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Dublin Area Bus Network Redesign CTS Public Consultation Report

TRANSFORMING CITY BUS SERVICES Summary

Summary

JARRETT WALKER+ ASSOCIATES Dublin Aroa Bus Network Redesign Public Consultation Report - Summary

11

Figure 2 How the bus network redesign fits into the bigger picture of transportation in the Dublin region

Transport Strategy of the Greater Dublin Region 2016-2035

Rail [ Cycling ] [ Walking ] [ Roads

BusConnects Program

Bus Network Fare Po licy Faste r and More Redesign Project Change s and Reliable Service

Cashles s Ticket ing

Dublin Area Bus Network Redesign Study

Cho ices Report Recommended June 20 17 Network

Improved Bus Service is Essential for the Continued Prosperit y of Dublin

Dublin can only grow and prosper if the role of public trans shyport dramatical ly expands 1 Any o ther option will strangle the city with traffi c congestion because in a dense cit y there is simply not enough room for everyones car

The National Transport Au t hority is making numero us impr ove men t s t o public t ra nspor t The bus element of this effort called BusConnects includes three paralle l strands of act ivity

bull Infrastructure and bus priority measures such as new bus lanes to exped ite the flow of buses through Dublin

bull Improvements to fares and ticketing including ma king it possible to interchange without paying an add itional fare

bull A redesign of the bus network - the pattern of routes and schedules that buses follow

This report is about the recommended bus network redesign It represents the culmination of a year -and shya-ha lf long effort of study analysis cons ultation and iterative thinking to develop a new network design for Dublins buses

1 Cycling also plays an important complementary role to public trans shyport Wh ile there is a large overlap in the role of the two modes t hey are useful in diffe rent situations Cycling is more competitive for shorter trips and publ ic transp ort for longer ones That s why the Transport Strategy of t he Greater Dublin Region includes a cycling ele shyment as we ll public transport elements such as BusConnects of wh ich this study is a part

JARRETT WALKER+ ASSOC IATES

Figure 1 Road space required to move the same number of people using public transport bicycles and cars bull

Photo Credit middot (c) We Ride Australia

July 2018

Dublin Area Bus Network Redesign I2 Public Consultation Report - Summary

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Why Rethink the Bus Network gt-

Changing a bus network is always controversial Existi ng bull cus t o mers are used to the bus routes as they are and some may be unhappy with any change to their routine

However NTA has also received many commen ts asking for a more useful network and in fact the ne t work has obvious problems t hat only a redesign can repair

bull The network is very complex which makes it ha rd to remember and thus to use spontaneously You can remember a bus route you t ake every day b ut if yo u wan t to fee l free to move about the city you need to be able to reme mber the structure of a network just as most people remember the st ructu re o f the street netwo rk

bull The network is good for many radial trips - taking people into Dublins core - but not for orbital trips For example a trip from Blanchardstown t o Lucan or from DCU to t he Malahide Road usually requires going into the city centre and back out which takes tar too long and puts more buses into crowded city streets tha n need t o be there

bull Many routes overlap for long distances While lots o f buses go down some streets they are not evenly spaced to create the m os t frequent possible service

Figure 3 The three main types of public transport line are called radials orbitals and feeders

City Centre

Radial L Interchange

po int

Rail and tram network improvements require changes to the bus services Buses trams and trains are not competi t ors They are meant to wor k together to crea te the most useful possible ne t work Rail and tram upgrades (such as the rece nt Luas Green Line extensi o n and the planned frequency impr ove shyment on DART) the refore change the role that buses should play in the affected areas

0

bull The city is growing and changing in ways that the c( bus network must adap t to serve New communities and j ob centres are appearing on the fringe while the C ity Cen tre continues to grow denser especially gt in and near the Dockla nds v

All of these factors tell us that while any change in bus routes wi ll raise objections it is time to cons ider a sub shystantial redesign

Figure 4 The city centre network is so complex that it is impossible to draw a clear map of it A more useful network would have fewer overlapping routes but those routes would run much more frequently so that they are coming whenever you need them

JARRETT WALKER+ ASSOCIATES Dublin Area Bus Network Rodosign I 3 Public Consultation Report - Summary

Define Project Goal and Limits

Geometric Princip les of Analyse Demographics and Analyse Exist ing Net work High-Patronage Design Land Use Inefficiencies

