve accessibility and the interface between the transport system and persons with physical and intellectual disabilities. Objectives relating to universal access and inclusive design are set out in the 'Urban Design and Place-Making' Chapter.
The LSMATS is underpinned by the ongoing work of the NTA's commitment to sustained engagement with representative groups throughout the implementation of its plans and programmes. This engagement with local communities and other stakeholders will help achieve the most equitable outcomes for all.
It is the intention of the NTA, in collaboration with local authorities and other stakeholders, to identify and deliver improvements to ensure transport equity in the LSMA, including:
Jacobs insert excerpts from the Climate Action Plan 2021
The LSMATS aims to provide an effective and sustainable transport system across the region and to accommodate future travel growth in a managed and balanced way. Increased public transport provision, coupled with enhanced cycling and walking facilities in the urban areas, will enable a transition to more sustainable travel modes for many people in addition to providing the means to cater for much of the increased travel demand.
There is now, however a legislative requirement that public bodies must take account of the Climate Action Plan and Low Carbon Development (Amendment) Act 2021 in the performance of their functions. Specifically, in relation to greenhouse gas emissions, the Act requires a total reduction of 51% in such emissions over the period to 2030, relative to a baseline of 2018. While that overall target has not yet been disaggregated into sectoral targets, it is understood that the transport sector will be required to achieve a 50% reduction.
This is a very significant and challenging target, which will require fundamental changes in the area of transport over the next decade. Central to those changes will be the need to increase the proportion of travel by sustainable modes and reduce the level of usage of Internal Combustion Engine (ICE) powered vehicles.
While the provision of new and additional transport infrastructure and transport services will encourage and deliver increased movement by sustainable modes, such provision will be insufficient on its own to achieve the level of emissions reduction required by 2030.
Accordingly, additional demand management measures will need to be put in place to complement the additional transport provision and achieve the overall 50% reduction goal. The following sections set out the additional measures that will need to be adopted.
One of the main policies to reduce greenhouse gas emissions in the transport sector is the transition away from fossil fuel powered vehicles to electric vehicles. At a national level, the Government’s Climate Action Plan 2021 sets out the intention to increase the number of electric vehicles in the State to 936,000 vehicles by 2030 comprised of:
This is an ambitious level of transition to electric vehicles and will contribute substantially to reducing greenhouse gas emissions.
The Climate Action Plan 2021 also sets out a policy to increase the volume of biofuels used in the road transport sector as a blended fuel for petrol and diesel powered vehicles. It proposes a 10% blend penetration rate in petrol and 20% penetration in diesel by 2030.
The NTA’s Regional Modelling System has been used to calculate the level of greenhouse gas emissions’ reduction under various scenarios.
As identified earlier, the overall target required to be achieved in 2030 is an overall emissions reduction of 50% across the LSMA.
An assessment has been undertaken of the forecast emissions level in 2030, taking account of the additional transport infrastructure and transport services set out in the Transport Strategy proposals, in addition to the vehicle electrification and increased use of bio-fuels proposals. This assessment forecasts that with all of these elements in place, the likely emissions reduction will be approximately 35%.
To deliver the additional reduction, further measures to decrease the usage of petrol/diesel powered vehicles are required.
To address the shortfall to achieving the overall target, a set of core demand management measures (the “Core Measures”) were identified for assessment in combination with three alternative overall demand management approaches, being:
Each of the three approaches was then considered in order to establish how that approach would address the deficit to fully achieve the 50% reduction target.
Approach 1 is focussed on altering the cost of vehicle operation, being petrol/diesel vehicles.
An assessment was undertaken to establish the level of fuel price change that would be necessary to achieve the required additional emissions reductions under this approach. That assessment identified that a significant increase would be necessary to achieve the required decrease in the usage of petrol/diesel powered vehicles, albeit that such increase could be spread out over a number of years.
However, fuel pricing is a national issue rather than a regional matter and could only be implemented by Government. In addition, this issue is likely to be separately considered under the Climate Action Plan reviews and the carbon budgets envisaged under the Climate Action Plan and Low Carbon Development (Amendment) Act 2021.
A second approach to the full achievement of the emissions’ target is through additional electrification. Under this approach, an accelerated level of transition to electrically powered vehicles would be incentivised such that the increased take-up such vehicles provides the required additional emissions reductions.
