0 ar?s Narsiunta lompair National Transport Authority Bus-21: Transforming Dublin?s Bus System 1 Congestion in the Greater Dublin Area The advent of Ireland?s economic downturn in 2008 signi?cantly impacted transport patterns and levels of transport usage. Largely reflecting the growth in unemployment, public transport usage and car usage in the Dublin Region dropped signi?cantly following the commencement of that downturn and in subsequent years. The reduced level of car usage resulted in reduced journey times for many people and traf?c congestion was not a major issue. Towards the end of 2013 and the start of 2014, a reversal of these trends began to emerge. Public transport usage in 2014 increased for all modes bus, Luas and commuter rail. Paralleling the changes in public transport, car travel also increased across the Dublin region during 2014. As traf?c volumes increased, speeds on routes became slower as congestion grew. As a barometer for the region, users of the M50 motorway began to experience, during 2014, signi?cant increases in journey times for the ?rst time since the completion of the M50 Upgrade, as the volume of traf?c in some of the motorway lanes approached the capacity of those lanes. Table 1 below shows average journey times on different segments of the M50 in the morning peak hour of 8am to 9am for the years 2010 to 2016. As an example of the worsening traffic conditions, the average journey from Junction 3 to Junction 6 took three times longer in 2016 than the same journey in 2010. Other links show similar patterns, reflecting the impact of increasing congestion on the M50 motorway. Table 1: M50 Southbound Journey Times (mlns) 08.00 to 09.00 00:20:00 00:15:00 J3 ->2010 I 2011 I 2012 I 2013 I 2014 2015 2016 In terms of traffic flows on the M50, average daily traffic at the tolling point on the motorway (between junctions 6 and 7) was almost 18% higher in 2016 than two years earlier in 2014. The effect of this growth can be seen on a daily basis, with slower speeds and longer journey times evident on the M50 and on the major radial routes into Dublin. Using data from car navigation units, average traffic speeds during the 83m to 9am peak hour, calculated over all roads (excluding minor roads) across the region, fell by almost 5.5% between 2014 and 2015. This trend accelerated during 2016 with the average traffic speed across the region in the am peak decreasing from 39.1 km per hour in 2015 to 33.7 km per hour in 2016, a decrease of 13.8%. As traffic speeds decrease, peoples? journey times by car increase by an equivalent percentage, meaning that, across the region, journeys by car in the morning peak hour take over 18% longer than just two years ago. This is an average figure some roads will have experienced greater or lesser increases. Focussing on the national routes approaching the M50, Table 2 below shows the changes in average vehicle speeds in the 8am to 93m peak hour. Over one year, between 2015 and 2016, traffic speed has fallen by 15% on the N3 (Dublin to Navan) route. A similar fall, 11%, is evident on the N4 (Dublin to Galway) route over the same period. The speed decrease on the N7 route is the most pronounced at 22%, but part of this may be due to the bedding down of traffic patterns following the completion of the grade separation upgrade project at Newlands Cross at the end of 2014. Table 2: Average Inbound Speed (0800-0900) on Radials Outside M50 Radial 2015 2016 Change M1 (Lissenhall - M50) 85 82 M2 (North of Cherryhound M50) 88 88 0% N3 (M3 Parkway M50) 59 50 -15% N4 (Leixlip M50) 48 42 -11% 3N7 (Citywest M50) 50 39 -2 2% N81 (Citywest M50) 25 24 M11 (North of Greystones M50) 50 SO 0% Traffic congestion impacts businesses through longer delivery times, additional costs and staff availability issues. It also impacts individuals through increased commuting times, with consequential effects on health, well-being and quality of life. If unaddressed it can affect the overall competitiveness of a region, adversely impacting its economy and its potential to grow economically and societally. Overall, there is clear and compelling evidence of increasing levels of traffic congestion across the Dublin Region, as the region?s population grows, employment increases and travel demand rises. All key indicators show that this trend is continuing, meaning that traffic speeds will continue to decrease and people?s journey times will correspondingly increase. 2 Proposed Solution There is widespread recognition that major road development is not the solution to the congestion issues in the Dublin area. An alternative approach focussed on sustainable transport modes is required. That means increasing public transport usage, supplemented by cycling and walking for shorter trips. Given the dispersed, low density nature of development in Dublin, the bus network is the backbone of the public transport system. While a small number of corridors have enough patronage to justify development of light rail, metro or heavy rail lines, the bus system has to serve the majority of the Dublin area. To alleviate the existing congestion issue, which is continuing to increase, the focus must be on: 1. Transforming the bus system to deliver a step change in performance across the region; and 2. To complement that improved public transport system with a network of park and ride sites. Other elements such as new cycling infrastructure, increases in rail services, new rail stations and other interventions will all play beneficial roles in improving mobility, but the core elements of the solution lie in the bus system transformation, alongside park and ride provision. The following section sets out the plans for a radical conversion of the existing bus system. 