A Bus Rapid Transit Solution - Galway City & MASP by The Atlantic Greenway Project

Pre-Planning Transport Statement March 2023

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

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Contents 1

Introduction

Policy Context

Introduction National Policy ; Project Ireland (2040){National Development Plan 2018 2028} Galway Sustainable Transport Strategy, (Chapter 4) Climate Action Plan & Low Carbon Development Act 2021.(Chapter 15 )

Existing Location Assessment

Introduction Census Data

11 12

Implemented Bus Rapid Systems and Vehicle Types 17

Road Width Assessment; Techniques 15

The Proposed Development

The Development Proposals Station/Stops and Ticketing Facilities Access (Egress/Ingress) and Visibility Splays Parking; Park and Ride Facilities Cycling Compatibility Inclusion and Differentiation of Service

16 16 16 16 17 17

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Expected Impact on the Local Transport Network 18 Existing Traffic Count Data Substitution Rates Road Space Configuration Vehicle Measurements Vehicle Types B.R.T. Routes Protected Journey Times

18 18 21 21 28 28

Summary and Conclusions

Conclusion

Appendices

Appendix: A - Location Plan Appendix: B - Original Masterplan Appendix: C - Census Data Appendix: D – Bus Rapid Transit Stops and Ticketing Facilities Appendix: E – Vehicle Types Appendix: F – Traffic Count Data

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1 Introduction

1.1 Outline of Report This Transport Statement has been prepared to provide a pre planning observation that examines and scopes the viability of a Bus Rapid Transit system (B.R.T) for Galway City and its Metropolitan transport catchment area. The observations include: Section 1 describes the purpose of the report, a strategic overview and concept of B.R.T. in the Galway City and Metropolitan Transport Area, the current including ; Section 2 describes the relevant policies ranging from Local, National and International Section 3 provides the context of the current situation regarding transport in the area, census data and data relevant to the usage of sustainable modes of transport Section 4 describes the proposal of B.R.T. as a solution and highlights relevant transport works in support of providing adequate public transport Section 5 describes the expected impact on the local transport network Section 6 provides a summary and conclusions. 1.2 Purpose of the Report This Pre-Planning Transport Statement has been written with the intention to scope out and observe the adequate possibilities regarding Public Transport in Galway City and Metropolitan Area from 2023 and going forward. Due to the N6 Galway City Ring Road being challenged through a judicial review thus rendering the option as almost an unviable project , the present transport situation provides very few options for the daily commuters of Galway who face time-consuming congestion and with deepening energy costs and general cost of living barriers , it is in this analysis that the options of Public Transport are presented as a viable possibility from this point forward . As per previous studies (Galway Public Transport Feasibility Study 2009) undertaken it had highlighted that Bus Rapid Transit was the more favourable and cost effective mode to implement, due to ; •

Bus Rapid Transit being Tram like in appearance and capacity

•

No major structural change to surfaces i.e. no deep excavation work required

•

Flexible routes when implemented

•

Less expensive to install than Light Rail or Tram

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1.3 Demand for the Proposed Public Transport System As the ever-increasing congestion of Galway and it’s Metropolitan Area Strategic Plan (please view below), Fig 1. Galway Metropolitan Area Strategic Plan (MASP)

(Source: NWRA RSES)

The cumulative factors that render commuting motorists and businesses with loss of time, cost and general nuisance of traffic congestion, the demand to recommend a modal shift for a percentage of the daily commuters on to a Bus Rapid Transit system has become more viable as an option in the recent past. The environmental concerns are also a factor which encourages a modal shift. The system details will be

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presented in more detail in this document (Chapter 4). Accounting for the current numbers of commuters into and out of the City’s Land Use Zones (Please view below and Appendix A ) .

Source: Galway City Draft Development Plan

Previously, the N6 Galway City Ring Road had been adopted as the solution of choice, however, post judicial review , the proposal had been “quashed” by An Bord Pleanála1, as it had not taken into account the State’s Climate Action Plan, with this, the current transport status of Galway remains disorganised , incomplete and lacking association to the current environmental and socio-economic trends of the geography. The demand for a solution remains, prompting adequate long-term solutions that will consider he Environmental and Socio-Economic parameters and abilities that current stakeholders in the infrastructure of Galway’s transport. A firm recommendation of Bus Rapid Transit, that also reinforces the Galway Public Transport Feasibility Study 2009 study undertaken by MVA Consultancy 2, that highlighted clearly the recommendation that Bus Rapid Transit is a preferred option as a city wide rapid transport system as opposed to light rail on the basis of reduced costs , less hindered implementation , less structural modification to existing thoroughfares and possessing the same capacity characteristics as a Light Rail System. The ongoing and increasing viability of the Bus Rapid Transit option will be examined within limitations throughout this document.

Irishtimes.com/transport/2022/10/14/permission-for-galway-ring-road-quashed (October 2022) accessed online March 2023

2 Galway.ncpd.ie./tran-feasibility.pdf , Robust Foundations Galway Public Transport Feasibility Study ; MVA Consultancy,

March 2010

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2 Policy Context Introduction 2.1 This section sets out the policy context. Development and growth is encouraged at national, and local level. How this is made sustainable in the longer term is by encouraging walking, cycling and public transport use. National Policy ; Project Ireland (2040){National Development Plan 2018 -2028} 2.1 Furthermore, The NPF is a long-term strategic development plan for Ireland, setting out planning policy up to 2040. The NPF outlines key national strategic outcomes and priorities, as identified in Figure 3. These are designed to guide public and private investment into the county and help shape future growth. The NPF seeks to enable all parts of Ireland (rural and urban) to “successfully accommodate growth and change, by facilitating a shift towards Ireland’s regions and cities other than Dublin” (Chapter 2.1) 2.2 National Policy Objectives 1b and 1c set out projected growth across Ireland. The Northern and Western Region, in which Galway County is located, is projected to accommodate population growth of between 160,000 and 180,000 by 2040, increasing the population to just over one million. Of this growth, 40,000 to 45,000 is expected in Galway City and its suburbs, representing a 50-60% growth. Approximately 115,000 additional people are forecast to be in employment in the Northern and Western Region, bringing the total to 450,000 people. 2.3 Transport and connectivity are key to a number of National Strategic Outcomes detailed in the NPF, and the Galway County Transport and Planning Strategy 2022 - 2028 (GCTPS) seeks to respond to these. 2.4 National Strategic Outcome 1 (Compact Growth) looks to create more attractive places to live by ensuring sustainable growth. In doing so it promotes a shift towards sustainable modes of travel (walking, cycling and public transport) at all levels, including urban cities, smaller towns, villages, and rural areas. 2.5 National Strategic Outcome 2 (Enhanced Regional Accessibility) incorporates improved connectivity and accessibility between key urban centres of population and their regions, and between major cities. Transport sits at the heart of this outcome, with a range of measures identified including: •

Maintaining strategic capacity and safety of the National Road Network.