It was noted in section 17.2 that the target level of electrification is already very ambitious, in particular for cars. Accordingly, it is likely that this approach would require an increased electrification of other vehicle types.
Heavy Goods Vehicles make up a high component of the residual emissions in 2030 following the implementation of the planned strategy elements by that date plus the electrification and bio-fuels arrangements set out in the Climate Action Plan 2021. It comprises about 50% of the residual emissions.
While battery operation of HGVs over long distances is not currently a viable solution, given range limitations, hydrogen powered HGVs do represent a technically feasible solution. Hydrogen powered vehicles use a fuel cell powered by hydrogen to operate the vehicle electrically. But a key downside to the operation of such vehicles is the high costs currently associated with hydrogen fuel.
Assessment work undertaken has identified that a transition of about one third of the HGV fleet to electrified use, probably using hydrogen fuel cells, would achieve the necessary additional emissions’ reduction.
Hydrogen power is an embryonic technology for HGV use and it is too early to rely upon the successful advancement of this propulsion technology for widespread use in order to reach the emissions target.
It is clear, however, that the freight sector can make a significant contribution to the meeting of our national climate change target and the regional objectives for the LSMA. In addition to the potential to operate a proportion of HGVs using hydrogen generated power (or other emerging technology), other freight–related initiatives to reduce carbon emissions include:
Under this approach there are a number of different fiscally based arrangements that could be put in place to reduce the level of car travel and promote a greater transference to sustainable modes. These include congestion charging, low emission zone (or zones), tolling and/or road pricing.
Various configurations and combinations of these options are feasible to achieve the required additional emissions reduction target.
One potential scenario would be implementation of tolling points on the national primary routes into the city, with the toll point placed on the city side of the proposed Park & Ride facilities giving motorists the option to transfer to public transport. The cost of parking at the facility plus the public transport fare could be configured so as to be lower than the cost of the toll plus parking in the city centre.
However, this is only one permutation from the multiple potential configurations. Accordingly, the exact arrangements in respect of such an approach will require detailed evaluation at the implementation stage, which will need to assess different alternatives to appropriately select and calibrate the final configuration.
While the earlier sections of this chapter focus on the need to achieve the vehicle emissions’ target, there are additional reasons for the implementation of certain demand management measures. For instance, the conversion of all vehicles to electric vehicles would fully achieve the climate change objectives in transport, but would do nothing to reduce congestion. If car use continued unabated, traffic congestion would still persist and worsen, resulting in a diminished quality of life for many commuters struggling through long commutes in congested traffic conditions.
In addition, there is a need to ensure that the national road network can appropriately perform its primary role of catering for strategic traffic, in particular vehicles involved in the transportation of goods and products, public transport vehicles, and other usage which contributes to national and regional economic development. This means that the level of usage by non-strategic traffic needs to be controlled on these elements of the overall road network to preserve its core functionality.
Ensuring that urban centres are people focussed and not vehicle focussed is an objective of national, regional and local planning policies. This means that management of vehicle numbers, in particular car numbers, is essential in those areas to support the place-making ambitions set out in various policies and plans. Linked to this is the need to improve air quality in urban centres in advance of achieving full vehicle electrification, which may require measures such as the implementation of low emission zones. Accordingly, there are numerous factors, additional to the greenhouse gas reduction targets, supporting, and requiring, management of the level of car use in order to deliver on other objectives.
The implementation of the LSMATS elements intended for delivered by 2030 – which comprises an ambitious delivery programme for BusConnects Limerick and the Limerick Cycle Network, coupled with the planned vehicle electrification and increased use of bio-fuel set out in the Climate Action Plan 2021, will see transport emissions in the LSMA decrease by approximately 35%.
Additional measures are required to further reduce emissions to meet the 50% reduction target. A number of alternative approaches, as set out above, are available to achieve this supplemental reduction and it is clear that viable pathways are available to achieve the halving of greenhouse gas emissions from transport across the region by 2030.
Following the adoption of the final LSMATS, it is intended that an additional demand management study will be undertaken, in conjunction with a further examination of goods vehicles’ operation, to develop finalised proposals to achieve the intended level of emissions reductions.
It is acknowledged that there are various permutations available to achieve the required target, and further detailed assessment will be required to establish and calibrate the optimal framework. That assessment work to develop the optimal framework will be undertaken at an early point in the lifetime of the Strategy, and will take account of policies set out in updates to the Climate Action Plan 2021 and derived from the carbon budgets to be established under the Climate Action Plan and Low Carbon Development (Amendment) Act 2021.
