| A | B | C | D | E | F | G | H | I | J | K | L | M | N | O | P | Q | R | S | T | U | V | W | X | Y | Z | |
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1 | Policy paper or body responsible | Category | Action/policy | Leverage point | Colour coding (red: wrong direction and implemented; orange: wrong direction and planned; yellow: right direction and planned; green: right direction and implemented) | Reasoning for choosing leverage point level | Notes / Comments | |||||||||||||||||||
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3 | Guidelines for classification and scheduling of roads | Road space reallocation and street redesign | Current document on classification of roads states that the goal of a classification system is to "have a system to help motorists identify good routes for driving". | Mindsets and paradigms | Red | Reinforces the idea that roads' main function is to facilitate car use. It ignores the fact that road space is indeed public space and the need to allocate space for other uses and for place-making. | The ongoing update to the CAF to the Transport Appraisal Framework (TAF) aims to address the issue of the high proportion of project benefits attributable to value of travel times savings. | |||||||||||||||||||
4 | CAF | Appraisal | Appraisal in general focuses on travel time savings to boost economic performance | Changing system's rules | Red | Appraisal methodologies are at the heart of how investment is allocated. The persistent focus on travel time savings means that investments will systematically be biased towards projects that favour car travel. Despite other goals being mentioned in national strategies, decision making tools (e.g. appraisal) also set goals that might be implict but yet could be even more powerful, as these are what ultimately guides what gets prioritised. | Discussed in recommendations (4.2.) | |||||||||||||||||||
5 | SMP, CAF (TAF) | Appraisal | Undergoing modifications to the CAF (and the TAF) in particular to address the centrality of value of time benefits in the appraisal process and to give greater weight and consideration to other environmental benefits/costs. The SMP also plans to "develop and update appraisal guidance and appraisal review processes based. According to the department of transport the text noting the Economy criterion should be given a higher weight has been removed from this new draft, on the most relevant and applicable evidence and methodological advances in the sustainable mobility area" | Changing system's rules | Yellow | Reducing the centrality of time benefits and increasing the weight and consideration to environmental benfits/costs will help prioritise projects that promote sustainable modes rather than car travel in a systematic basis | Discussed in recommendations (4.2.) | |||||||||||||||||||
6 | Dublin | Appraisal | Climate Readiness toolkit in Dublin City Council aims to assess projects and investment using well-being criteria (all SDGs) and both emitted and avoided CO2 emissions | Changing system's rules / Changing system's goals | Yellow / Green | Rules: The toolkit considers the potential social and environmental impacts that a project may or may not have (also to compare with the “do nothing scenario”), thus driving more systematic and holistic assessment of the benefits of projects. Goals: Such a toolkit shifts away from purely economic and travel time focused assessment and delivery of projects and makes projects increasing car travel less attractive | Should apply such a toolkit systematically to all projects | |||||||||||||||||||
7 | NIFTI | Roads | NIFTI’s vision for rural accessibility states that “Capital investment supporting the provision of transport in rural Ireland will be primarily concentrated on protecting and developing the road network and supporting the adoption of less carbon intensive private vehicles, rather than seeking to develop alternate transport modes”. | Changing system's goals | Red | Changing the goals stated for the system would be an important leverage point. As long as the aim is sill on facilitating car travel, systemic change will not be harnessed. | Investment in the protection and renewal of the road network in rural Ireland is still important. The use of this network by other modes (e.g. public transport, active travel, commercial vehicle) needs also to be acknowledged and promoted (and as discussed in Section 4.3 of the main report, the place element of all roads-including rural ones- needs to be revisited). Wording on the need to reduce private car use is present in other parts of NIFTI but the phrase in question ( regarding the vision of NIFTI) does not reflect this, as stating that efforts for the rural network will be primarily concentrated on less carbon intensive private vehicles. As discussed in box 4.1 in the main report, the extent to which alternative modes to private car use can become central is more restricted in rural areas in which an important share of population is very isolated. Nonetheless, the report calls for careful assessment of the extent to which alternative modes (including of car pooling and other shared on-demand services could become an option, even in rural areas. As acknowledged by the Central Statistics Office, there are multiple types of territories that can be categorised as rural Ireland (e.g. rural areas with high, moderate and low urban influence). The scope to which other modes can be central and car dependency can be reduced will be different in these different areas. It will be important that this is adequately reflected in NIFTI so that it does not give the impression that the scope for other modes (and the need for private car use) is just a general fact to acknowledge for rural Ireland in general. | |||||||||||||||||||
8 | Department of Transport | Budget & funding | 2:1 ratio of budget allocation to new PT infrastructure vs new roads | Parameters / Changing system's goals / Mindsets and paradigms | Orange | Parameters: Does not change the functioning of the system as such but rather imposes a fixed parameter to keep a ratio between what is invested in car purposed road capacity Vs what is invested in PT. Goals: Importantly the parameter does not ensure that PT investment is higher than before nor that investment in car purposed road capacity will be less than before. While more investment in PT could help weaken the erosion of PT, and less investment in car purposed infrastructure would increase the strength of B2 relative to B1, the 2:1 ratio implies that more investment in PT would also come accompanied by more investment in car purposed infrastructure and it would be unlikely that such proportions are able to reverse the current situation where there is a big lag in terms of PT capacity and a big oversupply in terms of car purposed capacity infrastructure. Mindsets: The ratio contributes to maintaining and reinforcing the mindset among policymakers that more road purposed capacity (even if in a smaller extent) would need to be built. It also reinforces the thinking that the system will need to continue to improve car access. | ||||||||||||||||||||
9 | SMP / CAP | School transport | Expanding (5000 additional pupils per year set in SMP) Bike Right training in primary and post-primary schools to encourage active travel among younger people as part of the efforts to accelerate sustainable mobility plans for schools | Mindsets and paradigms | Yellow | Training would change students minds about cycling to seeing it as a mainstream mode of transport and help change their travel habits. Can also help change the mindsets of parents. | ||||||||||||||||||||
10 | SMP / CAP | School transport | Rolling out the Safe Routes to School infrastructure programme (start in 170 schools during 2022 set in SMP) as part of the efforts to accelerate sustainable mobility plans for schools | Weakening reinforcing loops / New loops in the system's structure / Mindsets and paradigms | Yellow | Reinforcing loops: 1) Weakening R5b by creating road capacity for the safe use of AM and MM, 2) Weakening R6b by dedicating space for active modes and thus supporting MMI (depending on whether the routes include school buses as well) Structure: If entails road reallocation then changing system’s structure. Mindsets: Linked to a mindset shift (among both students and their parents) by implementing and enforcing an assumption that the priority should be that kids go to school by bike safely and that dedicated space for that should be ensured. | ||||||||||||||||||||