•

Planning future capacity enhancements.

•

Improving average journey times.

•

Enabling effective traffic management, including the reallocation of road-space in appropriate locations to favour public transport services and walking / cycling facilities;

•

Advancing orbital traffic management solutions

•

Upgrading sections of the N17 northwards to facilitate development of the Atlantic Economic Corridor from Galway; and

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•

Strengthening public transport connectivity between cities and large growth towns, improving services and journey time reliability.

2.6

National Strategic Outcome 4 (Sustainable Mobility) highlights that the overall objectives of the NPF are supported through ‘a well-functioning, integrated public transport system’ and enabling sustainable mobility choices. It notes that that large parts of Ireland are heavily dependent on vehicular travel, resulting in increased congestion, whilst the inter-city rail network is integral in offering sustainable travel alternatives.

2.7

As such, it looks to expand the public transport offer as a way of discouraging car use, reducing congestion, improving air quality, and supporting sustainable population and employment growth. This will be done through the delivery of key bus-based projects in identified cities and towns, providing public transport infrastructure and services to meet the needs of smaller towns and rural areas, and development of a comprehensive network of safe cycling routes in metropolitan areas, towns and villages where appropriate.

2.8

National Strategic Outcome 3 (Strengthened Rural Economies & Communities) recognises the importance of Ireland’s rural areas, and the role transport can play in supporting these. It seeks to ensure regional and local roads are maintained, with strategic road improvement projects undertaken in rural areas where necessary to ensure access to critical services (such as education, healthcare and employment), whilst also promoting a ‘nationwide community-based public transport system in rural Ireland which responds to local needs under the Rural Transport Network and similar initiatives’.

2.9

Policy 2 ‘Influencing Land Use Planning’ states: “The county council will encourage the location of new development in areas served by, or with the potential to be served by, high quality passenger transport facilities so they can form a real alternative to the car, and where key services can be accessed by walking and cycling.”

2.10

Chapter 3.3 of the NPF sets out region-specific objectives and policies for the Northern and Western Region, including specific to Galway, which are intended to support identified growth targets. From a transport perspective, this includes: - ‘Progressing the sustainable development of new greenfield areas for housing and the development of supporting public transport and infrastructure, such as at Ardaun; Improving access and sustainable transport links to, and integration with, the existing employment areas to the east of the City at Parkmore, Ballybrit and Mervue; - Determining the sustainable future development of the Galway Airport site for employment and/or residential use together with supporting facilities and infrastructure; - Provision of a Citywide public transport network, with enhanced accessibility between existing and proposed residential areas and the City Centre, third level institutions and the employment areas to the east of the city; - Development of a strategic cycleway network with a number of high capacity flagship routes.

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Galway Sustainable Transport Strategy, (Chapter 4) 2.11 A series of Policy Objectives for the GCTPS are set out in Chapter 6 of the CDP. These are as follows: 2.12 GCTPS 1 Galway County Transport & Planning Strategy and Galway Transportation Strategy, It is a policy objective of Galway County Council to support and facilitate the implementation of the Galway County Transport & Planning Strategy and Galway Transport Strategy across all modes of transport. 2.13 GCTPS 2 Integrated Approach to Land Use & Transportation, Galway County Council will pursue a fully integrated approach to land use and transportation, actively supporting measures which facilitate and attract developments to locations with high levels of sustainable transport provision (or which can achieve such provision as a result of the development in question). 2.14 GCTPS 3 Sustainable Transport, The County will seek to support a variety of measures which will reduce car dependency for residents, and will specifically seek to improve access to sustainable transport choices (including responsive and “flexible” modes) for those residents in rural areas of the County 2.15 GCTPS 5 Upgrade to Public Transport Networks , Support any proposed major upgrades to the public transport networks, including the Western Rail Corridor and the dual tracking between Galway City and Athlone. 2.16 GCTPS 6 Road-Based Public Transport, The County will seek to maintain and enhance infrastructure for road-based public transport, and to increase access to existing services (though provision of new stops and improved access via the pedestrian and cycle networks). 2.17 GCTPS 9 Collaboration with Galway City, The Council will collaborate with Galway City Council as appropriate to bring forward transport proposals and measures which will enhance travel to and from Galway City in a manner which is compatible with the GTS and GCTPS, and where possible maximises the benefits to both areas from this approach.

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2.18 GCTPS Summary – County Map

2.19

The GCTPS proposes a range of measures, including transport infrastructure upgrades, support for service enhancements, and supporting activities, which will collectively deliver enhancements and changes in travel behaviour within the County which are consistent with the policy objectives defined within Chapter 6 of the CDP. These measures are summarised in Table 1 below.

PROPOSED MEASURES

FORECAST BENEFITS

Safety-Led Improvements (incl. pedestrian / cycle safety measures, changes to traffic speeds, enhanced signage, traffic calming measures)

Address identified safety concerns within identified Travel Corridors; improve road user safety, including vulnerable road users; reduce frequency and severity of traffic collisions. Improvement to conditions for vehicular based travel, with resultant benefits in terms of congestion and delay; manage demand throughout identified Travel Corridors. Encourage modal shift; reduce vehicle congestion; improve overall public realm; facilitate easy access between transport modes; secondary benefits to cyclists (e.g. improved safety). Promote improvements to bus stops and facilities, and recommend locations of new bus stops to bridge gaps

Demand Management Improvements (incl. junction layout amendments, additional capacity for sustainable modes) Multi-Modal Hubs

Public Transport Infrastructure Improvements (e.g. Bus Stop Improvements in Centres and on

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2.20

Chapter 6 of the County Development Plan (CDP) summarises the Council’s aims in regard to transport as follows: ‘To encourage investment and improvements across all sectors of transport that will support targeted population, economic growth and more sustainable modes of travel including, walking, cycling and public transport’.