Emissions targets are clearly established for 2030 under the provisions of the Climate Action Plan and Low Carbon Development (Amendment) Act 2021. That Act also sets out the objective to achieve a "climate neutral economy by no later than the end of the year 2050". Accordingly, while no specific targets are set for 2040, the final year of this strategy, it is intended that emissions will continue on a downwards trajectory between 2030 to 2050.
The continued electrification of the transport fleet and the implementation of the remaining elements of this strategy will further reduce greenhouse gas emissions within the LSMA.
Strategic Environmental Assessment (SEA) and Appropriate Assessment (AA) of the LSMATS have been undertaken in accordance with the EC (Environmental Assessment of Certain Plans and Programmes) (Amendments) Regulations 2011 and the European Communities (EC) (Birds and Natural Habitats) Regulations 2011 (S.I. No. 477 of 2011)).
This chapter sets out the assessment process undertaken, including identifying key potential environmental impacts and the mitigation to reduce or avoid these impacts where necessary.
An assessment of potential significant environmental impacts against twelve Strategic Environmental Objectives (SEOs) defined at the scoping stage of the SEA has been undertaken for each of the proposals outlined in each of the eight chapters of the Strategy (walking, cycling, BusConnects, rail, land use, regeneration and schools, roads and parking, freight delivery and servicing and supporting measures and integration).
The assessment against SEOs was first completed in the absence of SEA mitigation, and then again with SEA mitigation recommendations included.
The SEOs are:
The main potential environmental impacts of the LSMATS are summarised below. Further detail is provided in the SEA Environmental Report which accompanies this Strategy document.
In summary, in the absence of SEA mitigation, potential significant adverse effects or mixed positive and negative effects were identified against SEOs 3, 4 and 7, with potential neutral or positive effects assessed for all other SEOs. With the implementation of SEA mitigation, neutral or neutral to beneficial effects are assessed against all SEOs except SEO 4 (Landscape) where residual effects would be mixed.
A monitoring and implementation plan has been developed to check the progress of the LSMATS against the SEOs throughout the lifetime of the Strategy. This covers mitigation identified for individual measures included within the revised Strategy as a whole including cumulative impacts with other plans and programmes. The Monitoring and Implementation Plan can be found in the SEA Environmental Report which accompanies this Strategy document.
The AA and Natura Impact Statement (NIS) identified the potential for likely significant effects on European Sites due to the implementation of the LSMATS. Specifically, these negative effects related to qualifying features of the Lower River Shannon SAC and the River Shannon and River Fergus Estuaries SPA, Askeaton Fens Complex SAC, Curraghchase Woods SAC and Tory Hill SAC. These sites are designated due to supporting habitats and/or species listed on Annex I / II of the E.U. Habitats Directive. Objectives within the LSMATS included projects/proposals that require new crossings and regeneration of existing crossing of the River Shannon or its tributaries (River Blackwater and Abbey River). In the case of the LNDR, this project requires the construction of a new crossing of the River Shannon plus a section of the LNDR is routed through Knockalisheen Marsh that supports Annex 1 Habitats (Molinia meadows).
The LSMATS also commits to delivering the N/M20 Cork to Limerick Scheme and the N69/M21 Foynes to Limerick Road (including Adare Bypass). Available project level AA/screening information for these schemes identified likely significant effects on Lower River Shannon SAC and the River Shannon and River Fergus Estuaries SPA and for European sites beyond the boundary of the LSMA. Specifically, these sites are Askeaton Fens Complex SAC, Curraghchase Woods SAC and Tory Hill SAC.
Based on the AAs published as part of the Limerick County Development Plan 2010 - 2016 and Clare County Development Plan 2017-2023, the AA prepared in support of the LSMATS includes a number of mitigation measures specific to the LNDR. These range from additional project level studies (hydrological and hydrogeological) to high level design principals to be implemented at a project level. The application of these measures will ensure that the LNDR would have no significant effect, alone or in-combination, on the Conservation Objectives of each of the Qualifying Interests of the Lower River Shannon.