3 Bus-21 3.1 Overview Bus-21 is the working title of a project to transform Dublin's bus system to meet Dublin's needs for the 21St century. It aims to overhaul the current bus system in the Dublin region by: I building a network of "next generation" bus corridors on the busiest bus routes to make bus journeys faster, predictable and reliable; - introducing Bus Rapid Transit, a higher quality of bus system, on three of the busiest corridors; - completely redesigning the network of bus routes to provide a more efficient network, connecting more places and carrying more passengers; 0 developing a state-of?the-art ticketing system using credit and debit cards or mobile phones to link with payment accounts and making payment much more convenient; implementing a cashless payment system to vastly speed up passenger boarding times; 0 to complement the new ticketing system, the fare system will be revamped to provide a simpler fare structure, allowing seamless movement between different bus services without financial penalty; implementing a new bus branding to integrate bus vehicles of different operators and types, and providing a modern look and feel to the new bus system; - roiling out new bus stops with better signage and information and increasing the provision of additional bus shelters; and 0 transitioning to new bus fleet using low-emission vehicle technologies. Bus-21 represents a reimagining of the bus system for the Dublin region. It encompasses the revamping of all aspects of the bus system: from the ticketing technology to the road infrastructure; from the bus stops to the network of routes; and from the fare structure to the vehicle branding. A brief description of what is intended in each of these areas is set out in the sections below. 3.2 Next Generation Bus Corridors At the heart of the Bus-21 project is the development of the bus corridors forming the Core Bus Network. There are sixteen radial bus corridors planned, five of which form part of the Bus Rapid Transit (BRT) network, leaving eleven to operate as conventional bus routes. In addition, there are three Orbital Corridors and six Regional Corridors included in the Core Bus Network. At present, these busy bus routes only have dedicated bus lanes along less than one third of their This means that for most of these routes, and frequently in the highly congested areas, buses must use the general traffic lanes and are affected by the increasing levels of congestion affecting general traffic. This delays buses and means that bus passengers frequently don?t get any time advantage from using the bus system and can?t rely on consistent and predictable journey times. This makes the use of buses an unattractive option for many people, and makes the overall system much less ef?cient, reliable and punctual. To address these deficiencies, it is intended to develop these eleven radial bus corridors and three orbital bus corridors to deliver continuous bus priority being a continuous bus lane in each direction along each corridor, as far as practicable. This ?next generation? bus corridors will deliver a transformation in the performance of these routes. Delivery of these corridors will remove the current delays and schedule uncertainties, making bus journeys on these corridors faster, punctual and certain, providing a vastly improved service to users. Achieving this will require widening of existing roads, which will have challenges of parking changes and encroachment into private property through compulsory acquisition. However, in all cases the schemes will address not just the bus needs, but will also provide segregated cycle facilities along each of these routes. in addition, a fully renewed road corridor will be delivered along these routes, with new road surfacing, lane markings footpaths, pedestrian crossings and signage, benefiting all road users including car traffic. 3.3 Bus Rapid Transit Bus Rapid Transit (BRT) is a high-quality bus based transit system that delivers a service with higher speeds and quality of service than traditional bus services. This is achieved by improved road infrastructure, the provision of appropriate vehicles, rapid and frequent operations as well as faster boarding and alighting. A number of the Core Radial Bus Corridors are proposed to be developed as Bus Rapid Transit routes, where the passenger numbers forecast on the routes are approaching the limits of conventional bus route capacity. BRT will represent a major step~change in the provision of bus services on some of the busier bus corridors in the Dublin region. It uses off?board ticketing (similar to Luas), multi-door vehicles, higher platforms for level boarding and stops are generally spaced further apart than conventional buses. Using different vehicles than normal buses, a BRT route can cater for a higher volume of passengers that a normal bus corridor. Accordingly, BRT will be used on the busiest routes forming the Core Bus Network. 