2.21

The GCTPS therefore comprises a series of technical exercises which have been carried out to establish current transportation activity patterns, trends, and areas where existing residents and visitors could be better served by the transport networks and infrastructure. The analysis is then expanded to consider the anticipated effects of planned new development as defined within the CDP and applies these findings to a series of option development exercises for defined corridors of movement within the County, including connections to adjacent Counties and the Galway City area. The option development process considers possible interventions and associated measures by mode which could be delivered either via the Council or in partnership with other key stakeholders; these are then compared against one another in terms of how they respond to identified key objectives for particular corridors which have been defined through consultation with the Council, and the responses received from stakeholders and the public via the recent Pre-draft Issues Paper consultation exercise for the CDP as a whole.

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Climate Action Plan & Low Carbon Development Act 2021. (Chapter 15 )

2.22 In Summary, the Transport targets calls for a significant cut in transport emissions by 2030 through measures including: • 500,000 extra walking, cycling and public transport journeys per day by 2030 • Increasing the proportion of kilometres driven by passenger electric cars to between 40 and 45% by 2030, in addition to a reduction of 10% in kilometres driven by the remaining internal combustion engine cars • All replacements for bus and commuter rail vehicles and carriages to be low or zero carbon by 2030 • Increased rollout of rural public transport through Connecting Ireland. [42-50% reduction in emissions by 2030]

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Existing Location Assessment and Proposed System Principles

Introduction 3.1 The area under examination where the installation of a bus rapid transit system, for the most part, in it’s first initiation, shall be within the remit of the City Council boundaries. The system is designed to cover and facilitate all areas to the west and east of the city’s urban structure and serving all major land uses. 3.2

Currently, the traffic congestion problem in Galway has worsened and returned to pre pandemic levels, with this, it is the author’s firm belief through elongated examination and learning , the rapid transit system acting as an affordable chief transport mode in the city, would solve at least 40% of the current car based traffic congestion, and thus strengthening the existing bus routes, moreover re-strategizing the current bus system to work with linkage, connectivity and capacity of a comprehensive rapid system of transport. 3.2.1. The bus rapid transit concepts “U-N.I.P Uilleann Bus Nasc Iompair Pobail” (Public Transport Elbow bus connect in English) or the English Language concept “Glider - Gaillimh”, aims at servicing all land uses across the city and connecting at the centre of the city by creating two orbitals that link up route and supporting transport systems such as Bus Eireann and Iarnród Eireann. 3.2.2. Furthermore as there has been institutional names to landmarks in Galway since 2020 Also this concept could follow already established the Belfastonian system known as “The Glider” , this could also be “The Galway Glider/ Glider Gaillimh” as an English language based concept. Please view Appendix B. 3.2.3. These concepts of the system can viewed below in their most recent form and further both systems can be view at Appendix B.

Source : Author

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3.2.4. The adoption of Park and Ride outlets is also a supporting facility that aims to facilitate inbound traffic numbers from the county and beyond, where it is useful to drive to this point and an avail of Public Transport for work, education or any similar endeavour.

Census Data 3.3

This section sets out the census data which is applicable to the area under examination

3.4

What is also evident is the amount of cars the use the city’s road infrastructure as a primary form of commuting.

3.5

The interrogation of CSO Census Data based across the duration of 2011 -2021 has been used to form a basis of scope to highlight percentages and figures that present the distribution of journeys by mode on a regional to local scale. NTA 10 CSO Databank West Region: Distribution of Journeys Year 2021

Car Driver 72.7%

Car Passenger 6.9%

By Bus

By Rail

Walking

Cycling

1.7%

0.0%

11.2%

0.4%

(https://data.cso.ie/) 3.6

The figures which had been interrogated as per the CSO Census in 2011 , had been guided with counting the inbound traffic at four nodes which help to form the MASP border of the city , the four nodes where based at Oranmore (and surrounding District Electoral Divisions (D.E.D’s)) , Baile Chláir (and surrounding D.E.D’s), Barna (and surrounding D.E.D’s) and Moycullen (and surrounding D.E.D’s), the figures are based on all road based commutes into and around the city. Please view Appendix C. Node point of entry inbound (and outbound) 2011 CSO City West & West D.E.D’s

Oranmore (and D.E.D’s) 10, 256

Baile Chláir (and D.E.D’s) 13,636

City West 17,030

City East 17,357

Barna (and D.E.D’s) 6,119

Moycullen (and D.E.D’s) 11,847

TOTAL 42,667

34,387 GRAND TOTAL 77,048

Source: https://issuu.com/agpireland/docs/commuting_and_galway_city_from_a_su 3.7

The NTA 10 ,2021 percentage figure combined of private car using commuters totals at 79.6% , this figure is remained similar from the 2011 CSO figure counting all road based commuters from the node points and intra city D.E.D’s , which would amount to the of percentage figure of 86.65% of the Total of County’s population (CSO 2016 ; 179,390). 3.7.1. The inbound commuting figures are then also reinforced by the POWCAR Data findings ; “Mapping the Commute into Irish Cities” via the GISforthought.com website (Heikki Vesanto ,Jan 2022).

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3.8

From the figures interrogated and presented by Heikki Vesanto’s study , Galway’s Inbound commute accounted for 68,243 commuters inbound respectively , the study also counted a 37,049 internal city commute figure , (see Appendix C), which would suggest that 105,292 figure would commute into and around the city on a daily basis.

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3.9

The percentage relative to 105,292 of commuters would account for 65.9% of the overall working population (Aged 18 – 64 years old) of the city and county, which amounted to 159,545 (www.citypopulation.de/Galway), notwithstanding demographic differences of location and/or D.E.D’s out of range , the figures previously presented are similar and adequate measure of tallies to further apply substitution rate of modal shift toward sustainable rapid transit .

3.10 Ideally, the amount vehicles in physical size, and thoroughfare width coupled with signalled junction points would also present a more finite example of the high congestion which takes place among Galway’s arteries and specific times, however , such a study would prompt depth of resources and a long duration to complete , that is beyond most consultancies and local authorities. 3.11 The hypotheses still remains throughout, that congestion may not be solved with addition of further roads, however, presenting a modal shift option based of frequency and price elasticity to those commuters who may find it more difficult to run and upkeep solely car base transit.

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4 Road Width Assessment; Techniques 4.1

To assess road width at points where road sharing is imperative, it is best advised that these measurements are taken and recorded along the proposed routes.

4.2

The points of turning, at junctions and where single public transit lanes are designed within the configuration of traffic flow design for vehicular traffic , it is recommended that a swept path analysis would determine the best position of single public transit lanes .

Swept Path Analysis 4.3

Using a Swept Path Analysis will also assess the adequate road width and alterations that may be needed to facilitate, a Bus Rapid Transit among other vehicular traffic lanes.