Recommend ed Des ign Strategies

Choice Report

Public Consultation on Choices and Strategies

Analyse Travel Time Core Design Workshop to Outcomes Deve lop All-Day Plan

Refine Plan

Analyse Outcomes

Figure 5 Project steps to the Recommended Plan

Core Design Worksho p t o Refine Peak-Only Service

Refined Plan

Final Analysis

Recommended Plan

How the Plan Was Developed gtshy

Whats Included This proposed redesign ca n be implemented as soon as 2019 However it is mean t to set up a net wor k that w ill endure wit h minor adjus tmen t s for ma ny yea rs into t he future

This plan deals only w ith the bus se rvices co nt racted by t he NTA that opera te primarily within th e Dub lin M etr opo litan Are a Al l of these services are currently run by Dublin Bus th o ugh ap pr oximately 10 will soon be run by a new ope rshyator Go -A head Ireland following their successful bid in a recen t tend er compe t it ion

For profit services - including all Airp or t express services and the Swo rds Express service - are not covered by t he plan Ser vices provided by Bus Eireann including com shymuter services int o the Dublin area from neighbouring counties are also not included

To Increase Patronage Make Service Useful and Liberating The goal of the pr opos ed network is to make public trans shyport useful to mo re peop le to reach more destina ti ons all over Du b lin

Dubliners have already shown t hat the y use public tr ansshyport w hen it is useful But th ere are m any purposes for which t he service is no t useful and thi s is wha t the plan aims to change

Later in this summary we quant ify t his expans ion of use shyfulness For example under the proposed network the average Dubliner can access 18 more jobs and schools within 30 minutes 1 compared to the existing system

1 Technica lly the measu re here is the change in the numbe r of jobs and the number of enrol led stude nt s at pos t-seco nd ary colleges and universities within 30 minutes by walking and publ ic transport

How the Plan Was Developed Figure 5 shows how the p lan was developed

The Choices Rep ort released in June 2017 shared the consu lt ant t eams analysis of the existing situation and described several high -level strategies that could guide a network redesign

The public was asked to com ment on the se stra te gies to guide us on whet her and how stro ng ly to pursue the m Based on the very positive response to the str ateg ies NTA choose to proceed

In Ju ly 2017 the consultant tea m facili t ate d a t wo -week intensive retreat with NTA Dublin Bus and local gov shyernment officials T he pr oposed ne two rk was designed collaborat ively t o about 80 comp letion in these worksho ps

a The plan t hen went through furt her cycles of iteration lt( includ ing an additional workshop focused on the peak - ~ only services leading to the final recommendation ~ presented in thi s rep ort

VI During the workshops we repeatedly che cked how the new ne twork would improve w her e people could get to quickly and used th at feedback to continuous ly improve the des ign

Dublin Area Bus Network Redesign I 4 Public Consultation Report - Summary

Changing Buses Can Get You There Faster

The plan is based on a geometric principle that sounds wrong when people first hear it A network that assumes you are willing to change buses can often get you to your destination sooner

In t he pr opos ed network some trips t hat are now di rect will require changing buses but because the frequency is so much higher waiting time is reduced so much that the total t rip is faster

While a tolerance of interchange is thus an essential fea shy

service Complexity ~ ow frequency Buses in City

Centre

STANDARDIZE SERVICE 1 CATEGORIES

Yes Categories make planning

effi c ient services easier

Yes Frequency and span are

apparent from the category withshyou t look ing at

timetables

Yes Service catshyegories make

frequencies pre shyd ictable and cons istent

Yes Categor ies make planning

eff icient serv ices easier reducing excess bus trips

Yes Consolidating

2 SIMPLIFY RADIAL

SERVICE

Yes Releasesresources fororbital use

Yes Vast reducshytion of complexity especially in City

Centre

Yes Much h ig her frequency fo r

travel to from and thro ugh the City

Centre

service to the cen shytre on fe wer routes means frequency can be optimized reducing surplus

trips

BUILD FREQUENT3 ORBITALSYes

Yes The intersec shytion of frequent

orbi t als and radials produce a pat shy

tern that is easy to grasp

Yes Inc reased orbital fr equency

Yes Fewer pas shysenger tr ip s are forced through

City Centre reducing loads

GROW SUBURBAN 4 FEEDER NETWORKS

Yes Improves market for bo t h

orbital and radial se rvices to regional centres

Yes Fewer over shylapping rou tes in

suburban markets

Yes Improved local frequency fo r travel with in sub shy

urban area

Yes Feeder ne tshyworks support

consolidating sershyvice to City Centre

o n fewer routes

ture t here is still an inconvenience Thus t he proposed net work seeks to minimize the number of cases where multiple interchanges are requ ired to complete a t rip Under t he pla n