3.4 Bus Network Redesign The current system of bus routes and services in Dublin is complex. In addition, it is very radially focussed, with most routes emanating outwards from the City Centre, and doesn?t enable easy orbital movement. It needs a fundamental redesign to better cater for the needs of the region. That major redesign of the bus network in the Dublin area is now underway, assisted by a US firm who specialise in the design of major urban transit networks. Its objective is to achieve a more ef?cient system, carrying more passengers to where they need to go and providing greater opportunities for interchange between services. Coming out of that review will be a radically changed network that delivers those objectives. 3.5 Ticketing Systems and Fares Without changing the ticketing systems and the bus fares structure, the overall project would not deliver the full benefits that are possible under this transformation. The second biggest source of bus delays, after traffic congestion, is passenger boarding time. Payment of fares by cash is still commonplace, slowing down the boarding process. Even when using the Leap Card, the complex number of payment stages mean a high percentage of passengers have to interact with the driver. Bus-21 will introduce new, and simpler, payment systems allowing use of credit debit cards as a convenient means of payment, and will introduce cashless operation to remove the delay issue caused by cash payments. Currently over 70% of fare payments are made by Leap. As this increases over the next couple of years, the transition to a cashless regime will become easier. Coupled with new ticketing systems, the fare structure will be restructured to make it simpler and make movement between different bus services seamless and easy, without financial penalty. 3.6 Bus Branding Legislation requires that ?(t)he Authority shall, for the purposes of promoting public transport, design, develop and secure the implementation of a single brand to be used by all public transport operators providing services in accordance with a public transport services con tract with the Authority. With a certain number of P50 bus routes currently out to public tender, and the potential of more tendered routes in the future, we have to recognise the potential for new entrants to operate these routes, using buses provided by the NTA. Without a more harmonised approach to the livery of these PSO bus fleets, there will be the appearance of a segmented rather than an integrated transport system. Accordingly, part of Bus-21 is the introduction of new livery on the bus fleet to provide a modern look and feel to the new bus system. 3.7 Bus Stops, and Bus Shelters A new style of bus stop will be rolled out across all bus stops in the Dublin region, with better route and fare information provided in each case. In addition this style of pole will be used for all operators and the multiplicity of poles currently existing at multi-operator stops will be removed. More Real Time Passenger Information (RTPI) signs will be installed along the new bus corridors and elsewhere across the region, providing accurate next bus arrival information. in addition, the Bus-21 plan will see the provision of a large number of bus shelters provided in new locations to protect passengers in inclement weather conditions. 3.8 Low-emission vehicle technologies Tackling the challenges of climate change is a national priority and the Bus-21 project will contribute significantly to that objective. Moving people from cars onto sustainable transport is a key component in reducing C02 emissions, in addition to addressing congestion with its adverse environmental impacts. But in addition to those beneficial impacts, it is intended to transition a major portion of the bus fleet to low emission vehicles, further enhancing the environmental contribution of the bus system. The exact low emission technology remains to be determined. Substantial research is currently on- going into electric bus solutions, with the technology evolving rapidly and several manufacturers now bringing different vehicle options to market. Compressed natural gas biogas are relatively mature technologies which are now extensively available in terms of bus fleet. Early in the period of the Bus-21 project a decision on the optimum fleet technology will be made, and either a single technology or a combination will be selected. Thereafter, the process of transitioning a major portion of the bus fleet to that low emission vehicle type will be commenced. 