4.4

It is also prompted that the Road widths for Arterial and Link streets by founded at a width between 5.5 metres to at least 7 metres where possible as per the guidance provided by the Design Manual for Streets (2019)

4.5

Examples of Swept Path Analysis can be viewed below ;

Source: nacto.org

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5 The Proposed Development The Development Proposals 5.1 The Original Masterplan layout for the development is included in Appendix A. The proposed development of 6 Bus Rapid Transit (B.R.T) routes, that have Inbound and Outbound journeys comprising of: 6 Routes comprising of inbound and Outbound function that connect in the centre of the City , Associated Single Transit Lanes Associated Junction configuration to allow for B.R.T Associated Road Width creation to allow for vehicles and rapid transit co-functioning Associated Safety measures for road sharing to be adequate as per standards (Irish and European) Associated Parking; Park and Ride Facilities at the edge of the city’s boundary Associated Signal Lighting to allow for B.R.T. moving through junctions independently Associated Stops and Sheltered Stops 5.2 Plans showing the proposed system are contained in Appendix B.

Station/Stops and Ticketing Facilities 5.3 Appropriate stops will be assigned to places that have sufficient population and safe access to routes. it is proposed. Ticketing facilities will aim to be based online via apps and also to be made available from retail outlets, machines at certain safe and central points within the routes, examples of Bus Rapid Transit Stops and ticketing procedures/facilities will be available in Appendix D.

Access (Egress/Ingress) and Visibility Splays 5.4 The proposed mid journey and junction egress points for the B.R.T. system must allow for sufficient metres along carriageway for safe road sharing with other vehicles. At points where access is functioned by the B.R.T System, egress, and ingress, it is suggested that appropriate signalling is introduced to ensure safety. It is also recommended that a highway audit (width and flow components) is enacted as a primary part of assessment to allow and ensure that traffic flow. 5.5 Visibility splays for turning, egress and ingress must also be determined so passage of the B.R.T system can be achieved in both directions to the nearside kerb in accordance with the Design Manual for Streets (2019)3 requirements for a road and it’s 85th percentile speed of an assigned Km/H. The average speed of a Bus Rapid Transit is between 27 to 49 Km/H, and most of the roads and carriageways along the system’s routes are within a 50 km/H percentile zone, being based within the boundaries of Galway City.

Parking; Park and Ride Facilities 5.6 There are Park and Ride facilities already in existence and functioning, notably at Ceann Scribe (Dangan) and Oranmore Train Station, these have been factored into the proposed system.

3 www.gov.ie. (n.d.). Design Manual for Urban Roads and Streets - 2019 (Low Res). [online] Available at:

https://www.gov.ie/en/publication/c808c-design-manual-for-urban-roads-and-streets-2019-low-res/

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5.7 The introduction of two new Park and Ride facilities to accommodate the inbound commuting journeys from East Galway and Connemara, are proposed at the disused car park at the Galway Airport site (Carnmore) and the introduction of a new Park and Ride facility at Cappagh (Knocknacarra). 5.8 Ideally to suit the inbound traffic numbers and provide parking and place an incentive to use these park and ride facilities, an adequate discounted rate should be included in ticketing bundling i.e. Weekly, Fortnightly, Monthly and/or Annually (or 6 months). 5.9 As an affordable rapid transit option becomes available, parking numbers may also have to be made available to accommodate for the modal split change, therefore constructing multi-level car parking at the park and ride facility may also be measured suggestion. The traffic amounts and levels may also be better determined by applying TRICS survey to the existing inbound commuting traffic flows at the points of entry relative to the route placement.

Cycling Compatibility 5.10

The park and ride facilities and B.R.T. system itself should provide for Cycle compatibility therefore having an option to bring bicycles on to the system, therefore having a carriage space at the rear of the vehicle should allow for cycle compatibility. Providing cycle shelter spaces at the park and ride functions should also be made available.

Inclusion and Differentiation of Service 5.11 Most B.R.T. systems in the modern day are “Step Free” or accommodate for wheelchair access this would be encouraged furthermore in any rapid transit vehicle type chosen.

Implemented Bus Rapid Systems and Vehicle Types 5.12 Presenting existing B.R.T Systems that would compare to the population level of Galway, using the parameters of the OECD City Size Classification, Galway would be classified as small sized city. 5.13 Examples of Cities of similar size with existing B.R.T System can be viewed below City Jönköping (Sweden) Lorient (France) Douai (France) Cambridge (England) Albany NY (USA)

Population (Metro) 61,559 (93,662) 58,135 42,796 128,515 99,224

OECD Classification Small Small Small Medium Small

Lines Connecting 4 3 8+ 2 3

5.14 Examples of vehicle types can be viewed in Appendix E or Section 6.

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6 Expected Impact on the Local Transport Network Introduction 6.1 This section reviews the expected impact on the local transport network of all modes of trip. It is based on the assumption that all of the residential dwellings will be privately sold.

Expected Vehicle Trip Generation 6.2 To obtain an estimate of the likely vehicle trips associated with the development a TRICS assessment has been undertaken for the proposed residential development. The TRICS v7.7.2 database of traffic surveys has been used to provide an estimation model for trip generation, based on similar developments elsewhere throughout the country. 6.3 The TRICS database allows the filtering of sites by land use, location, size and other parameters to generate a trip rate by the proposed land use development. 6.4 It is suggested that a number of TRICS assessments are carried out for; •

Privately-owned houses within Ireland-Connacht/Connaught-Galway

•

Within the range of 200-400 (Rural) and between 20 – 100 (Urban)

•

A Manual Count Survey

•

During Monday to Friday

•

Excluding Greater Dublin and the rest of Ireland which are

•

For a Suburban, Edge of Town Centre, Neighbourhood Centre,

•

Rural, Village , Town

Existing Traffic Count Data 6.5 The Transport Infrastructure Ireland (Tii)database has also been used to determine the differentiated traffic count data, which separates Average Daily Traffic (ADT) from HGV based traffic. Specific sites have been used to count the data and can be viewed by the map and table (5.2) on the following overleaf. 6.6 The Traffic Count Survey (Tii) has been undertaken from Wednesday to the following Tuesday from 00:00am to 22:00pm. 6.7 This data is most recent being undertaken in 2023.