bull Within the MSO almost all of Dublin still has direct se rshyvice to the cit y centre

bull All of Dublin is no more than one interchange away from the City Ce ntre

bull Wi th few except ions trips between any two poi nts in Dublin can be comple t ed with no more then t wo inte rshychanges and often with ze ro or one

bull Three interchanges is the max imum needed to travel between any two points but in practice t hat situation affects a very small number of trips

Key Strategies The table on this page shows four key strategies ident ishyfied to address the major issues w ith the current network These strategies are described in detail on the following pages

ABUS EVERY 10 MINUTES MAXIMUM ON OVER 30 BUS ROUTES BETWEEN6 AM AND 9 PM WEEKDAYS

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Strategy 1 Clearer Service Categories Strategy 1 is t o develop a clearer set of service cat egories to which all services wo uld be assigned

Service categories mark clear dis t inctions in usefulness For example they clearly distinguish frequent services from infrequent o nes and peak -o nly services from all shyday services These categories improve t he clari t y of the network and ca n form the basis for clearer mapping and pub lic informati on

A key idea is that the network of higher frequency sershyvices (every 15 minutes or better) should be easy to identify because these serv ices are so usef u l for a diver shysity of purposes

Strategy 2 Simplify Radial Services Using Spines Figures 6 and 7 show a sc hematic of the existing and proshyposed radial networks

In the existing system most radial corridors are served by a pile of overlapping lines each of w hich goes to a different corridor on the opposite side of t he ci ty This provides direct se rvice between many places but each of the indiv idual routes is not ve ry fr equent so wai t times are long

The proposed strategy would put just a single line called a spine on each radial corridor but would run this service very frequently Service would come every 4 t o 8 minutes all day so that the next bus is coming whenshyever you need it This also means you could change from any spine to any other with little delay so that trips across the city would still be easy Ag ain total travel times are faster because the wa iting time saved by the high freshyquency is greater t han the t ime spent on the interchange

Figure 6 Montreal Canada presents a simple map of just its high frequency services so that people can see where they can go without waiting long

JARRETT WALKER+ ASSOCIATES

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Figure 7 Existing Network Multiple lines from each corridor cross the City Centre in different directions

Figure 8 Proposed Network Each corridor has a single frequent line crossing the City Centre on a single path

Strategy 3 Build Frequent Orbitals The lack of good orbi t al service is a major gap in the cu rshyrent network To bu i ld this orbita l service while avoiding service duplication it is necessa ry to remove some rad ial routes tha t are inefficien t and ci rcuitous Figure 8 shows the trade -off

Strategy 4 Replace Infrequent Radials with Frequent Locals On the o utermos t edges of Dublin long and infrequent routes from the city cen t re can be replaced by more fre shyquent local routes feeding into a spine

As in t he other strategies the resul t is a fa ster t ravel time due to reduced waiting even though an interchange is required Local routes are also very short which makes t hem m uch more reliable

Figure 9 A faster and more useful network arises from replacing minor radial lines with frequent orbitals at the same cost

Red= Every 10 minutes or better

Purple = Every 20 minutes or worse

EXISTING NETWORK STRUCTURE PROPOSED NETWORK

JARRETT WALKER+ ASSOCI ATES Dublin Aroa Bus Network Redesign I7 Public Consultation Report - Summ ary

- -

Public Response to the Strate gies Was Overwhelmin gly Favourable

The NTA carried out an initial public consultation on the general principles of the bus network redesign in June 2017 An online and paper survey seeking public inpu t on Strategies 2 and 3 and more generally on the willingness to inte rchange was answered by almost 1 of the populati o n of Dublin a very high rate by the st andards of public transport surveys

The overwhelming majority of over 11000 respondshyents strongly favoured the strategies presented 89 agreed with pursuing the spine stra tegy and 85 we re positive about the orbi tal strategy 81 ag re ed tha t it is reasonable to ask people to change buses if it gets the m to their des tinatio n sooner