3.9 Outcomes The Bus-21 project will be a transformative project for the Dublin region, addressing and overhauling every part of the bus system. It will result in a revamped bus system that: 0 is simpler to understand and easier to use; 0 provides passengers with more journey options; - delivers faster journeys, which more certainty of arrival times; - delivers a high quality of service, punctual and reliable; - gives better roadside information; 0 provides an attractive alternative to many existing car users; 0 transitions to use of low emission vehicles; 0 is more efficient overall, carrying more passengers for the same cost; Fundamentally, it will provide an efficient and effective bus system that is better aligned to the needs ofthe region, and contribute to relieving the current traffic congestion issues facing the Dublin area. 18/10/2018 A Udaras N?isil'mta lompair Nam Auhomy Buscd?NECTs: Transforming Dublin ?5 Bus System Traffic Congestion is Increasing 'I?taf?c at the M50 Toll 18% Increase 2014-16 'r Jumh mx FH- I- (2 fm?n Ila ."ulzy M50 Southbound Journeyan M50 Northbound loumey?l?lme cum comm was? ?15MIMI mum WNW 9Q!?me Illa-J 1030 20" an: IMO It?! IMO It?! an 02M Increasing Congestion .1th ilu?ldfi?tl .it'om l?lI? i-wjn?n t-ll 13mm nour .30 7011; than in 3015 What?s the Solution? - Tackling the region?s congestion issues means focussing on the bus system 0 Dublin?s low density layout means the bus system forms the backbone of the region?s public transport system The proposal is to radically overhaul the bus system so that it represents a modern, reliable, punctual, convenient and affordable transport option for many potential new users Fundamentally, It needs to deliver faster, and reliable, journey times and the capacity to move greater numbers of people 0 Individual rall projects are still needed to address a limited number of speci?c corridors - but it will be 9/10+ years before these come on stream and they only cover a narrow area around each corridor 18/10/2018 BUSCONN ECTS: Transforming Dublin?s Bus System What is it? A Network of 'Next Generation' Bus Simp?er Fare Structure Corridors with segregated cycling three Bus Rapid Transit Routes Cashless Payment System 5 New Bus Stops Sheltevs Complete Redesign of Bus Network State-of-the?art Ticketing System Use of Low Emission Vehicles Naislunta :ompair 18/10/2018 18/10/2018 Bus and BRT Network a 0 - Bus Network BRT Network 9 Train Station 9 Airport 6 Port nit, Need for Bus Lanes atrial-m. WWMho?y Currently key corridors I i only have bus lanes along? . N. one third of their length This means for most of v, these routes, buses are . ?x 9 delayed by the same a ,1 I traf?c congestion as cars This compromises bus 1 I ?52724 reliability and punctuality . - a - Busjourneytimes in the 3 - - peak hours can be up to - double that of the same route in off-peak hours Oil-Peak rouney (?112% Car be deliver-3d all day bus. - To make the bus faster, more reliable and punctual, continuous bus lanes with completely segregated safe cycle lanes are required 18/10/2018 DRAFT was-er- 411Liffey Valley To City ?nk" Centre Sheet 16 of 30 Orbital Bus Conidors -- ow BusComdas 9 Train Station 9 Amt a Pen Some Impacts Property acquisition - mainly sections of front gardens 0 Removal of mature trees 0 Removal of parking - Traf?c restrictions on some roads streets Udaras N?islunta lompair 18/10/2018 18/10/2018 Bus Rapid Transit (BRT) - To provide extra passenger capacity on certain busier corridors Bus Rapid Transit is proposed. 0 Bus Rapid Transit (BRT) has emerged in recent years as an effective, cost efficient and high quality public transport system. 0 BRT is a high quality bus system that offers fast, comfortable and reliable journeys with: High quality mum-door vehicles; Off-boardtidceting; FrequemsetvicesBRT seeks to emulate the performance and amen: characteristics of a modern rail-based transit system but at a much lower cost BRT Network '3 9 an BRT Nehvuk 0 Train Station 9 Airport 0 Port unn- own-4 Three BRT Routes Proposed: - Blanchardstown to UCD Clongriffin to Tallaght ail-3:: City Centre to Airport (Swords?) Udaras Naisiunta lompair Redesigning the Bus Network Uni unit?. Naisiunta nip-3: The current system of bus routes is complex, 3 -r g: radially focussed and with limited orbital connections 0 The system is not designed to allow easy interchange between services - A specialist ?rm -Jarrett Walker Associates - from the USA has been appointed to carry out a redesign of the bus network - The objective Is to make the system more ef?cient and to carry more passengers to more places for broadly the same cost as the current system 'r . .. lg?! 'i ?nun!? 0 The redesign is likelyto result In a radically changed but radically improved, network, where interchange between services will be promoted and more Journeys by bus can easily be made 18/10/2018 Houston Red: Frequent Network <15 min. headway all day Blue: 16 to 30 minute headways Green: 31+ minute headways Houston Rod: Frequent Network <15 min. headway all day Blue: 30 minute headways Green: 60 minute headways 18/10/2018 [x Udaras N?isitinta lompair Ticketing Systems and Fares Jag/.54. Nalsiunta i . Without changing the fares structure, moving to cashless travel and investing In new ticketing systems, the full bene?ts of the BUSCONNECTS project wouldn't be delivered 0 Fares will be made simpler, and the ?nancial penalty of taking a second bus for one journey removed. - Will consider a single fare structure but more likely will move to a tag-on tag-off arrangement - This will remove the current major delay at bus stops where a high proportion of passengers still have to interact with the driver, even when paying by Leap Card 0 investment in ticketing equipment and back-office systems will deliver account?based ticketing, which will provide major bene?ts and opportunities in the public transport area 18/10/2018 10 18/10/2018 Udaras N?lsit'mta lompair Bus Branding (Livery) - Section 57 of the Dublin Transport Authority Act 2008 requires that ?