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Source: https://www.tii.ie/roads-tolling/operations-and-maintenance/traffic-count-data/

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6.8 It can be seen from table 5.2 the levels of daily traffic count are quite high on the existing network. Table 5.2 TRICS based AM and PM Peak (Wednesday to Tuesday for 22 Survey Sites. Survey Site Location

ADT

HGV %

1. N59 Maam Cross

2,358

3.4%

2. N59 Moycullen

6,364

2.9%

3. N17 Kilcloony(Tuam)

8,574

5.0%

4. N83 Joycegrove (Tuam)

3,882

2.4%

5. M17 Tuam Bypass

8,358

6.4%

6. M17 (Ardskea Mor)

8,358

6.4%

7. N63 Derreen (Abbeyknockmoy) 8. N83 Kilcahill (Claregalway North) 9. N83 Loughgeorge, (Claregalway)

3,501

3.0%

9,354

2.3%

17,020

2.6%

10. N84 Carrowbrowne

10,879

2.2%

11. M17 (Castlelambert)

10,463

6.0%

12. M17 Glenascaul

26,467

13. N6 Bothar na Dtreabh (Galway City)

19,097

2.8%

14. M6 Newford (Athenry)

16,915

15. M6 Carrowkeel (Loughrea)

11,070

16. R446 Toree (Cappataggle)

3,133

4.5%

17. M6 Moher (Ballinasloe)

12,789

18. R380 Peterswell

2,122

3.1%

19. M18 Parkatleva

11,190

6.4%

20. M18 Carnaun

9,549

6.7%

21. N67 Ballindereen

3,866

2.1%

22. N18 Weir Village (Kilcolgan)

11,375

2.1%

216,684

3.91 % (avg)

TOTAL

Source: https://www.tii.ie/roads-tolling/operations-and-maintenance/traffic-count-data/ 6.9

From table 5.2. and the traffic counts gathered over a 7 day period , accounting for a comprehensive total of 216,684 inclusive of inbound and outbound trips , to gather a number of inbound trips distinguished from outbound , the total figure of 216,684 is divided by a ratio of 50:50 , which would amount to 108,342 one way trips accounting for inbound due to offering a public transport solution that services the city and it’s environs. The average 3.91% for HGV trips (27,709) is also subtracted from this figure. (Please view Appendix F for traffic count data)

6.10

The remaining figure after subtractions would amount to 80,633, that presents an increase of circa 3,000 traffic movements of the same mode , correlating with the CSO census counts of 2011 . (Refer to section 3 Census Data of this report)

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6.11

The data representing inbound journeys also, less HGV trips, (80,633), does present an increase from the survey conducted by GISforthought.com (Vasanto , 2022) , with this , the numbers of commuting vehicle journeys remain high to reinforce that providing an additional non-car based transport solution has adequate levity and rationale, to alleviate congestion , provide sustainable mobility and adhere to climate action targets.

6.12

All the above components are current ongoing and pressing objectives that have sought change from public and private stakeholders.

Substitution Rates 6.13 The initial target in proposing a rapid transit system has aimed at a 40% substitution, meaning that 40% of the current car-based commuters would be encouraged to mix, change or adopt their current journeys on to an affordable, free flowing and well-connected Bus Rapid Transit. 6.14 Using the TUBA calculating matrix to assess return on investment projections, this being , the amount of capital if or when a system as such is installed , how much revenue it could generate. 6.15 The formula to assess the return on 40% Substitution rate is based on Volume (V) ; being equal to the sum of Price x Quantity (p x q) ; v = p x q/(0.4) , using the 80,633 Tii traffic flow figure of commuter journeys inbound (less the HGV %) and setting a price of €3.50 daily return figure on fare price , this returns a daily revenue figure . 6.16 Transferring the variables of this observation into formula, we then gather v = 3.50 x 80,633 (/0.4) = € 112,886 accounts for a daily return figure, (x7) with €790,203 being the projected weekly return and furthermore a monthly return of €3,160,813, thus, turning over annually a figure of € 37,929,763. 6.17 Fare pricing based on a promised and reliable service of the U-NIP Bus Rapid Transit, or the Glider Gaillimh concept is assumed as the main income stream, however, additional streams of income can be added to this via advertising space, grant funding for improvements and tax breaks in the initial start-up of the transport solution. 6.18 The overheads of the system also must be assessed considering; wages, maintenance services, on board security, service maintenance, fleet maintenance, indemnity and general operating costs it is estimated that such a figure could count between €10 – €15 million per annum, thus remaining to return a revenue that enables the Rapid Transport system to expand, modify and add improvements.

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 21

Road Space Configuration 6.19

The desired road width to accommodate a Bus Rapid Transit, also functioning with ongoing and existing private and/or commercial traffic, must factor in the width of vehicles and mobility users (active travel).

6.20

In areas of Galway City where footfall is less frequent and concentrated to short periods of the day, i.e. Wellpark Road, Western Distributor Road, Newcastle Road.

6.21

It is suggested that a brief and basic survey could aid the affirmation of the concept that footfall coupled with pedestrian width versus desired road width with the introduction of a Bus Rapid Transit, would suggest that certain areas of existing footpaths/pavements could be decreased and reassigned to increase on street road space to accommodate a B.R.T with existing traffic types, thus this would support essential permeability of private/commercial and public transport .

6.22

Such measurements suggested to be reassigned would range from 0.5m to 0.15m, very small parts , however, when Swept Path Analyses studies are carried out it may emerge that the configuration of road space , as Galway’s street structure and physical form of configuration is for the majority, not ordered in a grid system , the adaptive nature of road configuration with this particular geography , has to be factored in with the introduction of an essentially permeable and free flowing Bus Rapid Transit System.

6.23

The example below shows a typical junction design at the Templelogue Road, Dublin (May 2021), this junction example is quite similar to that of Moneenagisha-Wellpark Road, Dublin Road, College Road Junction in Galway. To Accommodate Bus Priority, the signalling has prioritized the B.R.T’s singular movement from private and commercial traffic.

Source: NTA ; Project Ireland 2040 - Preliminary Design Guidance Booklet for BusConnects Core Bus Corridors

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 22

6.24

The example below presents the cross section of the ideal street configuration to accommodate all types of mobility using the thoroughfare and highway. At certain points where road width and highway boundaries do not permit duo lane placement of Bus Rapid Transit, reconfiguring the road space, to seek to find the balance and admission of all mobility users is the key objective when doing so. This in turn, again suggests the demand to perform a road width audit in the case of Galway to produce the most optimal configuration that will allow a frequent, rapid, essentially unhindered Bus Rapid Transit system to function in Galway. As per, the examples of desired road configuration to accommodate safely all mobility modes, please view illustrations below.