11 | Connecting Ireland | Public transport | Connecting Ireland is aiming at improving PT services and stops in rural areas | Weakening reinforcing loops | Yellow | 1) Weakening R3a and R3b by investing in improving quality and expanding services. 2) If also creating dedicated roads for buses then it will also weaken R3d. | ||||||||||||||||||||
12 | TII | Roads | Many road infrastructure projects have been postponed for potential delivery after 2025 but not necessarily cancelled or fundamentally reassessed | Strengthen balancing loops / Weakening reinforcing loops | Red | Balancing loops: More road capacity for cars, even if few years later, weakens B2 by allowing more cars to travel within an acceptable travel time. Reinforcing loops: Rather than weakening a number of reinforcing loops that are linked to sprawl and the erosion of sustainable modes (especially R1b, R3d and R5b), adding this car purposed infrastructure will make them stronger. | ||||||||||||||||||||
13 | NIFTI | Appraisal | The modal hierarchy of the updated NIFTI establishes that active modes and public transport modes should be prioritised over private vehicles, However, the intervention hierarchy states that maintenace and optimisation of existing infrastructure should be prioritised over improving existing infrastructure (e.g. by creating dedicated lanes) and building new infrastructure. | Weakening reinforcing loops | Yellow/Orange | The mode hierarchy is right but it will be important to oversee that the intervention hierarchy guides the necessary investment for new infrastructure for PT and AM (. If the hierarchy does incentivise investments in AM and PT over cars, then it will weaken R3c and R5a by channeling investment to this modes. | The hierarchies in NIFTI are principle based tools as opposed to a set of strict rules. Under the intervention hierarchy those proposing projects are required to demonstrate that the specific issue an project is seeking to address is best served by the a specific level of intervention, i.e. that investment is proportional to the issue identified. As discussed in chapter 4 it will be important that appraisal and planning go beyond project based approaches and also focus on the delivery of multiple-objectives (following a vision-led approach). | |||||||||||||||||||
14 | CAF | Appraisal | The Multi Criteria Analysis in the CAF includes criteria for safety, integration, environment, accessibility and inclusion as well as physical activity. | Changing system's rules / Changing system’s goals | Green | Rules: Other goals beside travel time savings and economic performance are now used systematically to compare projects. Goals: The additional criteria help include considerations for other than economic factors and travel time savings and thus increase the ranking of projects concerning AM and PT. | Discussed in recommendations (4.2.) | |||||||||||||||||||
15 | CAF | Appraisal | The economic growth criterion in the Multi Criteria Analysis (MCA) of CAF still has a high relative weight (although this will change as the CAF is being updated-see column G) | Changing system’s goals | Red | Even if social and environmental criteria were introduced, such weighting signals that economic criteria are more important. It further reinforced the focus on economic benefits (especially time savings) of transport projects which often end up favoring projects that build roads with large travel capacity (e.g. highways). As social and environmental criteria could bring projects promoting active travel and public transport forward as desirable options, mimimising the influence of these criteria makes such project harder to be approved and delivered. | Discussed in recommendations (4.2.). In the DRAFT update of the CAF, which is currently ongoing, weighting of MCA results is still considered optional but the text noting the economy criterion should be given a higher weight has been removed, noting that instead those proposing projects may wish to introduce a weighting to to reflect where certain objectives are identified as particularly fundamental to the scheme, but these could be related to other criterion such as safety or accessibility. | |||||||||||||||||||
16 | CAP | Modelling & indicators | Modelling exercises behind Climate Action Plan sub-targets doesn't consider pollution and CO2 emissions from road and tire wear associated to EVs | New loops delivering key information flows | Red | If the policymakers had and considered this information in their decisions, it could already guide the system towards more sustainable decisions, in this case not relying as much on EVs to reach climate targets. | ||||||||||||||||||||
17 | NIFTI invervention and modal hierarchies (part of the CAF) | Appraisal | One of the Common Appraisal Framework principles mandates considerations of non-infrastructure options (improved information, land use planning, investment in other modes) before the major investment options are appraised | Changing system's rules / Mindsets and paradigms | Green | Rules: This principle also contributes to changing the rules of the game as in principle car infrastructure projects need to be assessed against alternatives. Mindsets: This principle facilitates 1) a shift away from the thinking that large-scale infrastructure projects are the ones to aim at and 2) a shift towards considering other modes than cars and the other aspects closely linked to transport planning. | ||||||||||||||||||||
18 | SMP | Governance | Plans to set up working groups with regional assemblies and local authorities to plan demand management | New loops in the system's structure / Changing system’s goals | Green | Structure: Mandating authorities at different levels of government to work together with the specific goal of managing car travel demand creates a new structure for decision-making. While the cooperation is small-scale in the beginning, proven success will pave the way for expanding this governance model to other issues as well. Goals: Establishing such working groups sets car travel demand management as an explicit goal that this group needs to work towards. Essentially, this goal is different from the goal of the current system (to increase car travel). | ||||||||||||||||||||
19 | SMP | Public transport | SMP sets a target for developing (during 2022) and delivering (200 additional bus shelters installed by 2025) an enhanced Bus Stops and Bus Shelter Programme for rural and regional services | Parameters | Yellow | In principle it could weaken R3a by investing in improving quality, but the scale will unlikely make an important difference. | ||||||||||||||||||||
20 | BusConnects | Pricing & Ticketing | BusConnects is building the Next Generation Ticketing systems that will enable cashless payments for seamless multimodal trips across different PT modes | Weakening reinforcing loops | Yellow | 1) Weakening R3a by investing in improving quality of PT, especially through enabling buses to move faster as onboarding speeds up and thus addressing delays, as well as making it more convenient for users (Certain weakening of B2 should be considered) | ||||||||||||||||||||
21 | BusConnects | Public transport | BusConnects aims to improve PT stops and shelters in Dublin | Weakening reinforcing loops | Yellow | Weakening R3a by investing in improving quality of PT. | ||||||||||||||||||||
22 | Department of Transport | Public transport | DoT is allocating funding to speed up the Dublin-Cork rail connection | Weakening reinforcing loops | Green | 1) Weakening R3a and R3b by investing in improving quality and capacity (and coverage) of public transport 2) Weakening R3c by allocating more funding to PT | ||||||||||||||||||||