Following on this positive feedproceed with the development the strategies outlined above

back of th

NTA decided is plan based

to on

We can ask people to change vehicles (buses or trains ) once during a trip if those peopl e reach

their destination sooner

Do you think this idea (consolidating radial service into spin es)

should be explored further

7321 Definitely

ll 2891LI Possibly

710L Neutral Not Sure

336 ProbablyProbably NotNot

247 DefinitelyDefinitely NotNot

Tota l Respons es

MyenGIStrongly Agree

- -

Strongly Disagree NTA Publlc Survey (June bull July 20 17)

Do you t hink th is idea (reallo cati ng some radial ser vice to orbitals)

should be ex plored further

I

Total Responses -

Definitely Not NTA Public Survey June - July 2017)

JARRETT WALKER+ A SSOC IATE S Dublin Area Bus Network Redesign I 8 Public Consultation Report - Summary

Very high frequency spine-- Every 5 minutes or better

High frequency spine~ Every 6 - 75 minutes

---e- Every 75 minu tes

---e-- Every 10 - 15 minutes

----()-- Every 20 - 25 minutes

-Cl)- Every 30 m inutes

-fm- Every 40 minu tes

-G)- Every 60 minutes

Combined lines with -((Elraquo-better resulting frequency

Line continues at low er -CiHD-

-frequency

Multiple lines and frequencies

Primary Interchange D or Terminus

~ Line ends at Prim ary LJlilmLJInterchange or Terminus

- a End of line

The Proposed Network gtshya ~ E V)

The t wo following pages show a big -picture look at the exis ti ng and proposed network These provide a general illustration of the network but are not meant to be legible in detai l The complete network report features detailed maps of every par t of Dublin

Subsequent pages illus t rate t wo of the netwo rks most important big ideas the crea tion of very fr equent spines and the sign ificant expansion of the networ k of frequent routes

To read most maps in this report note t hat red is used to indicate high frequency service every 15 minu t es or better all day Th ick red is used for very high frequency every 8 minutes or better and dark red is used for ex t reme ly h igh frequency every 5 min utes or better O t her colours indi shycate lower frequencies as shown below 1

bull

Figure 10 Legend of colours used on the Network Map

1 Furth ermore due to the extreme complexity of the existing networ k we have om itte d peak -only services and a small number of routes that operate very infreque nt ly less than every 60 minutes in the middle of the day These are existing routes 406 416 47 56a 65 161 220 and 239

JARRETT WALKER+ ASSOCI ATES

The Big Ideas The proposed network builds o n the four strategies described above t hrough t he following ac t ions

bull Spines A-G would extend across the city provid shying very high frequency ru nning through from a corridor on one side of t he city to one on the other side

bull A complete set of orbital lines would be added so that far more trips can be made without going into the centre These orbi tals serve many tr ips that are almost impossible today in any reasonable amount of t ime such as from Blanchardstown to Lucan

bull The all -day frequent network (red lines) would be much expanded The number of people and jobs on t he frequent network rises by about 13 from about 750000 today to almost 1 million unde r t he plan

bull The frequent network would become a webshyshaped grid with many interchange opportunities to reach more destinations Everywhe re that two red lines cross a fast interchange is possible Todays network provides few of these high-frequency inte rshychanges ou t side of the centre The proposed network introduces many of them all over the city

bull More routes would converge on major suburban centres - such as Tallaght Dun Laoghaire Liffey Valley and Blanchardst own - inc reasing local access and interchange opportunities at each centre NTA would wo rk with local governments to plan suitable capaci t y expansions for these facilities

bull Travel within the city centre (between the canals) would become easier The proposed network pro shyvides t he ex t reme frequency that these short trips require and offers many new direct links within this area A very frequen t inner orbita l (Line 0) also makes it easier to tr ave l to and from major destinat ions on the edges of the centre

bull Additional service would be provided at peak hour s to limit overcrowding Th e proposed network features additional peak-hour frequencies on most routes and also includes several peak -only routes to meet extremely high demand at specif ic hours t o locations such as the City Cen t re or Univers ity College Dubl in