Fig 6.1 ; An illustration of private vehicle lanes (bi-directional), a ghost lane, two bidirectional bus lanes inclusive of cycle sharing, pedestrian footpaths inclusive of a bus stop.

6.25

The example in the illustration above highlights the ideal or desired road configuration, however, it is noted that such measurements may not be permitted along some of the proposed of the routes of the Bus Rapid Transit system presented in this document. The absolute and true value of highway extents (the furthest point from the edge of the footpath to the edge of the opposite footpath or verge) has also to be determined, therefore , adopting a road width audit can distinguish the true value of difference between the carriageway space (vehicle using road space ) versus the highway extents therefore applying the most logical configuration of road space that takes into account safety and also the objective of allowing for the most free flowing route for a Bus Rapid Transit service. If this is enacted and facilitated the high possibility of removing 40% and more, private car users from Galway’s thoroughfare should increase, thus alleviating congestion and providing a rapid frequent free flowing affordable means of transport for a favourable percentage that need and would adopt the service into their daily mobility.

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 23

Fig 6.2 ; An illustration of three private vehicles lanes(bi-directional), a single directional bus lane and single directional cycle path, pedestrian footpaths inclusive of bus stop.

6.26 The example in the illustration above shows the reconfigured carriageway and pavements that may need to exchange differences of width according to direction therefore being able to allow for free-flowing traffic movements whilst including a single directional Bus Rapid Transit Lane and also a single directional cycle lane. The configuration trade off based on previous and existing flow could determine configurations like this example illustration above. 6.27 With the accommodation of private and commercial vehicle traffic types and with a Bus Rapid Transit system included, some small measurements of pavements could also be commandeered to increase carriageway width, therefore creating the most desired free-flowing traffic route for public transport and private/commercial vehicle users. Encouraging people to cycle is also applicable to this scenario. 6.28 As some of the points along the route, most notably, closer to the city centre have less option to seek a desirable road space as per fig 6.1 & 6.2 , flow changes for inbound and outbound routes can be applicable using links routes , unused urban space , or repurposing urban space from a property front (i.e. commandeering some green verges along route), surplus space on a property that may create a disconnect from unused urban space that could be used as a potential route thoroughfare (i.e. the edge of a large car park outside a public house or commercial business that hosts minimal traffic activity). 6.29 Examples where road space decreases are identifiable in Galway’s urban structure when traffic is operating within Galway’s Inner-City Ring and on the fringes of the Inner-City Ring. Living examples such as Wellpark Road, College Road, Threadneedle Road, Dr. Mannix Road, Father Griffin Road, Merchants Road, these are examples among others that would emerge post road width assessment or audit, prompting reconfiguration.

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 24

6.30 In the image below the area labelled shows the area where most road space configuration and traffic flow reconfiguration may take place. The area is marked with a yellow broken line below.

Source: Modifications to Google Maps by Author 6.31 There are some opportunities along the proposed routes to choose linking off-road options to place routes to create linking and permit the free flowing objective of the Bus Rapid Transit system , for more information and to view previously plotted examples please refer to ; Public Transport for Galway U-N.I.P. ( Elbow Bus System) 4 SUIG Route option 2 (Bus Rapid Transit/Light Rail Transit) ( Video)5

4 Public Transport for Galway U-N.I.P. ( Elbow Bus System)

https://issuu.com/agpireland/docs/unippubdraftdec2018

5 SUIG Route option 2 (Bus Rapid Transit/Light Rail Transit) https://youtu.be/daS3WqpER08

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 25

6.32 Some more examples of how road space configuration, and how the vehicle types would appear in augmented reality can be seen below ;

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 26

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 27

Vehicle Measurements 6.33 The standard measurements for vehicles that apply for road space are estimated and accounted by existing average vehicle dimensions, moreover, applying technical specification from existing Bus Rapid transit manufacturers i.e. Van Hool, may pose as the most likely sort of vehicle used in the case of Bus Rapid Transit implementation. Other type of road using vehicles have also been listed. 6.34 Table 6.34 – Vehicle types:

Vehicle Type Bus Rapid Transit Car

Width (m) 2.52m

Model Example

Reference links

Van Hool Exqui.city(Hybrid) Toyota Corolla

http://www.exquicity.be/en/

1.7 m

Length (m) 18 23.6 4.35m

Van

1.92m

5.31m

Toyota Proace

HGV

2.476m 5.783m

https://www.automobiledimension.com/toyota-cardimensions.html https://www.scania.com/ie/en/home/products/trucks/rseries/r-series-specifications.html

Cyclist

0.75m

0.41m2m

(Single File)

Pedestrian (BodyWalkway)

Scania CR19 High Line Single seated Bicycle -

https://www.automobiledimension.com/toyota-cardimensions.html

https://www.cyclemanual.ie/manual/thebasics/width/

www.nta.ie

Vehicle Types 6.35 The Ideal vehicle type envisaged for a Bus Rapid Transit system in Galway in the form of the “Glider” or. “U-N.I.P” is the style of the Van Hool Exqui.city vehicle , with a low floor tram like appearance with similar capacity .

Source ; Van Hool

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 28

Source: Van Hool 6.36 The choice of a Bus Rapid Transit does appear optimal as the implementation avoids major surface disruption and is a flexible system if new development emerges therefore being able to adapt routes where it is deemed possible or convenient to do so.

B.R.T. Routes; Projected Journey Times 6.37

The projected journey times are based on the ideal number of functioning characteristics that would satisfy a lane bearing bus rapid transit system as per each colour coded route/line.

6.38

Vehicle Headway: this refers to the distance or duration between vehicles in a transit system measured in space or time.

6.39

Run time: this refers to the amount of time taken to complete a run of a route from initiating terminal to final terminal.

6.40

Layover: This refers to the maximum time allotted for a vehicle to remain stationary at each stop without compromising the steady flow of the route with preceding or already running vehicles that have gone ahead in a trip.

6.41

Recovery Time: like layover as it is the sufficient recovery time which incorporated into the run schedule to ensure that the delays encountered on one trip do not carry over on subsequent trips.

6.42

Spare Vehicles: refers to the amount vehicles needed to cover or replace another vehicle that is subject to frequent maintenance and checks.

6.43

Vehicles Used: This refers to the number of vehicles required to function on a route/line therefore maintaining frequency and tempo of the route/line.

6.44

In table 6.44, on page 30, a layout of routes/lines is presented with the functioning characteristics of each route/line.