23 | Transport for Ireland | Multi-modality | The new multi-modal (PT, walking and biking) National Journey Planner shows door-to-door information for all journeys in Ireland | Weakening reinforcing loops / New loops delivering key information flows | Green | Reinforcing loops: 1) Weakening R6b by improving multi-modal integration of walking and biking with PT 2) Weakening R3a by investing in improving quality of PT and AM+MM New information: Such a platform could deliver new information to those who before didn't have easy access to knowing about alternatives to private car travel. | Shared services (e.g. micromoblity and microtransit) should be incorporated as developed | |||||||||||||||||||
24 | SMP | Multi-modality | Sustainable Mobility Policy sets a target to develop a strategy by 2023 to expand shared car, bike and powered personal transport services at transport hubs and interchanges | New loops in the system's structure | Yellow | Expanding these services and enabling multi-modal travel creates new loops in the system that disincentivise the use of private cars and incentivise the use of shared services. | Discussed in recommendations (4.4.) | |||||||||||||||||||
25 | Miscellaneous | Active travel | Bypasses free up space in town centres that is intended to be used for active travel | Weakening reinforcing loops / New loops in the system's structure | Yellow | Reinforcing loops: In priority, this action could touch the following loops: 1) Weakening R5b by creating road capacity for the safe use of AM and MM 2) Weakening R6b by dedicating space for active modes and thus supporting MMI (depending on where the AM tracks are). However, the effects depend on how stricly the space is allocated away from cars to create roads that are truly friendly for active travel. Structure: Different uses of the liberated space could also create new loops in the system that disincentivise car usage and incentivise use of active modes. Effects will be, however, limited to the town limits as the cars will continue to travel next to it. | Meanwhile, need enough investments in the concerned towns to make them more attractive to visit so that people don’t just pass by them | |||||||||||||||||||
26 | SMP | Active travel | TII will develop the National Cycling Network Plan by 2022 and NTA will develop county-level plans for this by 2023 (from SMP) | Weakening reinforcing loops | Yellow | 1) Weakening R5b by creating road capacity for the safe use of AM and MM, even more if this addresses the current lack of coordination for active travel infrastructure across territory borders 2) Weakening R6b by dedicating space for active modes and thus supporting MMI (depending on where the cycle tracks are) | ||||||||||||||||||||
27 | SMP | Active travel | SMP sets a target of providing 1000 secure bike parking spaces in key cities and towns by 2025 | Parameters | Yellow | In principle this could weaken R5b by creating dedicated space for parking bikes and R6b by improving MMI if parking spaces are located near PT stops, but the scale will unlikely make an important difference. | ||||||||||||||||||||
28 | SMP | Active travel | SMP aims to update the National Cycle Manual to incorporate updated cycle scheme design guidance aligned with the safe system approach, including appropriate training | Changing system's rules / Mindsets and paradigms | Yellow | Rules: If designed well and made mandatory, the Manual could create new standards that would make safe infrastructure for AM and MM a given. Mindsets: Training programs could change mind sets about cycling | ||||||||||||||||||||
29 | Rural Active Travel Investment Programme | Road space reallocation and street redesign | Rural Active Travel Investment Programme includes measures to reallocate road space (such as segregated cycling lanes and widened footpaths, cyclist parking, raised pedestrian crossings, reduced road width at crossing points) | Weakening reinforcing loops / New loops in the system's structure | Yellow | Reinforcing loops: 1) Weakening R5b by creating road capacity for the safe use of AM and MM 2) Weakening R6b by dedicating space for active modes and thus supporting MMI Structure: Road space reallocation creates new loops in the system that could disincentivise car usage | ||||||||||||||||||||
30 | BusConnects | Road space reallocation and street redesign | BusConnects includes plans for continuous bus priority infrastructure and improved facilities for active modes on 16 busiest core corridors in the Greater Dublin Area | Weakening reinforcing loops | Yellow | 1) Weakening R3d by investing in PT purposed space and thus improving quality 2) Weakening R5b by creating road capacity for the safe use of AM and MM 3) Weakening R6b by dedicating space for active modes and thus supporting MMI | Should make sure that proper street space reallocation plays a central role in the implementation of BusConnects | |||||||||||||||||||
31 | SMP | Road space reallocation and street redesign | SMP sets a target for improving camera-enforcement to avoid cars using bus and cycle lanes | Changing system's rules | Yellow | Improved surveillance will be a change of the status quo rules where cars have in general not been held accountable for occupying bus or cycle lanes | ||||||||||||||||||||
32 | BusConnects | Pricing & Ticketing | BusConnects implements a new fare structure for PT in Dublin, with both a short-distance fare and a 90 minute fare covering buses, commuter rail and Luas | Parameters / Weakening reinforcing loops | Green | In principle a parameter but depending on how much cheaper than before a door-to-door trip is as a result, it can increase PT attractiveness due to cheaper tickets and by increasing ridership also bring more revenue to invest in quality and infrastructure capacity (despite each ticket being cheaper), thus weakening R3a and R3b. | The loops will weaken less if car parking remains cheap as it will make it harder for PT to compete in prices despite the cheaper tickets | |||||||||||||||||||
33 | SMP | Active travel | An audit team within NTA will monitor compliance of local active travel infra with design standards (DMURS, Cycle Manual) | Changing system's rules | Yellow | Properly enforcing the design standards create new constraints that would make safe infrastructure for AM and MM a given | ||||||||||||||||||||
34 | Miscellaneous | Micromobility | Regulation to legalise e-scooters is being drafted | Chaging system's rules / New loops in the system's structure | Yellow | Rules: allowing these services to use roads and to have a role of mobility system Structure: This would change the system's structure (by creating new loops through new connections to these services) because without such tendering rules, shared e-scooters might not be developed. | Discussed in recommendations (4.4.1.) Value depends on how regulation and tendering is done. Well-designed tendering rules could allow authorities to get a hold of important data for planning (e.g. accessing data from cameras in micro-mobility vehicles). This would establish new rules in the system, by ensuring authorities access to data. | |||||||||||||||||||
35 | SMP | Multi-modality | SMP aims to require all transport operators and mobility service providers to provide open data for mobility services across Ireland | New loops delivering key information flows | Yellow | Better and more data would give feedback to planners about the state of the transport system, thus guiding measures to improve it | ||||||||||||||||||||
36 | SMP | Planning | SMP (and also NPF) includes an action to extend the statutory transport and spatial planning remit of the National Transport Authority to the metropolitan areas of Cork, Galway, Limerick and Waterford | New loops in the system's structure | Yellow | In Ireland the development of metropolitan transport strategies has promoted important cooperation between NTA and local authorities. Having a governance model where one body covers whole metropolitan areas can allow for further enhancing coordination in planning for PT, actives modes and land use across cities and their commuting zones. That said, as discussed in the main report, triggering transformational change brings challenges beyond vertical and horizontal coordination that might also call for considering other governance models (such as metropolitan/functional area-wide transport authorities) | Discussed in recommendations (4.8) | |||||||||||||||||||