Based on AAs published as part of the project level information for N/M20 Cork to Limerick route selection process and the N69/M21 Foynes scheme, mitigation measures have been included in the LSMATS AA to ensure that they would have no significant effect, alone or in-combination, on the Conservation Objectives of each of the Qualifying Interests of the European Site affected by these schemes.
Mitigation measures for Walking and Cycling Objectives which require crossings and regeneration of existing crossing of the River Shannon or its tributaries (River Blackwater and Abbey River) have been included in the AA to ensure that they would have no significant effect, alone or in-combination, on the Conservation Objectives of each of the Qualifying Interests of the Lower River Shannon or River Shannon and River Fergus Estuaries SPA.
Based on the AA prepared in support of the LSMATS no risk of adverse effects on the integrity of a European site would remain through the adoption of the strategy. However, this does not rule out the need for project level assessment. It is possible that a specific, detailed project may come forward within the preferred route which cannot avoid direct impact on a qualifying interest of a Natura 2000 site, the permanent loss of habitat or in-direct effects on a qualifying interest using the AA measures. In such situations the project proponent will need to demonstrate that it is commensurate with the LSMATS AA in terms of avoidance, reduction and mitigation and prove that no residual impacts remain following further assessment for the project to proceed. In conclusion, subject to the full and proper implementation of the mitigation measures outlined in this Natura Impact Statement, including appropriate site level investigations, the implementation of the LSMATS would avoid adverse effects on the integrity of a European site.
The success of the National Planning Framework depends on its policy reflection and programme delivery at national, regional and local level.
LSMATS is intended to be scalable, flexible and future-proofed enough to meet changes in population and employment growth. It is a live document, subject to periodic review every 6 years.
To achieve the optimum results from LSMATS, Limerick City and County Council and Clare County Council will work in collaboration with the National Transport Authority, Transport Infrastructure Ireland, the Southern Regional Assembly and other key stakeholders to:
The NTA will support the local authorities in undertaking periodic monitoring of transport trends and patterns. In addition to these regular snapshots, the NTA will continue to monitor public transport passenger data on an on-going basis as part of its role in public transport regulation. The data collected during these processes will form an input into transport investment decisions made under the LSMATS.
The next Census, to be undertaken in 2022, will provide the most comprehensive data set on transport and travel trends in the LSMA and will feed directly into the next review of the LSMATS.
Insert reference to SEA as per chapter and EqIA monitoring as set out in the EqIA report
There are a number of mechanisms that will be used to deliver the LSMATS, including the following:
Transport schemes over a certain threshold are subject to the Environmental Impact Assessment Directive and transposing legislation. Such developments are submitted to An Bord Pleanála for assessment. Major road schemes and some major bus schemes would fall into this category.
Applications for new rail lines and / or supporting infrastructure, and for new motorways or changes to existing motorways, are submitted to An Bord Pleanála for assessment as Railway Orders and Motorway Orders, respectively.
Many walking, cycling and road schemes are subject to the Part 8 process whereby projects over a certain threshold, but below the EIA threshold, are assessed by the Elected Members of the Council.
Certain measures which enhance the provision of public bus services and certain measures which facilitate the safe use of public roads by different classes of traffic (including pedestrians and cyclists), can be implemented by the relevant Local Authority.
Changes to the timetables and routeing of bus routes and rail service timetables are a matter for the NTA.
The requirement for public consultation related to the above processes is set out in legislation. In cases where consultation is not a statutory requirement, such as in changes to bus routeings, the NTA will seek engagement with local communities as part of the decision-making process.
The implementation of the major public transport and roads infrastructure projects of the LSMATS has been determined by the National Development Plan and will be subject to subsequent reviews. However, an indicative implementation is attached, which divides delivery into three suggested phases - short, medium and longer term.
A number of major road schemes have progressed through planning and design and will be delivered in line with investment decisions by central and local government.
In order to set out a phasing plan for the bus and rail infrastructure, a more detailed investment programme will be prepared by the NTA once the LSMATS is finalised and the current capital spending review is completed. In the case of bus infrastructure, the NTA will commence the preparation of the BusConnects Limerick programme immediately and will publish concept details of potential bus corridors and new routes for public consultation and development within 2 years of LSMATS' finalisation.
In relation to walking and cycling, the implementation of the LSMATS will continue primarily as part of the following programmes:
In these programmes, the NTA will oversee the roll-out of the funding provided by the Department of Transport. The implementation agencies for these programmes will, for the most part, be Limerick City and County Council and Clare County Council.