(t)he Authority shall, for the purposes of promoting public transport, design, develop and secure the implementation of a single brand to be used by all public transport operators providing services In accordance with a public transport services contract with the Authority.? - Tendering of bus routes means the potential of new operators - new operators can't use the Dublin Bus brand and livery - Without a common livery the bus network would become more complex and fragmented. - Various designs are being examined final livery layouts still to be decided 11 18/10/2018 12 Udaras N?isil'mta lompalr Bus Stop Infrastructure ?g?mmw Currently, limited Information at bus stops 0 New style of bus pole to be delivered better and clearer Information Timetable information at stop will be speci?c to the stop 0 Additional bus shelters to be provided, 2 particularly at key interchange locations Irma 18/10/2018 13 Udaras Naisiunta lompair NoiiomlWAuihor?y Low Emission Vehicles ?x d- Fleet to transition to low emission vehicles Options include: CNG (Compressed Natural Gas) Bio-gas Conventional Hybrid Buses Electric Hybrid Buses Fully Electric Buses Additional market research required before determining best technology solution ?Green Fund? now in place to support cost differential 18/10/2018 14 18/10/2018 Udaras N?lsiunta lompair .?lm Park and Ride m, 0 . Bus-based Park Ride will mm . supplement the network of rail- based Park Ride sites. A number of potential locations have been identi?ed along the 0'12"? key radial road routes 0 Will be Integrated into the Bus Network Review to optimise ef?ciency 0 Will need careful design to . ensure that they work properly i mm extent of bus service required, access arrangements and - . 0 parking charges 15 Some Next Steps Launch of BUSCONNECT at end of May - communications package being put together on the programme video, information brochure, website, programme name First public consultation on the Bus Network Redesign element will be in early June. This will involve a strategic "Choices Report? setting out the competing network concepts at a high level Subsequent engagement with local authorities and Strategic Transport Committee chairpersons to agree the approach to consultation on individual bus corridors A major public consultation to commence later this year, giving details of the proposals for the individual corridors including the BRT routes "aisiunta Outcomes BUSCONNECTS will deliver a transformation of the bus system in Dublin It will provide a real choice for thousands of people - a fast, reliable bus journey versus traf?c delays and congestion With continuous bus lanes, journey times on many bus routes will reduce by a third or more. More imp0rtantly those times will be reliable and people can plan their bus journey with con?dence The redesigned network will connect more people to more places BUSCONNECTS delivers across the whole region - not just focussed on one corridor For cycling it delivers the most important sections of the planned cycle network, providing high quality, safe, larger segregated cycling facilities it transitions Dublin from a congested city with inadequate public transport to a city with a modern, efficient and effective bus system providing a world-class bus transport service. 18/10/2018 16 18/10/2018 Udaras N?isit?mta lompair 17 SUPPLEMENTARY INFORMATION ORAL PQNO. 22109/17 Transport Demand and Congestion There is considerable evidence emerging of increased travel demand across the Dublin Region. 2014 saw a return to increased overall transport demand, for both public transport usage and car usage. 0 For the road network: - Average daily traffic at the tolling point on the M50 was almost 16% higher in 2016 than in 2014. - Using data from car navigation units, average traffic speeds during the 8?9am peak hour calculated over all roads in the Dublin region fell by almost 5.5% between 2014 and 2015. This trend accelerated during 2016 with the average traffic speed across the region in the am peak decreasing by almost 14% (from 39.1km to 33.8km). Between 2015?2016 traffic speed has fallen 15% on the N3 (Dublin to Navan) route and 11% on the N4 (Dublin to Galway) route. Traffic congestion impacts businesses through longer delivery times, additional costs and staff availability issues. It also impacts individuals through increased commuting times, with overall consequential effects on health, well-being and quality of life. The Department?s Strategic Investment Framework for Land Transport projects an increase in national commuting demand of at least 35%- an additional 650,000 daily trips to and from work. There is very limited scope to increase capacity on much of the road network in the Dublin Region. Therefore, public transport must play a crucial role in catering for as much of that demand as possible. New Initiative to Tackle Congestion in Dublin The NTA will be launching a new initiative to tackle congestion in Dublin at the end of the month. The aim of this proposal is to overhaul the bus system. It involves a suite of measures to transform Dublin?s Bus System: a network of bus corridors with segregated