Key Assumptions At the direction of NTA t he plan is built on the following assumpt ions

bull Fare penalties for interchanging are removed A passengers fare would not depend on whet her an interchange is required No second fare would be required upo n boarding a second vehicle A paral lel BusConnects p lanning effort is work ing to ach ieve this

bull Rail frequencies are increased in 2019 including 10-minute frequen cy all day on DART between Howth Junction and Bray per current NTA plans

bull Reliability continues to improve through added bus lanes and ot he r tools that reduce disruption and delay th at will be developed under the paral lel BusConnects project on speed and reliab ility

bull Adequate shelters and information are found at every interchange stop and any walk required for the interchange is safe efficient and short As part of implementation NTA would work wi th the local governmen ts to improve stop locat ions and pedest rian facilities as needed to ensu re easy con shynections between major lines

bull Key interchange facilities can be developed and expanded as needed The plan requires only one entirely new interchange located at Liffey Valley Shopping Centre on the nor th perimeter roadway adjacent to the pedestrian bridge to the bus stops o n the N4 nati onal road Several other inte rchanges (eg in Tallaght and at Blanchardstown) wo uld need modest expansion

Dublin Aroa Bus Network Redesign I 9 Public Consultation Report - Summary

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Existin Network Bi Picture 7

Figure 11 Map of the existing public transport network showing weekday midday frequencies

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JARRETT WALKER+ ASSOCIATES Dublin Area Bus Network Redesign I 1Q Public Consultation Report - Summary

Pro osed Network Bi Picture shy

Figure 12 Map of the proposed public transport network showing weekday midday frequencies

Additional Routes w ill be provided during peak hours See map on wwwbusconnects ie

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A larger version of t his map is avai lable to down load on ww wbusconnectsie

JARRETT WALKER+ ASSOCI ATES Dublin Aroa Bus Network Redesign I 11 Public Consultation Report - Summary

__ E_xistin_g_ N_etw_ o_r_k_ bullBbullibullgbullPbullibullc-tu_re__Figure 12a

North Area (Swords Mala hide)

West Area (Maynooth Celbridge)

South Area (Bray)

________ P_r_o e o se_d_ N_etw_ o_r_k_ Big_ P_i_ctu_re ____ gt-~

Figure 12b lt(

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North Area (Swords Malahide)

West Area (Maynooth Ce I bridge)

South Area (Bray)

Larger versions o f t hese maps are available t o do w nload o n www busc o nne ctsie JARRETT WALKER+ ASSOCIATES Dublin Area Bus Network Redesign I 12

Public Consultation Report - Summary

Big Idea Super-Fre quent Spines

Simple Routes Across the Core TOAJRPORT TO amp SWORDS MALAHIDE

In the proposed ne twork most of the ex isting bus routes t hat flow into the centre of Dublin would be reorganized into seven simple spines

Sp ines are very frequent lines With a bus coming every 4 to 8 minutes all day and even more frequently at peak hours there is always a bus coming soon

This high frequency makes it very fas t to con shynect from one spine to another as well as to other frequent lines like DART Luas and the frequent orbi tals

Sp ines are designated by the letters A to G which separate into branches further out from the city Each bus would be designated by a letter followed by a digit (eg A1 ) where the lett er indicates the spine and the digit indicates the specific branch the bus follows LUCAN

A customer would be able to navigate much of inner Dublin by treating the letter as identify shying a line and ignor ing the number Signs and information in t his area should use a term like all A buses to reinforce this simplicity

Figure 14 Possible design for a bus stop sign for the A spine southbound This shows that all A buses go to Terenure SAGGART

and which specific buses (A1 A2 A3 or A4) to board if one is travelling beyond Terenure

Figure 13 Spines in the proposed network with service every 4 to 8 minutes all day Spines would divide into branches in suburban areas (eg A1 A2 A3 ) with no interchange required Most branches would operate every 15 minutes or better with higher frequencies at peak times

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Big Idea Expanding the Frequent Network

The images on this page show the existing and proposed high -frequen cy networks -- the network where the b us comes every 15 minutes or better all day Darker red means still higher freque ncy

When service comes very frequently you no longer plan your life around a timetable Wi t hout high fre shyquency the marke t for public transport is limited to the small number of people who have the spare t ime and patience to bear long wa its or understanding the timetable

Where frequent lines cross fast connections are availshyable The new web -shaped grid makes it easier to trave l between places outside the c it y centre This is partly due to t he new frequent orbitals but also because these orbit shyals intersect other lines and a llow t ravel in many different directions