Notwithstanding the above, the NTA and both local authorities are of the view that the high-level implementation programme set out below is practical and realistic at this stage in the LSMATS process. This will be subject to change due to potential changes to funding, feasibility and the efficiency with which schemes can be delivered through the design and planning approval stages.
| Timeframe | Short Term (Up to 2026) | Medium Term (Up to 2031) | Long Term (Up to 2040) | |
|---|---|---|---|---|
| Walking | Upgrades and Improvements to Pedestrian Infrastructure | Included | Included | Included |
| Cycling | Primary Network | Included | Included | Included |
| Secondary Network | Included | Included | Included | |
| Feeder Network | Included | Included | Included | |
| Inter-Urban | Included | Included | Included | |
| Greenway | Included | Included | Included | |
| Bus | BusConnects Implementation | Included | Included | Not Included |
| Wider Bus Network Improvements | Included | Included | Not Included | |
| Rail | Dual-track between Limerick Colbert and Limerick Junction | Not Included | Included | Not Included |
| Existing Station Upgrades and Improvements | Included | Included | Not Included | |
| Electrification of Rail | Not Included | Not Included | Included | |
| Investigate Further Investment in Rail Lines And Stations | Included | Included | Included | |
| Implement Upgrade at Ballycar | Included | Not Included | Not Included | |
| Parking | Delivery of Park and Ride facilities | Included | Included | Included |
| Implementation of Parking Management Measures | Included | Included | Not Included | |
| Roads and Streets | Development of a City Centre Traffic Management Strategy | Included | Not Included | Not Included |
| Junction Improvements | Included | Included | Not Included | |
| Limerick Northern Distributor Road (LNDR) | Included | Included | Not Included | |
| M21/N69 Foynes to Limerick Road (including Adare Bypass) | Included | Included | Not Included | |
| Delivery of N19 | Included | Not Included | Not Included | |
| Design and Planning of N/M20 | Included | Not Included | Not Included | |
| Progress and Delivery of N/M20 | Not Included | Included | Not Included | |
| Progress and Delivery of LSMA National and Regional Road Scheme | Not Included | Included | Included | |
| Freight | Preparation of a Regional Freight Strategy | Included | Not Included | Not Included |
| Preparation of a Local Freight Strategy | Included | Not Included | Not Included | |
| Other Supporting Measures | Demand Management Measures | Included | Included | Included |
| Integration Measures | Included | Included | Included | |
| Intelligent Transport System (ITS) | Included | Included | Included | |
The delivery of LSMATS will be subject to the availability of funding. It is acknowledged that each of the major elements of the LSMATS will be appraised individually on its own merits, in terms of feasibility, design, planning, approval and funding. Business cases will be required for each of the major infrastructure proposals included in the Strategy, in line with the requirements of the Public Spending Code (PSC) and the Common Appraisal Framework (CAF). In addition to capital investment, the implementation of the Strategy will incur on-going operational costs.
A significant proportion of capital investment will require Exchequer funding from Central Government, however other sources of supplementary funding will be required.
These are likely to include, but not be limited, to:
Graphic highlighting key facts and strategy outcomes.
Future Growth 132k population 2016, 206k population 2040. Demand Sustainable For Travel - 109k 2016, 217k 2040. AM Peak Mode Share 2016 - 2040 Additional Demand Management Measures to be implemented in line with developing Government Policy will increase Public Transport Mode Share. For cars: 67.4% 2016, 55.3% 2040. For public transport: 4.7% 2016, 9.9% 2040.
Safety and Environmental. Over a 30 year strategy period. Environmental: 37,572 tonnes pa reduction in vehicular emissions. Reduction in 9.3 fatal casualties. Reduction in 36.4 serious casualties. Reduction in 764.3 slight casualties.
Accessibility and Social Inclusion. Bus Connects Catchment is 72.6% of population and 72.7% of jobs. Social inclusion: up to 6.2% increase in PT mode share for disadvantaged and very disadvantaged areas.
Economy and Cost Estimate: Present value of costs: €1.2bn. Present value of benefits: €2.6bn. Net present value: €1.4bn. Benefit to cost ratio: 2.2. Benefit Cost Ratio has been updated to reflect the Common Appraisal Framework 2020 update and additional rail infrastructure costs. Total strategy cost estimate: €1.4bn.