37 | SMP | Multi-modality | SMP aims to define a governance framework for the implementation and operation of Mobility as a Service (MaaS) to encompass all transport modes nationally | New loops in the system's structure / Changing system's goals | Yellow | Structure: This would create a new structure for decisionmaking and providing transport solutions. Goals: Could help establish multi-modal integration as the key goal of transport planning, thus creating a new goal for the transport system. | Discussed in recommendations (4.4.) | |||||||||||||||||||
38 | CAP | Behaviors & mindsets | CAP plans to expand the Smarter Travel for Workplaces Programme where employers and employees work together to facilitate more sustainable and active travel choices for commuting. It entail establishing Workplace Travel Plans, including both ‘hard’ (e.g., infrastructure such as cycle parking, cycle lanes, showers or lockers) and ‘softer’ measures (e.g., promotion, marketing, events). | New loops in the system's structure / Mindsets and paradigms | Green | Structure: If also reallocates road space (e.g. parking space away for cars), can create new loops in the system than disincentivise car usage and incentivise usage of other modes. Mindsets: By promoting and encouraging sustainable and active commuting and travelling, the programmes help change people’s mindsets about sustainable travel and their travel behaviour (especially giving up cars). | ||||||||||||||||||||
39 | SMP | Behaviors & mindsets | SMP aims to develop and implement a public engagement strategy to promote the benefits of sustainable mobility and raise public awareness of options | Mindsets and paradigms | Yellow | Changing mind sets to increase the use of other modes and giving up cars | ||||||||||||||||||||
40 | Smarter Travel | Behaviors & mindsets | TFI Smarter Travel promotes sustainable travel to work and school (e.g. staff walks together and has a count step programme in Sligo County Council) | Mindsets and paradigms | Green | Changing mind sets to increase the use of other modes and giving up cars | ||||||||||||||||||||
41 | CAP | Demand management | CAP sets a target for reducing fossil fuelled passenger vehicle kms by (at least) 10% from 2019 levels through demand management related to pricing (e.g. congestion charging and parking pricing) | Strengthening balancing loops / Changing system's goals | Yellow / Orange | Balancing loops: Demand management measures would increase the costs of car usage and thus stregthen B2 by reducing the attractiveness of driving a car even when people haven’t yet reached their maximum acceptable travel time (for any given amount of car purposed road space capacity). Goals: If the aim was to reduce overall car use rather than only ICEs, this action could help shift the system goal away from ensuring car travel. | Discussed in recommendations (4.1.2) The goal should be in terms of total kms travelled by private cars rather than only fossil fuel vehicle kilometres | |||||||||||||||||||
42 | NIFTI | Demand management | congestion charging | Strengthening balancing loops | Yellow | Congestion charging would, on its own, increase the costs of car usage. It would strengthen B2 by reducing the attractiveness of driving a car even when people haven’t yet reached their maximum acceptable travel time (for any given amount of car purposed road space capacity). This would therefore slow-down, although not reverse induced demand | Early discussions on the additional measures that might be required to close these gaps focused on road pricing and low-emission-zones. These discussions have been evolving, and according to the DoT, there is ongoing modelling addressing the 0.9 Mt gap to the target. The modelling is focused on delivering additional levels of abatement via a comprehensive set of measures that include the policies that ther report finds have the highest transformative potential. Congestion charging along this comprehensive package will be a more powerful tool | |||||||||||||||||||
43 | CAP | Active travel | Continue the improvement and expansion of the Active Travel and Greenway Network through the delivery of greenway projects inside and outside Dublin, and including through assessment of local networks to identify reallocation of space for pedestrian and cyclist. | Weakening reinforcing loops | Yellow | This would slow down of the erosion of AM + MM (weakening R5b) that is due to reduced/poor investment in creating dedicated road space. An issue is that these are big infrastructure that will take some time to build. If greenways end up being substitutes for building railways in certain areas, the beneficial effects for sustainable mobility will be smaller. | ||||||||||||||||||||
44 | CAP | Active travel | Complete consultation on a draft National Cycle Network strategy to support development of a strategic national network | Changing system’s goals | Yellow | A national strategy for developing a strategic cycling network establishes a new goal that the system is to achieve, which differs from previous understanding that the system is to provide connectivity by car only. | ||||||||||||||||||||
45 | CAP | Active travel | CAP sets a target of delivering 1000 kms of new active travel infrastructure | Weakening reinforcing loops | Yellow | In principle, some of the numbers could reflect a significant difference in the available infrastructure, and thus result in stronger effects in weakening R5b by creating road capacity for the safe use of AM and MM and R6b by dedicating space for active modes and thus supporting MMI (depending on where the AM tracks are). However, real effetcs depend on whether this new infrastructure contributes to creating continuous networks of active travel infrastructure. | \ | |||||||||||||||||||
46 | SMP | Active travel | Deliver additional cycling infrastructure projects in the five cities (action 19) and expand greenway network establishing linkages with towns and villages in line with the strategic national cycle network ( action 30) | Weakening reinforcing loops | Yellow | The extent of the change will depend on how much the planned infrastructure contributes to developing a network of safe AM infrastructure, but in principle this could in weaken R5b by creating capacity for the safe use of active and micromobility modes and R6b by dedicating space for these modes | ||||||||||||||||||||
47 | SMP | Active travel | Develop and implement an active travel infrastructure programme for regional growth centres and key towns outside of the Greater Dublin Area; Develop and publish cycle network plans for all counties; Develop and publish a strategic national cycle network. | Changing system's rules | yellow/green | Making the development and implementation of these different planning documents compulsory sets diffferent rules and priorities for national and local authorities, which before did not have to have plans for the development of specific infrastructure for active travel nor make it a priority | ||||||||||||||||||||
48 | CAP | Budget & funding | 20% of the Transport Capital Budget is dedicated to Active Travel and Greenways | Parameters | Green | While bringing new funding is good and in principle helps to weaken R5b by creating road capacity for the safe use of AM and MM and R6b by dedicating space for active modes and thus supporting MMI (depending on where the AM tracks are), this change on its own will unlikely reverse the lagging infrastructure for active modes. | ||||||||||||||||||||
49 | CAP | Active travel | Increase the number of dedicated Active Travel Staff in Local Authorities around the country | Changing system's rules | Green | Having dedicated staff working with active travel helps promote the role of active travel among other transport modes and ensure that considerations for active travel are better included in decisionmaking. | ||||||||||||||||||||