cycling, simpler fare structure, new bus branding, three bus rapid transit routes, cashless payment system, new bus stops and shelters, complete redesign of bus network, state- of-the?art ticketing system, and use of low emission vehicles Next steps included in proposal: Launch programme by end of May; public consultation on Bus Network Redesign in early June; subsequent engagement with local authorities and Strategic Transport Committee Chairpersons to agree approach to consultation on individual bus corridors; and a major public consultation later this year giving details of the proposals for the individual corridors including the Bus Rapid Transit routes. Key outcomes noted are: a transformation of the Dublin bus system, a fast and reliable bus service; journey times on many bus routes reducing by a third or more thanks to continuous bus lanes; connect more people to more places; a programme that delivers across the whole region; safe and largely segregated cycling facilities; and providing Dublin with a world-class bus transport service. 1% HEGARTY Fiona From: DALY Liam Sent: 26 May 2017 15:49 To: DUNNE Aisling; GRIFFIN Kathleen; GLOVER Aidan; SMITH Chris; OFFICE Cc: HANLON Deirdre; BROGAN Ethna; Nicola; FINNEGAN Clare Subject: RE: Speech and material for BusConnects Launch Attachments: Speech material_BusConnects Launch.docx; Material for BusConnects Launch.docx Aidan Please see revised speech material as discussed with Aisling . Change highlighted in yellow. and A is also attached for sending to Minister Liam From: FINNEGAN Clare Sent: 26 May 2017 12:41 To: DUNNE Aisling; GRIFFIN Kathleen; GLOVER Aidan; SMITH Chris; OFFICE Cc: DALY Liam; HANLON Deirdre; BROGAN Ethna; Nicola Subject: Speech and material for BusConnects Launch Aisling, Please find attached speech material and material for Monday?s launch of the BusConnects initiative. Regards Clare Transport Planner Public Transport Division Department of Transport, Tourism Sport, Leeson Lane Dublin 2 BusConnects Launch: 29th May IFI Material 1. Why do we need this new bus initiative? There is considerable evidence emerging of increased travel demand across the Dublin Region. Average daily traffic at the tolling point on the M50 was almost 18% higher in 2016 than in 2014. Average traffic speeds during the Sam-9am peak hour for all roads in the Dublin Region fell by almost 5.5% between 2014 and 2015. Increased traffic means slower speeds and longer journeys across the region with consequential impacts on the health, well-being and quality of life of our citizens. Traffic congestion impacts businesses through longer delivery times and additional costs. If unaddressed, congestion will undoubtedly affect the competitiveness of the Dublin Region, adversely impacting its economy. The Department estimates the economic cost of congestion to be in the range of ?350m currently annually. If current trends continue without any intervention, then this cost is projected to rise to over (=22 billion annually by 2033. We must therefore tackle congestion before it significantly impacts on the benefits of economic recovery. 2. Is this plan ambitious enough to deal with congestion in Dublin? We need to tackle congestion now. This means rolling out measures in a few years, not a few decades. This initiative can deliver real change on the ground that will make a tangible difference to people?s lives in the very near future. BusConnects can deliver network wide benefits across the Dublin Region quickly. It is the appropriate scale of approach for the level of congestion we face in our capital city. 3. Where do Metro North and the DART Underground Project fit into all of this? Congestion isn?t confined to a single corridor in the Dublin Region and it cannot be solved by focusing on just one or two corridors. It needs an approach that addresses the whole region. Given the dispersed, low density nature of development in Dublin, the bus network is the cornerstone of the public transport system. While a small number of corridors have enough patronage to justify development of light rail, metro or heavy rail lines, the bus system has to serve the majority of the Dublin area. Large scale infrastructure projects such as Metro North and the DART Underground Project have long term merit in their own right, particularly for corridors with higher population density and both projects are key components of the long?term Transport Strategy for the GDA which covers the period 2016-2035. However, in the short to medium term a bus-based approach provides the flexibility required to respond to congestion across numerous corridors in the Dublin Region. 4. What are the measures involved? BusConnects involves a blend of infrastructure and system improvement measures alongside a reconfigured bus network. The initiative aims to transform the current bus system in the Dublin Region by: 0 Building a network of "next generation? bus corridors on the busiest bus routes to make journeys faster, predictable and reliable? - Introducing Bus Rapid Transit, a higher quality of bus routes to make journeys faster, predictable and reliable; - A complete redesign of the bus network to connect more places and carry more people; 0 A state of the art ticketing system and a cashless payment system; 0 A revamped fare system to provide a simpler fare structure; 0 Implementing new bus branding; - Rolling out new bus stops; and 0 Transitioning to new bus fleet using low emission vehicles technologies. 