Fast connections mean that any frequent line is useful to reach places on any other frequent line it meets These frequent connect ions are the essence of how the plan expands whe re people can go in a reasonable amoun t of time

Access to frequent service would expand dramatishycally under the plan

bull Nearly 1 million Dublin-area residents would have service coming every 15 minutes or better within 400m compared to about 750000 today

bull Over 650000 residents would have service coming every 10 minutes or better within 400m compared to about 480000 today

bull 90 of jobs and student enrollments near any public bus rail or tram service in Dublin would have service every 10 minutes or better all day1

1 Excluding areas served only by Bus Eireann

Figure 15 These maps compare existing frequent service to proposed frequent service

Existing Frequent Network I Proposed Frequent Network I

JARRETT WALKER+ A SSOC IATES Dublin Area Bus Network Redesign I 14 Public Consultation Report - Summary

Change in Access

Residents +57

Jo bs +40 WARD CROSS

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

3 middot---- Reid enb Job AATHFARNHAM baseline 207900 208000

proposed 327000 l9fJ100

The Result More Useful and Liberatin g Service

If you cant go places you cant do many things Your freedom to pursue lifes opportunities depends on your transport opt ions

If the goal is for publ ic transport to car ry more people thus limiting congestion and enha ncing sustainabili t y and prosperity t he best way to do that is to make public t rans shypor t more usefu l and t hus mo re liberating

The image across shows an example of what this means from the point of view of someone at the south end of Finglas In this image purple is the area that someshyone can reach today in 45 minutes or less and could still reach under the plan Red is the area they could no longer reach in that t ime Blue is t he area that they cant reach now but could reach in the new network There is clea r ly far more blue than red which is true across almost all of t he city

In t he upper left of the image we quan t ify this impact For someone living at this loca t ion 40 more j obs can be reac hed in 45 minutes For a business at this locat ion 57 more reside nts (customers or employees) can reach t hem in 45 minutes

The plan would dramatically increase the range of places Dubliners can reach in a short amount of time On average

bull Dubliners within the canals could reach 20 more jobs and 18 more residents in 30 minutes or less by walking and public transport

bull Those in the inner suburbs (between the canals and the M50) could access 24 more jobs and 26 more residents in 30 minutes or less

bull Those beyond the M50 could reach 26 more jobs and 31 more residents in 45 minutes or less

How far can I tra vel in 45 minutes

from Finglas Village on

weekdays at 12 pm bull

Figure 16 45bullminute isochrone from Finglas Village

Dublin Aroa Bus Network Redesign I 15 Public Consultation Report - Summ ary

Absolute ch11t19e n number of ]Obs

and Uflll8f$ lty S1udent s acces sble li t

MOGWE

1200 from cente r of each hexagon

4XgtOOor less ~ILCLONF

-60000 to -JOCXXl -KLCLOON

-30000 to -15000 --1 5000 to -3000

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+JOIXX) to +60000

+ 60(X)() or mOfe

How Far Can You Go In t he course of developing the proposed network t he NTA and consul t ant team t racked how many jobs and stu shyde nt enrolments could be reached within 20 30 45 and 60 minutes of any area

Other activities such as shopping and social opportuni shyties are harder to measure but an improvement in access to jobs is a signal tha t access to those activi t ies will improve as well

The map across shows how the number of j obs that can be reached in 45 m inutes changes from any part of Dublin Green means that the number increases and darker green means a bigge r increase Brown indicates a decrease in the number of jobs tha t can be reached

No te that

bull The impact is overwhelmingly positive The few zones where the number of jobs that can be reached goes down are mos t ly sparsely popu lated ~ or specia l cases such as Chapelizod Village where the existing system provides far more se rvice than the village by itself can support

bull The positive impact happens all over Dublin and is generally higher in suburban areas This is largely due to the expansion in orbital services and higher frequencies for local suburban services

Next Steps This report launches a public consultation occurring during the summer of 2018 All Dubliners are encouraged to review the proposed network and submit their commen ts

bull Further informatio n o n the plan including the com shyplete report and detailed maps can be found at www busconnects ie

bull Let us know what you think We invi t e submissio ns through an online survey at wwwbusconnects ie

Submissions and public comment will guide final decisio ns about the plan which could then be implemented as early as late 2019 Remember this plan is not inevitable

JARRETT WALKER+ ASSOC I ATES

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Figure 17 Map showing the change in number of jobs accessible within 45 minutes at midday