50 | SMP | Active travel | Fund the establishment of units within local authorities to implement active travel schemes in accordance with best practice and national design guidance (Action 54) | Changing system's rules | Green | Having dedicated funding to establish units within local authorities to implement active travel schemes can importantly increase capacity at local level and ensure that priority is given to improving conditions for this mode. | ||||||||||||||||||||
51 | CAP | Road space reallocation and street redesign | Publish amended legislation which increases fixed notices for parking on a footpath, cycle track or bus lane | Changing system's rules | Yellow | Implementing higher fines for car drivers that do not respect space dedicated to other modes changes the rules relative to a system where drivers have in the past been the priority and had the right over the space. | ||||||||||||||||||||
52 | CAP | Micromobility | Legislative provisions for powered personal transporters (Ebikes, pedelecs, battery-powered scooters) | Chaging system's rules / New loops in the system's structure | Yellow | Rules: allowing these services to use roads and to have a role of mobility system Structure: This would change the system's structure (by creating new loops through new connections to these services) because without such tendering rules, shared e-scooters might not be developed. | ||||||||||||||||||||
53 | BusConnects | Public transport | BusConnects completely redesigns the route networks and introduces new services in Dublin | Weakening reinforcing loops | Green (phase 1+ 2)/Yellow (phase 3-5) | Weakening R3b by investing in expanding services | ||||||||||||||||||||
54 | BusConnects | Public transport | Bus Connects plans to reconfigure the bus route networks in Cork, Galway, Limerick & Waterford | Weakening reinforcing loops | Yellow | Weakening R3b by investing in expanding services | ||||||||||||||||||||
55 | BusConnects | Public transport | Radial core bus corridor Dublin, Cork, Limerik, Galway | Weakening reinforcing loops | Yellow | Weakening R3b by investing in expanding services | ||||||||||||||||||||
56 | CAP | Public transport | Develop plans for bus services in rural towns (e.g. Carlow, Mullingar, Leitrim, etc.) | Weakening reinforcing loops | Yellow | Weakening R3a and R3b by investing in expanding services and quality (frequencies) | ||||||||||||||||||||
57 | CAP | Major PT projects | Commence delivery of DART+ Programme and continue heavy rail fleet investment | Weakening reinforcing loops | Yellow | Weakening R3a and R3b by investing in expanding services and quality (frequencies) | ||||||||||||||||||||
58 | CAP | Major PT projects | Commence delivery of MetroLink | Weakening reinforcing loops | Yellow | Weakening R3a and R3b by investing in expanding services and quality (frequencies) | ||||||||||||||||||||
59 | SMP | Pricing & Ticketing | SMP (action 53) introduced a National Youth Travel Card | Weakening reinforcing loops | Green | Canincrease the attractiveness of PT by making it more affordable and thus making a higher number of places conveniently accessible for more people. | Effect will depend to an important extent on whether car use (e.g. car parking) remains relatively cheap. | |||||||||||||||||||
60 | CAP | Budget & funding | Funding for community car scheme | New loops in the system's structure / Mindsets and paradigms | Green | Structure: Creates new loops because it introduces new types of transport services Mindsets: can help people see that sharing vehicles is a possibility and has advantages instead of only thinking about private car sue. | Discussed in recommendations (4.4.2.) | |||||||||||||||||||
61 | CAP | Park & Ride | Introduction of park & ride/share facilities in M1 and Greater Dublin Area | Weakening reinforcing loops | Orange | Park&ride facilities could increase the number of places accessible by PT by providing the first and last mile solutions, thus weakening R3a and R3b. However, they could reduce the attractiveness of AM and MM and miss opportunities for providing the first and last mile solutions through these modes, leading to strengthening of R5a. | Discussed in recommendations (4.4.1.) Should focus on service hubs (that prioritise shared solutions and e.g. reducing the provision of parking for private vehicles) rather than purely park & ride by car Need to be combined with other incentives to use service hubs instead of driving private cars. Meanwhile, essential to make other modes convenient to use including by reallocating road space in the parking lots and along the connecting routes. | |||||||||||||||||||
62 | CAP | Vehicles & fuels | Fossil fuel subsidy phase out | Hard to change stocks / Strengthening balancing loops | Yellow | Stocks: By increasing the cost of fossil fuel based cars, they incentivise the shift toward more efficient vehicles or EVs. Balancing loops: This would increase the costs of car usage and thus strengthen B2 by reducing the attractiveness of driving a car even when people haven’t yet reached their maximum acceptable travel time (for any given amount of car purposed road space capacity). | ||||||||||||||||||||
63 | CAP | Vehicles & fuels | Provide for EV Charging Infrastructure in dwellings with parking spaces within curtilage | Hard to change stocks / Weakening reinforcing loops / Mindsets and paradigms | Green/Red/Red | Stocks: This will increase incentives to opt for Evs Reinforcing loops: However, it implies either offering detached housing or apartments with parking, which fosters sprawl by reinforcing R1b. Development that needs to have a certain number of parking available is more space intensive (which means more space needs to be used to deliver more housing). Development also becomes more expensive so it further incentivises to build housing in outskirts further out from where other places of interest are. Mindsets: Ultimately this also further reinforces the idea that you need to have a private car and a dedicated space for it. | Discussed in recommendations (4.5.4.) | |||||||||||||||||||
64 | CAP | Public transport | Shift bus fleet in Dublin and other cities to electric/hydrogen/etc | Hard to change stock and flows | Yellow | This allows to build a more sustainable fleet, even though the bus stock is not that hard to change as with car stock. Modifying the stock of buses does not have an impact in the structure of the system itself. | ||||||||||||||||||||
65 | CAP | Vehicles & fuels | Fuel efficiency and CO2 emission standards for new vehicles | Parameters | Green | Simply ensures that new cars consume less fuel and are less carbon intensive per km, without chaging anything in the structure of the system itself. | ||||||||||||||||||||
66 | SMP | Road space reallocation and street redesign | SMP sets a focus on improving movements of people rather than cars and introduces a new hierarchy of road users (pedestrians, cyclists, PT) | Changing system’s goals | Green | A new hierarchy makes it clear that other modes rather than cars should have the priority on roads. This is quite different with the hierarchy that the current system has been based on. | However, this hierarchy should be implemented effectively, in particular by addressing other practices that are conflicting. For example, if travel time savings remains another important goal of the transport system, it continues to favour car use and thus limits the beneficial shift towards sustainable modes. | |||||||||||||||||||