The Climate Action Plan (CAP) recognises that Ireland must achieve a significant modal shift from car to active travel and public transport if we are to achieve our target of a 51% reduction in Green House Gas emissions by 2030 and ultimately net zero by 2050.
The successful implementation of the Strategy's proposals will result in overwhelmingly positive outcomes for the Limerick-Shannon Metropolitan Area, providing long-term economic, social and environmental benefits to the region. LSMATS addresses the existing transport challenges outlined in the introductory chapters.
The LSMATS, in combination with a number of Government initiatives, related primarily to the conversion of the national fleet to low and zero-emissions vehicles, is forecast to lead to a reduction in CO2 Emissions of approximately 85 % for passenger transport over the lifetime of the strategy to 2040.
The rate at which this is achieved, and reductions from freight transport are attained, in particular up to the Climate Action Plan target date of 2030, will depend on a number of factors, including the following:
In phasing the implementation of the LSMATS, many of the key Climate Action Management measures, such as BusConnects Limerick, the cycle network, traffic signal prioritisation for sustainable modes, reduced parking and vehicle electrification are front-loaded into the first phase. This enables, in conjunction with the additional steps set out in Chapter 17, transport emissions in the LSMA to meet the target level of reduction by 2030. As set out on that chapter, this will require additional assessment work on the additional emissions reduction approaches to establish and calibrate the optimal permutation, particularly in relation to demand management. The assessment work to develop this optimal framework will be undertaken at an early point in the lifetime of the LSMATS in cooperation with Government and the local authorities.
The Transport Strategy, in combination with other Government policies and programmes, is forecast to lead to a significant reduction in air polluting emissions compared to 2016. (Table 17.1).
| Air Pollution | NOX/kg | NO2/kg | PM10/kg | PM25/kg |
|---|---|---|---|---|
| 2016 | 695,863 | 218,402 | 50,826 | 33,888 |
| 2040 | 125,156 | 31,787 | 44,240 | 24,427 |
| Diff | -82.0% | -85.4% | -13.0% | -27.9% |
The LSMATS is forecast to lead to a significant reduction in car mode share for the study area as a whole, reducing from 70 % in 2016 to 46 % in 2040 with the LSMATS in place. For the AM Peak period, the corresponding figures are 69 % and 41 %. All other modes increase with the highest proportional increase being seen in cycling. This data is shown in Figures 18.1 and 18.2 below.
The car mode share decreases from 70,4 % in 2016 to 46,1 % in 2040.
Public Transport increases from 4,2 % in 2016 to 10,1 % in 2040.
Walking increases from 22,7 % in 2016 to 28,5 % in 2040.
Cycling increases from 2,7 % in 2016 to 15,3 % in 2040.
The car mode share decreases from 69,3 % in 2016 to 41,0 % in 2040.
Public Transport increases from 5,1 % in 2016 to 12,6 % in 2040.
Walking increases from 22,8 % in 2016 to 28,8 % in 2040.
Cycling increases from 2,7 % in 2016 to 17,6 % in 2040.
The LSMATS is forecast to lead to a significant reduction in car mode share for Limerick City and Suburbs, reducing from 67% in 2016 to 41% in 2040 with the LSMATS in place. For the AM Peak period, the corresponding figures are 66% and 36%. All other modes increase with the highest proportional increase being seen in cycling. This data is shown in Figures 18.3 and 18.4 below.
The car mode share decreases from 67,6 % in 2016 to 40,6 % in 2040.
Public Transport increases from 4,0 % in 2016 to 10,3 % in 2040.
Walking increases from 25,5 % in 2016 to 32,2 % in 2040.
Cycling increases from 2,9 % in 2016 to 16,9 % in 2040.
The car mode share decreases from 66,3 % in 2016 to 36,3 % in 2040.
Public Transport increases from 4,7 % in 2016 to 12,3 % in 2040.
Walking increases from 26,1 % in 2016 to 32,7 % in 2040.
Cycling increases from 3,0 % in 2016 to 18,7 % in 2040.