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 29

Table 6.44 Layout of Routes/Lines Blue Vehicle Route/Line Headway

Run Time

Layover

Recovery Time

Spare Vehicles

Vehicles Used

11.8km

17mins

5mins

2.50mins

Red Vehicle Route/Line Headway

Run Time

Layover

Recovery Time

Spare Vehicles

Vehicles Used

6.75km

11mins

5mins

2.50mins

Amber Vehicle Route/Line Headway

Run Time

Layover

Recovery Time

Spare Vehicles

Vehicles Used

8.8km

13mins

5mins

2.50mins

Black Vehicle Route/Line Headway

Run Time

Layover

Recovery Time

Spare Vehicles

Vehicles Used

12.9km

19mins

5mins

2.50mins

Yellow Vehicle Route/Line Headway

Run Time

Layover

Recovery Time

Spare Vehicles

Vehicles Used

13.2km

19mins

5mins

2.50mins

Rose Vehicle Route/Line Headway

Run Time

Layover

Recovery Time

Spare Vehicles

Vehicles Used

6.8km

10mins

5mins

2.50mins

5mins

5 mins

5mins

*avg.speed Of 40 kmphr

Total Length

60.25km

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Required Bus Rapid Transit Fleet 48

Page 30

7 Summary and Conclusions 7.1 The proposed public transport system has presented a Bus Rapid Transit system, conceptualized as the “Galway Glider” or “Uilleann bus – Nasc Iompair Pobail (U-NIP)”, bringing both English and Irish language concepts for a system that will provide better long term mobility options for stakeholders of mobility in Galway and it’s metropolitan area. The concepts and proposed system have considered general transport and the socio-economic needs of the regular and visiting population, whom would be posed to use the system in their endeavours. 7.2 The report has accounted for the cumulative factors that render commuting motorists and businesses with loss of time, cost and general nuisance of traffic congestion, the demand to recommend a modal shift for a percentage of the daily commuters on to a Bus Rapid Transit system i.e. Glider or U-N.I.P. 7.3 The environmental concerns are also a factor which encourages a modal shift. 7.4 There is an extensive analysis and referencing of the relative National, International and Local policies that highlight the recommendations and geographies under examination. 7.5 The interrogation of different data sets including CSO Census Data, has been based on the period 2011-2021 and has also highlighted data from ATC Surveys undertaken by Transport Infrastructure Ireland. 7.6 Road width assessment has considered the points where road sharing is imperative, it is best advised that these measurements are taken and recorded along the proposed routes. It is also recommended that a swept path analysis be undertaken to adequately provide the safest and best placed routes in moments of signalling, junction navigation and turning. 7.7 The proposed development of 6 Bus Rapid Transit (B.R.T) routes, that have Inbound and Outbound journeys that have taken into account the need for single transit lanes, junction configuration, road width creation, safety measures, park and ride facilities, signal lighting to allow for rapid flow of the B.R.T, stops and sheltered stops. 7.8 The proposed B.R.T concept has considered visibility splays for points that access (inclusive of egress and ingress) and has recommended highway audits are undertaken at points within routes. 7.9 It has been stated that the operation of the B.R.T system and assessing the concepts further are continued so , in accordance with the Design Manual for Streets (2019) where requirements for a road and it’s 85th percentile speed, are of an assigned Km/H. The average speed of a Bus Rapid Transit is between 27 to 49 Km/H, and most of the roads and carriageways along the system’s routes are within a 50 km/H percentile zone, being based within the boundaries of Galway City.

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 31

Conclusion 7.10 The Bus Rapid Transit system, Glider Gaillimh or U-N.I.P. is posed as an adequate concept to lead as a comprehensive fluid and rapid transport system, based on previous studies undertaken and the ongoing unresolved congestion problem. The high court judicial review decision to re-examine the proposed N6 Bypass project has also reopened the opportunity to examine public transport concepts that would be more beneficial for the majority . With this, the Glider Gaillimh or U-NIP bus rapid transit system concept accepts it’s role as the viable solution for the majority with environmental principles included.

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 32

8 Appendices

Pre-Planning Transport Statement |Bus Rapid Transit – Galway, Ireland

Page 33

Appendix: A - Location Plan

Pre Planning Transport Statement | Bus Rapid Transit , Galway , Ireland

Appendix: B – Original Masterplan

Pre Planning Transport Statement | Bus Rapid Transit , Galway , Ireland

Appendix: C – Census Data

Pre Planning Transport Statement | Bus Rapid Transit , Galway , Ireland

Census 2011 – Results for County Galway

Travel

Social Inclusion Unit Galway County Council 1

Summary Households with Car Ownership Status The number of households in County Galway that have at least one motor car has increased from 85.9% in 2006 to 88.7% in 2011 County Galway has a higher proportion of households with at least one motor car (88.7%) than the City (76.3%) and the State (82.4%)

Means of Travel to Work, School or College Driving the car is most popular with those going to work (67.7%) Being a passanger is most popular with primary school children at 71.5% Being a passanger is most popular with secondary school children at 43.6%. At 39.1% driving to college is more popular with students than walking (22.3%), taking the bus (15.4%) and cycling (1.7%)

Time Taken to Travel to Work, School or College The most common time it takes workers to get to work is between 15 and 29 mins The most common time it takes primary school children to get to school is less than 14 mins. This is most likely because they will live near the school. The most common time it takes secondary school children to get to school is between 15 and 29 mins The most common time it takes college students to get to college is between 15 and 29 mins

Time of Leaving Home for Work, School or College The most common time that people leave for work is between 07.31 and 08.30 The most common time that children leave for primary school is between 08.31 and 09.00 The most common time that children leave for secondary school is between 08.01 and 08.30 The most common time that college students leave for college is between 08.31 and 09.00

Table 1

Households with Car Ownership Status, County Galway, 2011 County Galway

All households All households not having a motor car All households having at least one motor car Households with one motor car Households with two motor cars Households with three motor cars Households with four or more motor cars

City

State

60,644

27,697

1,649,408

6,847 11.3%

6,570

23.7%

289,722

17.6%

53,797 88.7%

21,127

76.3%

1,359,686

82.4%

22,988 37.9%

12,262

44.3%

668,766

40.5%

24,890 41.0%

7,233

26.1%

556,036

33.7%

4,427 7.3%

1,295

4.7%

101,264

6.1%

1,492 2.5%

337

1.2%

33,620

2.0%

The number of households in County Galway that have at least one motor car has increased from 85.9% in 2006 to 88.7% in 2011 County Galway has a higher proportion of households with at least one motor car (88.7%) than the City (76.3%) and the State (82.4%)

Figure 2

Households with Car Ownership Status, County Galway, 2011

4 or more 3 cars No Car No Motor Car (11.3%) One Motor Car (37.9%) 2 Cars

Two Motor Cars (41%) 1 Car

Three Motor Cars (7.3%) Four or more (2.5%)

1.4%

0.3%

0.2%

926

226

139

45,269

2,419

6,177

829

4,763

2,943

Bus, minibus or coach Train, DART or LUAS Motorcycle or scooter

Motor car: Driver

Motor car: Passenger

Van

Other, incl. lorry

Work mainly at or from home

Not stated

4.4%

7.0%

1.2%

9.1%

3.6%

67.0%

0.8%

515

Bicycle

5.0%

3,404

On foot

67,610

No.