67 | Department of Transport | Vehicles & fuels | National Charging Infrastructure Strategy | Hard to change stocks / Changing system's rules / Changing system’s goals | Green / Red / Red | Stocks: The national charging infrastructure strategy for EVs is focused on private vehicles (establishing 80% of charging will be at home). It facilitates the choice of an EV over an ICE, contributing to the electrification of the fleet. However, because the private vehicle fleet is a hard to change (10-5 years) stock, then this holds small power for rapid change. Rules: On the other hand this approach locks in the current rules of the system where private car use is prioritised and facilitated, over other modes (e.g. shared services). Goals: This also perpetuates the current system goal that is to make private cars the most attractive mode, impeding other modes to provide convenient access to a large number of destinations, and thus fostering car ownership and use. | Discussed in recommendations (4.5.4.) | |||||||||||||||||||
68 | CAP | Vehicles & fuels | BIK for electric vehicles | Hard to change stocks / Strengthening balancing loops / Mindsets and paradigms | Green / Red / Red | Stocks: BIK rates makes purchasing EVs more advantageous than ICEs for companies offering company cars as benefits to employees. Balancing loops: BIK rates also incentivise the same system where part of your benefit as an employee is to be offered a car. Furthermore, this increases the attractiveness of driving, as the cost of ownership for employees is zero, and thus for any travel time your willingness to pay is probably higher (only baring the cost of car use) and thus actually weakening B2. In addition, it may also incentivise more driving as the more you drive the less your employer will pay as BIK tax rate. Currently this only happens for vehicles who pay BIK (above 50 000 Euros), but as the threshold comes down, the incentive will exist for all. Mindsets: This also perpetuates the mindset that cars is a benefit and right. | ||||||||||||||||||||
69 | CAP | Vehicles & fuels | Home charging grant scheme extended to apartments | Hard to change stocks / Weakening reinforcing loops / Mindsets and paradigms | Green / Red / Red | Stocks: This will increase incentives to opt for Evs. Reinforcing loops: However, having/building apartments with relevant parking spaces (reinforcing minimum parking requirements still in place in many counties) fosters sprawl (reinforcing R1b) because development with a certain number of parking available is more space intensive (which means more space is needed to deliver more housing). Development also becomes more expensive so it further incentivises building housing in the outskirts further away from places of interest. Mindsets: Ultimately this also further reinforces the idea that you need to have a private car and a dedicated space for it. | Discussed in recommendations (4.5.4.) | |||||||||||||||||||
70 | CAP | Vehicles & fuels | Roll out a communication and engagement strategy to drive EV uptake | New loops delivering key information flows / Mindsets and paradigms | Orange | Information flows: Problematic if ignores the environmental costs (e.g. GHG emissions from electricity, roadwear, the consumption of resources and environmental cost of mining) that turning a large fleet into one that is EV-based implies. Mindsets: Problematic if narrative evolves around the advantages vis à vis ICEs and ignores the fact that using a private car instead of other modes brings other social costs, ultimately giving the impression that being sustainable can be achieved solely by driving an EV and that then there is no need to shift away from car dependency. | ||||||||||||||||||||
71 | CAP | Vehicles & fuels | Setting out the planned level of biofuel use from the end of 2021 to 2030 | Parameters / Changing system's goals | Green / Red | Parameters: Simply increases the use of sustainable fuels but doesnt change overall car use nor systems structure. Goals: CAP says that this is going to allow to reduce 20% of emissiions, so puts lots of emphasis on a measure that continues to support car travel just with better fuels, reinforces the idea that the current system can be fixed with such measures. | ||||||||||||||||||||
72 | CAP | Road space reallocation and street redesign | CAP considers road space reallocation from cars to other modes as part of the pathway to achieve the necessary ICE reductions. Its potential benefits and challenges will be studied. | New loops in the system's structure / Changing system's goals | Yellow / Orange | Structure: Road space reallocation creates new loops in the system that could disincentivise car usage and incentivise usage of other modes Goals: If the aim was to reduce overall car use rather than only ICEs, this action could help shift the system goal away from ensuring car travel. | Discussed in recommendations (4.1.2.): This should be a pathway for reducing total car use and not only ICEs. | |||||||||||||||||||
73 | CAP | Active travel | CAP considers safe active travel routes as part of the pathway to achieve the necessary ICE reductions. Its potential benefits and challenges will be studied. | Weakening reinforcing loops / Changing system's goals | Yellow / Orange | Reinforcing loops: 1) Weakening R5b by creating road capacity for the safe use of AM and MM 2) Weakening R6b by dedicating space for active modes and thus supporting MMI (depending on where the AM tracks are) Goals: If the aim was to reduce overall car use rather than only ICEs, this action could help shift the system goal away from ensuring car travel. | Discussed in recommendations (4.1.2.): This should be a pathway for reducing total car use and not only ICEs. | |||||||||||||||||||
74 | CAP | Demand management | CAP considers reduced parking provision and increasing parking fees as part of the pathway to achieve the necessary ICE reductions. Its potential benefits and challenges will be studied. | Strengthening balancing loops / New loops in the system's structure / Changing system's goals | Yellow / Yellow / Orange | Balacing loops: Reducing the attractiveness of driving a car even when people haven’t yet reached their maximum acceptable travel time, thus weakening B2. Structure: If old parking space is allocated to other transport modes and uses, creates new loops in the system that could disincentivise car usage Goals: If the aim was to reduce overall car use rather than only ICEs, this action could help shift the system goal away from ensuring car travel. | Discussed in recommendations (4.1.2.): This should be a pathway for reducing total car use and not only ICEs. | |||||||||||||||||||
75 | CAP | Demand management | CAP considers low emission zones as part of the pathway to achieve the necessary ICE reductions. Its potential benefits and challenges will be studied. | Changing system's rules / Changing system's goals | Yellow / Orange | Rules: Such zones would limit where cars can travel Goals: If the aim was to reduce overall car use rather than only ICEs, this action could help shift the system goal away from ensuring car travel. | Discussed in recommendations (4.1.2.): This should be a pathway for reducing total car use and not only ICEs. | |||||||||||||||||||
76 | CAP | Demand management | CAP considers road pricing schemes as part of the pathway to achieve the necessary ICE reductions. Its potential benefits and challenges will be studied. | Strengthening balancing loops / Changing system's goals | Yellow / Orange | Balancing loops: Such measures would increase the costs of car usage and thus weaken B2 by reducing the attractiveness of driving a car even when people haven’t yet reached their maximum acceptable travel time (for any given amount of car purposed road space capacity). Goals: If the aim was to reduce overall car use rather than only ICEs, this action could help shift the system goal away from ensuring car travel. | Discussed in recommendations (4.1.2.): This should be a pathway for reducing total car use and not only ICEs. | |||||||||||||||||||