Notwithstanding the outputs above, which are the result of a modelling exercise only, the NTA, in conjunction with the local authorities will aim to meet the walking and cycling mode split targets set out below up to 2040.
| Mode | Walking | Cycling |
|---|---|---|
| LSMA Baseline | 23 % | 3 % |
| LSMA Modelled Outcome | 29 % | 15 % |
| LSMA Target | 30-35 % | 10-15 % |
| Limerick City and Suburbs Target | 30-35 % | 15-20 % |
The cycle infrastructure proposed under this Strategy will deliver a comprehensive and safe network of cycling routes serving all of the key areas and destinations, and with the capacity for large volumes of cyclists.
With that infrastructure in place, the level of usage will be determined by the willingness to use cycling instead of other modes, in particular the car mode. Accordingly, the cycling target is ambitious and meeting it will require high levels of cooperation from all stakeholders in the region. The higher targets for Limerick City and Suburbs reflect the greater potential for these modes due to the number of shorter trips being undertaken and the flat topography.
It should be noted that the modelled output in relation to cycling mode share, doesn't take account of uplifts from behavioural change programmes and targeted information campaigns, which are difficult to account for in a strategic transport model. With the addition of these measures, an increased mode share for cycling will be delivered. However, it should also be noted that the implementation of demand management measures which aim to encourage the use of alternatives to the private car further, will be required to support these higher levels of uptake.
Chapter 2 described the pillars upon which the LSMATS has been developed. In order to assess the performance of the strategy, a translation of these overarching pillars into strategic transport objectives was required. This section, to be read in conjunction with the infographic and key indicators at the start of this chapter, summarises this appraisal under each of these objectives.
The implementation of LSMATS will result in a step-change in public transport provision, with 85km of bus priority proposed which facilitates a 200% increase in bus capacity. The LSMATS also builds upon existing walking and cycling strategies adopted by both Local Authorities to deliver a comprehensive safe and convenient network for pedestrians and cyclists.
This prioritisation of sustainable modes and the decarbonisation of the public transport fleet is in line with the growing recognition of the negative impacts of motorised vehicles and carbon emissions on the environment and people's health and wellbeing. The LSMATS, in conjunction with other government policies may lead to a reduction in CO2 emissions of up to 87% across the Mid-West. The achievement of this figure is dependent on a very high uptake of electric cars over the next two decades.
The need for private car ownership (and dependency) will be reduced through the enhancement of other modes, the adoption of demand management measures plus other supporting measures including car clubs and Mobility as a Service (MaaS).
BusConnects Limerick will provide end-to-end radial and orbital connectivity between Limerick City Centre and suburbs by providing for 137km of cross-city routes and 28km of orbital routes. The network's key corridors will encompass catchment areas of high trip attractors and generators of all key education and employment hubs from the Shannon Airport, Freezone and Town, National Technology Park, University of Limerick, Mary Immaculate College, Technological University of the Shannon, City Centre, University Hospital Limerick and Raheen.
The investment set out for the commuter rail network will provide additional connectivity to the city centre and select key destinations. The roll-out of Park & Ride serving highest demand corridors will significantly extend the reach of public transport.
The LSMATS sets out a clear approach for the delivery of housing in locations where public transport can be used to the maximum extent.
The LSMATS facilitates both the regeneration of the city centre and the redevelopment of under-utilised land to a greater intensity than before, in particular at locations along the Core Bus Corridors and those served by proposed rail stations.
It is clear, however, that due to the compact nature of urban Limerick which means that almost all trips within the built-up area can be undertaken by cycling – with a high proportion also by walking – any development within the existing footprint of the city and suburbs could be considered to be Transit-Oriented once the layout and development standards promote and facilitate walking and cycling. The improvements to the walking and cycling networks, proposed by LSMATS, will facilitate this.
In summary, the close integration of land use planning and transport planning in the LSMA, as put forward in the LSMATS, will facilitate the local authorities in meeting their housing targets in a consolidated urban form reducing the proportion of urban generated housing being accommodated in peri-urban and rural locations.
73% of jobs and people within the LSMA (including all rural areas) will be covered by the BusConnects Limerick network. This will provide a reliable, high frequency, fully accessible public transport service to improve connectivity, in particular within the city and suburbs.
In terms of social inclusion, the LSMATS provides for significant uplift in bus services to areas of social disadvantage. Similarly, all rail infrastructure investments will ensure accessibility for all users and will service areas of social disadvantage, such as Moyross.
The roll-out of enhanced cycling and pedestrian infrastructure will also have a significant positive impact on areas of social disadvantage by addressing many of the issues around geographic isolation, providing a viable and affordable alternative to car use.