Population aged 15 years & over at work

358

14,624

2,916

242

2,216

20,440

No.

1.8%

0.0%

0.1%

0.3%

71.5%

0.0%

14.3%

1.2%

10.8%

Children at school aged 5 - 12 years

164

5,734

266

5,445

1,402

13,162

No.

1.2%

0.0%

0.2%

43.6%

2.0%

0.1%

0.3%

41.4%

0.5%

10.7%

Students at school or college aged 13 - 18 years

522

20,358

266

8,361

305

3,618

33,602

No.

1.6%

0.0%

0.1%

0.3%

60.6%

0.8%

0.0%

0.1%

24.9%

0.9%

10.8%

All Students at school or collgege aged 5 - 18

Means of Travel to Work, School or College, County Galway, 2011

Total

Table 2

181.0

18.0

8.0

64.0

965.0

2,421.0

9.0

88.0

951.0

107.0

1,381.0

6,193.0

No.

2.9%

0.3%

0.1%

1.0%

15.6%

39.1%

0.1%

1.4%

15.4%

1.7%

22.3%

Students at school or college aged 19 years and over

Foot

Bicyle

Bus

Motor Car Driver

Motor Car Passanger

Means of Travel to Work, School or College, County Galway, 2011

College Students 19 +

School Children 13 - 18

School Children 5 - 12

Working

Driving the car is most popular with those going to work (67.7%) Being a passanger is most popular with primary school children at 71.5% Being a passanger is most popular with secondary school children at 43.6%. At 39.1% driving to college is more popular with students than walking (22.3%), taking the bus (15.4%) and cycling (1.7%)

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

80.0%

Figure 2

24,235

28,467

19,504

6,109

5,003

1,821

6,848

< 14 mins

15mins – 29 mins

30mins – 44mins

45 mins – 59mins

60mins – 89mins

90mins +

Not stated

7.4%

2.0%

5.4%

6.6%

21.2%

30.9%

26.3%

943

114

231

1,391

5,403

18,389

26,509

No.

3.6%

0.1%

0.4%

0.9%

5.2%

20.4%

69.4%

551

393

675

3,289

6,376

5,772

17,123

No.

3.2%

0.4%

2.3%

3.9%

19.2%

37.2%

33.7%

Students at Children at school school or college aged 5 to 12 years aged 13 - 18 years

1,494

105

507

906

4,680

11,779

24,161

43,632

No.

3.4%

0.2%

1.2%

2.1%

10.7%

27.0%

55.4%

All Students at school or college aged 5 - 18

705

279

780

777

2,148

4,230

3,849

12,768

5.5%

2.2%

6.1%

16.8%

33.1%

30.1%

Students at school or college aged 19 years and over No. %

The most common time it takes workers to get to work is between 15 and 29 mins The most common time it takes primary school children to get to schoold is less than 14 mins. This is most likely because they will live near the school. The most common time it takes secondary school children to get to school is between 15 and 29 mins The most common time it takes college students to get to college is between 15 and 29 mins

91,987

No.

Population aged 15 years and over at work

Time Taken to Travel to Work, School or College, Galway City and County, 2011

Total time travelling

Table 3

5,166

7,640

10,515

15,743

15,769

14,245

6,597

11,501

4,811

Before 06:30

06:30 - 07:00

07:01 - 07:30

07:31 - 08:00

08:01 - 08:30

08:31 - 09:00

09:01 - 09:30

After 09:30

Not stated

5.2%

12.5%

7.2%

15.5%

17.1%

11.4%

8.3%

5.6%

535

7,974

12,054

4,777

874

200

26,509

No.

2.0%

0.2%

30.1%

45.5%

18.0%

3.3%

0.8%

0.1%

0.0%

Children at school aged 5 - 12 years

258

292

766

5,708

5,779

3,600

636

17,123

1.5%

1.7%

4.5%

33.3%

33.7%

21.0%

3.7%

0.4%

0.1%

Students at school or college aged 13 - 18 years No. %

793

349

8,740

17,762

10,556

4,474

836

112

43,632

1.8%

0.8%

20.0%

40.7%

24.2%

10.3%

1.9%

0.3%

0.0%

515

2,349

1,663

3,602

2,256

1,433

613

272

12,768

4.0%

18.4%

13.0%

28.2%

17.7%

11.2%

4.8%

2.1%

0.5%

All students at Students at school or school or college college aged 19 years aged 5 - 18 and over No. % No. %

The most common time that people leave for work is between 07.31 and 08.30 The most common time that children leave for primary school is between 08.31 and 09.00 The most common time that children leave for secondary school is between 08.01 and 08.30 The most common time that college students leave for college is between 08.31 and 09.00

91,987

Population aged 15 years and over at work No. %

Time of Leaving Home for Work, School or College, Galway City & County, 2011

All departure times

Table 4

Appendix: D – Bus Rapid Transit Stops and Ticketing Facilities

Pre Planning Transport Statement | Bus Rapid Transit , Galway , Ireland

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TFI Leap Card Types (https://about.leapcard.ie/about/tfi-leap-card-types)

minute Fare (TFI 90) in Dublin.

Ticket Types (https://about.leapcard.ie/about/card-ticket-types)

To make travel even more convenient, TFI Leap Card holders can use their card to pay for travel on

Where to buy a TFI Leap Card (https://about.leapcard.ie/about/where-to-buy)

participating commerical bus operators, including Aircoach, Matthews, Swords Express and many more.

How does it work? 04/06/2023, 01:382 of 7

04/06/2023, 01:38

Appendix: E – Vehicle Types

Pre Planning Transport Statement | Bus Rapid Transit , Galway , Ireland

Appendix: F – Traffic Count Data

Pre Planning Transport Statement | Bus Rapid Transit , Galway , Ireland