77 | TII | Roads | TII's Major Road Projects Active List outlines the plans for maintaining, upgrading and developing the national road network to ensure safety on the roads as well as support economic growth, access to services, social cohesion and the transition to a low carbon future | Strengthening balancing loops / Weakening reinforcing loops / New loops in the system's structure / Changing system's goals | Red | Balancing loops: Adding and maintaining road capacity for cars weakens B2 by allowing more cars to travel within an acceptable travel time. Reinforcing loops: Lack of dedicated infrastructure for PT on national roads (reinforcing loop R3d) further boosts erosion of PT (reinforcing R3a by decreasing the quality of PT services). Structure: If the retrofits shift road space from cars to other modes, new loops can be created in the system than disincentivise car usage and incentivise usage of other modes. However, only a small share of projects on the list include clear ambitions to allocate dedicated road space for PT. Others simply argue that improved road capacity will improve journey times for all roads users, which might not be the case if more roads lead to more travel and thus congestion. In reality, the projects seem to rather reinforce the current system structure. Goals: The list still reinforces the perception that the goal of the transport system should be to ensure mobility and thus contribute to econonomic growth | ||||||||||||||||||||
78 | SMP | Road space reallocation and street redesign | SMP acknowledges the importance of well-designed streets and aims at a more widespread and consistent implementation of DMURS, plus at updating/supplementing it | Changing system’s rules | Yellow | Mandatory design standards for roads and streets less dominated by or without cars could impose new constraints that would make providing enough space for other modes a priority | Discussed in recommendations (4.3.) | |||||||||||||||||||
79 | CAP | Demand management | CAP sets a target for reducing fossil fuelled passenger vehicle kms by (at least) 10% from 2019 levels through demand management related to parking (e.g. parking availability) | Strengthening balancing loops / New loops in the system's structure / Changing system's goals | Yellow / Yellow / Orange | Balancing loops: Reducing the attractiveness of driving a car even when people haven’t yet reached their maximum acceptable travel time, thus weakening B2. Structure: If old parking space is allocated to other transport modes and uses, creates new loops in the system that could disincentivise car usage Goals: If the aim was to reduce overall car use rather than only ICEs, this action could help shift the system goal away from ensuring car travel. | Discussed in recommendations (4.1.2.): Should aim to reduce total car kilometres and not only fossil fuelled. | |||||||||||||||||||
80 | DMURS | Road space reallocation and street redesign | DMURS acknowledges the place function of streets and the need to assign higher priority to active modes, but also highlights that this should not unduly compromise vehicle movement | Changing system’s rules | Orange | Mandatory design standards for roads and streets less dominated by or without cars could impose new constraints that would make providing enough space for other modes a given. However, the beneficial effects of road redesign are significantly reduced if car travel is not made harder at the same time and they might even be negligible if cars continue to be able to travel as before. | Discussed in recommendations (4.3.) | |||||||||||||||||||
81 | DMATS | Park & Ride | Transport Strategy for GDA proposes several rail-based park&ride facilities and BusConnects Dublin includes plans to build a number of bus-based park&ride sites. | Weakening reinforcing loops | Orange | Park&ride facilities could increase the number of places accessible by PT by providing the first and last mile solutions, thus weakening R3a and R3b. However, they could reduce the attractiveness of AM and MM and miss opportunities for providing the first and last mile solutions through these modes, leading to strengthening of R6b. | Discussed in recommendations (4.4.1.) Should focus on service hubs (that prioritise shared solutions and e.g. reduce the provision of parking for private vehicles) rather than purely park & ride by car. Need to be combined with other incentives to use service hubs instead of driving private cars. Meanwhile, essneital to make other modes convenient to use including by reallocating road space in the parking lots and along the connecting routes. | |||||||||||||||||||
82 | SMP | Governance | SMP plans cooperation with other Departments, transport agencies and local authorities as well as an oversight group formed out of main stakeholders to update and oversee guidelines, standards and legislation for roads, traffic, cycling and active travel to ensure safe system approach, consistency, quality and training | Changing system's rules / New loops in the system's structure | Yellow | Rules: Such guidelines, standards and legislation can set out a systematic shift in the way the system is organised and infrastructure is build, thus changing its rules. Structure: Creates a new structure for decision-making to better coordinate infrastructure | ||||||||||||||||||||
83 | Town Centre First | Land use & transport | Town Centre First approach guides regeneration and development of Irish towns towards improving sustainable mobility infrastructure and public realm to create centres that implement a 10-min town concept and are not seen as second-best option to more peripheral locations | Changing system's goals | Yellow | This approach helps to establish a new goal in the system to create proximity and make sustainable mobility more attractive. | ||||||||||||||||||||
84 | Town Centre First | Governance | Town Centre First approach emphasizes local governance, typically through a multi-sectoral ‘Town Team’ of diverse stakeholders, supported by the Local Authority and guided by a collaborative vision | Changing system's rules / New loops in the system's structure | Green / Yellow | Rules: Building such bodies make multidisciplinary planning and local collaboration the norm in the system. Structure: Creates a new structure for decision-making to bring together perspectives from multiple sectors | Should make sure that all towns have such a team | |||||||||||||||||||
85 | Miscellaneous | Land use & transport | Recent cases of transport-oriented development, including those of CIE that are linked to new transport hubs | Weakening reinforcing loops | Yellow | Developing sites close to transport nodes weakens 1) R2 by providing increasing density in accessible areas, 2) R5b by providing safe facilities for AM and MM, 3) R4a if sites offer access to places of interest within it or nearby and thus reduce distances to them, and 4) R6b by improving the MMI at least within these sites. | However, these sites are often privately owned and not part of an overall strategic plans, making then very isolated best case examples. Furthermore, benefits for AM and MM might be limited if the dedicated facilities stop at site borders and are not integrated to the network in the surrounding area. | |||||||||||||||||||
86 | SMP | Land use & transport | Establish a working group of the DHLGH, the D/Transport, NTA and LDA to consider opportunities for transport-led development in our major urban centres (aciton 80). | Structure | Green | Structure: Creates a new structure for decision-making to bring together perspectives from multiple sectors | ||||||||||||||||||||
87 | SMP | Land use & transport | One of the SMP actions is to ensure that statutory reviews of the Regional Spatial and Economic Strategies include an analysis of land use development potential based on accessibility to each region’s proposed core public transport network | Changing system's goals | Yellow | Putting accessibility considerations into the center of land use planning | Should be compulsory and systematically embedded in strategic plans and brought forward to complete already before 2025 (SMP says that reviewing of the RSESs starts from 2025 onwards). Review of RSESs is linked to the timeframe set in legislation. | |||||||||||||||||||