The NTA has proposed this fol lowing overwhelm ingly posit ive feedback on the general princip les but needs to hear from you to proceed further

If you agree this would be an improvement for Dublin its important to speak up And if you dont like the plan please let the NTA know how it can be improved

Udaras Naisiunta lompair National Transpo rt Aut hority

Nati o nal Transpo rt A uth o rit y Du n Sce in e Harco urt Lane Du b lin 2 D02 W T20

wwwbusconnectsie Project Ireland 2040 Email co nsu lt ati o ns(lt0bu sco nn ec t sie BuildingIrelandsFuture

BusConnects Summary - Jarret Walker Document A4 Final for Web
BusConnects Summary - Jarret Walker Document A4 Final for Web2

Summary

JARRETT WALKER+ ASSOCIATES Dublin Aroa Bus Network Redesign Public Consultation Report - Summary

11

BusConnects Program

July 2018

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Rialto Tram Stop

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Choice Report

Refine Plan

Analyse Outcomes

Refined Plan

Final Analysis

Recommended Plan

Centre

timetables

Yes Consolidating

2 SIMPLIFY RADIAL

SERVICE

Centre

trips

suburban markets

urban area

o n fewer routes

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- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

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f

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_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 3: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

BusConnects Program

July 2018

-1==1~ ~ ~ imfm

0Rmgsend Road

Rialto Tram Stop

ins The Coombe

0

City Centre

po int

0

Choice Report

Refine Plan

Analyse Outcomes

Refined Plan

Final Analysis

Recommended Plan

Centre

timetables

Yes Consolidating

2 SIMPLIFY RADIAL

SERVICE

Centre

trips

suburban markets

urban area

o n fewer routes

- Maal l h121h

~ MaallhlWh

c(-- MaN1114hl21h

- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

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i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 4: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

-1==1~ ~ ~ imfm

0Rmgsend Road

Rialto Tram Stop

ins The Coombe

0

City Centre

po int

0

Choice Report

Refine Plan

Analyse Outcomes

Refined Plan

Final Analysis

Recommended Plan

Centre

timetables

Yes Consolidating

2 SIMPLIFY RADIAL

SERVICE

Centre

trips

suburban markets

urban area

o n fewer routes

- Maal l h121h

~ MaallhlWh

c(-- MaN1114hl21h

- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 5: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

Choice Report

Refine Plan

Analyse Outcomes

Refined Plan

Final Analysis

Recommended Plan

Centre

timetables

Yes Consolidating

2 SIMPLIFY RADIAL

SERVICE

Centre

trips

suburban markets

urban area

o n fewer routes

- Maal l h121h

~ MaallhlWh

c(-- MaN1114hl21h

- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 6: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

Centre

timetables

Yes Consolidating

2 SIMPLIFY RADIAL

SERVICE

Centre

trips

suburban markets

urban area

o n fewer routes

- Maal l h121h

~ MaallhlWh

c(-- MaN1114hl21h

- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 7: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

- Maal l h121h

~ MaallhlWh

c(-- MaN1114hl21h

- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 8: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 9: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

- -

back of th

to on

7321 Definitely

ll 2891LI Possibly

Tota l Respons es

- -

I

Total Responses -

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 10: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

-frequency

- a End of line

bull

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 11: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

--

J

f

I

I-(l)

euro11)

f

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 12: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

0

_flJ

i

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 13: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

South Area (Bray)

Figure 12b lt(

E Egt V)

South Area (Bray)

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 14: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

BAUYFERMOT

BALLYMUN

BEAUMONT

TO BRIDESGLEN

HOWTH JUNCTION

TO HOWTH

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 15: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 16: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

Change in Access

Residents +57

CASTlEKNOCK

PALMCRSTOWN

CHAPEUZOO

OVMOUNT

TERFNURF 800rERS WN

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

Page 17: Summary 0 ----© trrJ. · Figure 2: How the bus network redesign fits into the bigger picture of transportation in the Dublin region . Transport Strategy of the Greater Dublin Region,

MOGWE

-30000 to -15000 --1 5000 to -3000

-3000 -to +3000

--~tQWTH + 3000 to +15000

+l SOCOto +3000)

+JOIXX) to +60000

+ 60(X)() or mOfe

No te that

ilUVOCAN

STaASI DE

GLENCUuEN

25 5 km

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