The harnessing of the principle of Universal Design will ensure that walking network upgrades, especially to and around public transport stops and stations, public transport buildings and passenger facilities, and public transport vehicles consider and provide accessibility for all.
The LSMATS provides the framework for investment which will enhance personal security around public transport stops and stations; and along walking and cycling routes, in particular through improved public lighting and security measures.
LSMATS supports the further investigation into the feasibility of rail freight from the Port of Foynes to Limerick and further afield over the lifetime of the Strategy, as well as the development of a Regional Freight Strategy. The LSMATS also provides for the delivery of the Foynes to Limerick Road.
In addition to the improved access to Shannon Airport proposed under BusConnects Limerick, LSMATS provides for the route identification and protection of a potential future rail line that would serve Shannon Airport, Shannon Free Zone and Shannon Town.
The management of HGVs within Limerick city and suburbs, as well as the reduction in car dependency levels through the provision of sustainable alternatives, will significantly improve the pedestrian environment by reducing noise and air pollution and risk of conflict.
The promotion of walking and cycling trips will improve public health and wellbeing through increased physical activity. In addition, by proposing enhanced public transport with full priority, the LSMATS will provide reliable travel options free from congestion, reducing personal stress.
There will be a gradual transfer of kerbside space and other areas currently dominated by cars for use by pedestrians and cyclists. This will facilitate public realm enhancements in line with Design Manual for Urban Roads and Streets (DMURS) and the National Cycle Manual guidance. The public realm will be accessible, attractive, safe and interesting for all ages and abilities.
This will be of particular benefit to Limerick City Centre where roadspace will be reallocated to sustainable modes and for the creation of new urban spaces. This will make the city a more attractive place to live, work in and visit, and will facilitate significantly higher levels of social, cultural and economic activity.
| Term | Definition |
|---|---|
| AA | Appropriate Assessment |
| ABTA | Area-Based Transport Assessment |
| ACA | Architectural Conservation Area |
| Brownfield Development | Regeneration of former industrial lands in urban and suburban areas for other uses |
| Bus Gate | A point on the road network through which only buses and bicycles may pass |
| CLC | Construction and Logistics Centres |
| Compact Growth | Focussing development of housing and commercial development into existing urban areas |
| DMURS | Design Manual for Urban Roads and Streets - Government guidance aimed at reducing car dominance |
| EIA | Environmental Impact Assessment |
| Greenway | Off-road cycling and walking route |
| HGV | Heavy Goods Vehicle |
| ITS | Intelligent Transport Systems - traffic management that adapts to traffic conditions in real time |
| LAP | Local Area Plan |
| LNDR | Limerick Northern Distributor Road |
| LSMA | Limerick Shannon Metropolitan Area - Limerick City, Suburbs, Shannon and South Clare |
| LSMATS | Limerick Shannon Metropolitan Area Transport Strategy |
| LTP | Local Transport Plan |
| MaaS | Mobility as a Service - the use of technology to support integration and multi-modal travel |
| MASP | Metropolitan Area Strategic Plan - Land Use Plan on which the LSMATS is based |
| NDP | National Development Plan |
| NPF | National Planning Framework |
| NTA | National Transport Authority |
| NTP | National Technology Park |
| Passive Supervision | Informal Security provided by activity and overlooking |
| Permeability | How convenient it is to Walk and Cycle through an Area |
| Road User Hierarchy | A system of prioritising modes of transport with pedestrians first and private cars last |
| RSES | Regional Spatial and Economic Strategy - Overarching regional policy on land use development |
| RTPI | Real Time Passenger Information |
| SAC | Special Area of Conservation |
| SDZ | Strategic Development Zone - Area for Fast-Track Planning |
| SEA | Strategic Environmental Assessment |
| SPA | Special Protection Area |
| SRA | Southern Regional Assembly - Agency responsible for RSES and MASP |
| TEN-T | Trans European Network - Transport |
| TEN-T Comprehensive Network | Network which covers all European regions |
| TEN-T Core Network | Includes the most important connections, linking the most important nodes |
| TfI | Transport for Ireland - the national transport brand |
| TII | Transport Infrastructure Ireland - Agency responsible for National Roads |
| TOD | Transit-Oriented Development - Development based on high levels of transport accessbility |
| UL | University of Limerick |