88 | NIFTI | Land use & transport | The new NIFTI (and also SMP) emphasizes the importance of sequencing spatial and transport planning, i.e. ensuring that the order in which transport investments are made drives desired spatial planning outcomes (e.g. sustainable mobility options should be readily available when people move to a new location) | Changing system's rules / Mindsets and paradigms | Yellow | Rules: Such sequencing would change the rules of the system as before sites were often built before and the transport issues created were solved afterwards. Mindsets: Such sequencing will help make people realise that using sustainable mobility is convenient. | Should have mandatory transport assessments for development permits, showing how development will contribute to modal shifts and how extra travel will be catered for | |||||||||||||||||||
89 | MATS | Planning | Metropolitan area transport strategies set out programmes of proposed transport investment in active travel, bus and rail for each metropolitan area over a 20-year period, also including measures to manage travel demand (including through parking supply). Thus, they enable evidence-based and plan-led transport planning and help cities grow in a compact manner | Weakening reinforcing loops / Changing system’s rules | Yellow / Green | Reinforcing loops: Development PT services will weaken R3a and R3b by investing in quality and coverage of PT. Investments in active travel could also weaken R5b and R6b by creating safe facilities and improving multi-modality. Reducing the distances travelled (in other words bringing places of interest closer to people) by integrating land use and transport would also weaken R2, R4a and R6a by increasing the number of places conveninently accessible by PT, AM & MM while also supporting multimodality. Rules: Such an evidence-based approach to transport planning could greatly help to improve public transport and active travel where they are most needed and, through ensuring integration with land use, limit urban sprawl. | Need to have clear objectives for sustainable accessibility and reducing car travel | |||||||||||||||||||
90 | SMP | Land use & transport | Metropolitan and local transport strategies support the concept of 15min cities | Changing system’s goals | Yellow | The concept helps focus efforts on a common goal of providing accessibility, proximity and ease of use for sustainable modes. | ||||||||||||||||||||
91 | CAP | Public space reallocation | CAP targets better movement priorities within urban areas to support making the built environment and public domain people rather than vehicle centered | Changing system’s goals | Yellow | Such priorities make it clear which modes the system should focus on and thus allows it to create different results, i.e. increasing use of sustainable modes and decrease that of cars. | ||||||||||||||||||||
92 | NTA | Land use & transport | NTA will work with RAs to identify land areas to develop based on accessibility to core PT network (1km radius from stops) | Weakening reinforcing loops / Changing system's rules / Changing system's goals | Yellow / Green / Green | Reinforcing loops: Developing land areas close to transport links will weaken R2 by providing increasing density in accessible areas. Rules: Making accessibility indicators guide development more systematically. Goals: Placing accessibility to PT as a goal of transport and land-use decisions. | Should also start including origin-destination accessibility indicators and accessibility by active modes | |||||||||||||||||||
93 | Miscellaneous | Public space reallocation | Streets and parking spaces were turned into restaurant terraces during Covid and kept in place (or even planned to be expanded) afterwards in some places | Weakening reinforcing loops / New loops in the system's structure | Green | Reinforcing loops: Weakening R1c through mixed land uses Structure: Reallocating public space away from cars creates new loops in the system that could disincentivise car usage and enable proximity through mixed uses of the liberated space | Discussed in recommendations (4.3.): such projects should be scaled up across towns and cities | |||||||||||||||||||
94 | CAP | Vehicles & fuels | CAP sets targets for absolute EV count and % of km driven by EVs | Hard to change stocks / Changing system's goal | Red | Stocks: Absolute EVs count doesn’t address the share in the fleet and might even exacerbate total sales, simply adding up to the stock of cars and thus reinforcing car dependency. Goals: Measuring kms driven still links to mobility. | Discussed in recommendations (4.1.2.) | |||||||||||||||||||
95 | NTA | Modelling & indicators | NTA has developed PTAL and ATOS accessibility indicators | New loops delivering key information flows / Change system's goal | Green | Infromation flows: Using such indicators could deliver key information about accessibility to decisionmakers, thus helping to improve it. Goals: Using these indicators are the key guidance for decisions (instead of mobility indicators that are used currently) would shift the goal of the whole system from mobility to accessibility. | Discussed in recommendations (4.1.2.) Need to systematise their use, e.g. by using them to set standards for developers | |||||||||||||||||||
96 | NDP | Roads | NDP details the protection and renewal of existing and the building of new National Roads as a measure for improving compact growth | Strengthening balancing loops / Weakening reinfrocing loops / Changing system's goals | Red | National Roads have historically been used by private cars and only a small share of road improvement/construction projects (as listed by TII) include clear ambitions to allocate dedicated road space for PT. Thus, this action touches the following leverage points: Balancing loops: Building more roads for cars weakens B2 by allowing more cars to travel within an acceptable travel time. Reinforcing loops: Building more roads expands the catchment areas within an acceptable travel budget by car, thus actually strenghtening R1b by expanding the commuting zones. As the density of people and places of interest decreases by consequence, this will reduce the number of places accessible by AM, MM and PT due to increasing distances (touching loops R2 and R4a), thus contributing to their erosion and making car use even more attractive relative to these alternative modes. Goals: The focus on maintaining and building new roads and motorways mostly for cars still enforces the idea that they have a key role for growth and development of the country. | ||||||||||||||||||||
97 | SMP | Behaviors & mindsets | Sustainable mobility defined as reducing car-dependency in the new mobiliy strategy | Change system’s goals | Green | Acknowledging the reduction of car dependency as a target will help to orientate actions towards this direction | ||||||||||||||||||||
98 | DMURS and SMP (actions 57 and 58) | Road space reallocation and street redesign | DMURS (mandatory for urban areas) | Changing system’s rules | Green / Yellow | In principle, good design standards make streets more friendly to use for other modes than just cars. However, they are not mandatory for existing streets and roads. | Discussed in recommendations (4.3.) As new roads cover only a minority share of all roads, making the standard mandatory also for existing roads would be essential to guide systematically better design of streets and roads and thus produce the greatest benefits through the use of more sustainable modes. The SMP acknowledges the importance of applying the hierarchy of road user model in existing roads as well. | |||||||||||||||||||
99 | DMURS | Road space reallocation and street redesign | Introduction of 30km/h and 20km/h speed limits in a lot of streets in urban areas (as part of DMURS) | Changing system’s rules | Green | Slowing down car movements will make the streets safer for active modes and also reduce the travel time advantage of cars | ||||||||||||||||||||
100 | DMURS | Road space reallocation and street redesign | IT SLIGO + DoT new programme on urban road and street design and active travel to promote DMURS | Changing system's rules | Yellow | Promoting and teaching better street design practices so that their design could change permanently for the better | Attending such a programme could be made compulsory for planners, engineers, etc |