5. How will the needs of cyclists be catered for in this initiative? While the core elements of the solution lie in the bus system, the needs of cyclists and the promotion of other sustainable forms of transport are also delivered through this initiative. The implementation of BusConnects will see the delivery of a network of key cycle routes, which form the foundation of the overall cycle network that has been planned for the Greater Dublin Area. The implementation of ?next generation" bus corridors doesn?t just address bus requirements along these routes. It also allows the creation of a "next generation? network of cycling facilities. On each of the Core Bus Network corridors, high quality segregated cycling facilities will be provided as far as is practicable. 6. What makes this initiative different to the "Network Direct? project in 2010? The redesign of the network proposed under BusConnects will be the first major review of the network since Dublin Bus announced its Network Direct programme in 2010. Unlike the new review, Network Direct was a cost-reduction programme designed to save the company money. In contrast, the objective of this review will be to increase patronage and improve the efficiency of the overall bus network across the Dublin area, as well as ensuring appropriate integration with other imminent transport developments. 7. How much will BusConnects cost and where will the funding come from? The NTA estimate that delivering all of the elements of BusConnects will cost over ?1 billion. However, the exact cost will be finalised when the designs of the various components of the initiative have been advanced. Delivering BusConnects will take a number of years, but the advantage of a bus-based solution is that implementation can start quickly and can ramp up depending on the level of funding available each year. With sufficient investment and subject to planning approvals, the benefits of BusConnects can start coming on stream from 2019. There is ?800 million allocated in the Capital Plan for bus measures, and this will go some way in providing additional capacity to meet existing and future commuter needs in the Dublin Region. Notwithstanding the Capital Plan funding provision, there is no doubt that a step change in funding is required to deliver the full suite of measures contained in BusConnects. A strong case for increased public transport investment has been made as part of the Mid-Term Review of the capital plan. 8. What will the impacts be in terms of disruption to the city and CPOs of property? There is a significant infrastructure component to the BusConnects project and the construction phase of these components will lead to disruption on the ground of varying degrees dependent on the scale of work required. Some locations will be impacted by property acquisition, the removal of trees and the removal of parking. The precise scale of impacts will become clearer when the designs of the various components of the project are at a more advanced stage. The key challenge is to balance the need to keep our capital city moving with individual concerns at specific locations. Stakeholder engagement will be a crucial part of the implementation process and members of the public are strongly encouraged to participate in public consultation exercises where details of the proposal for the individual corridors including BRT routes will be provided. The NTA plan to engage with local authorities and Strategic Transport Committee Chairpersons to agree the approach to consultation on individual bus corridors. 9. Isn?t this just another Dublin centric initiative, what about congestion in other cities? Undoubtedly the growth in travel demand is becoming an increasing problem in our other cities. However, in tackling congestion, we must start in Dublin where the issue is most acute. There is of course potential to then adopt a similar approach in other cities. Speaking Notes for Minister Launch of BusConnects Initiative 29th May IFI I am delighted to be here today in my capacity as Minister for Transport, Tourism and Sport for the launch of an important new public transport initiative BusConnects. We have all heard the anecdotes of growing congestion in Dublin. These anecdotes are borne out in compelling evidence that people?s everyday journeys are becoming more and more difficult. Our welcome increase in employment has manifested itself not alone in growth in the numbers of people using public transport, but also in increased car use and peak period congestion. Congestion is already presenting a significant cost to the economy in the Dublin Region. My Department estimates the economic cost of congestion is currently ?350 million per annum. If current trends continue without any intervention, then this cost is forecasted to rise to ?2 billion per annum by 2033. Let me be upfront. There is no magic bullet for congestion in Dublin. It isn?t confined to a single corridor and it won?t be solved by focussing on just one or two key corridors. It needs an approach that addresses the whole region. The bus network is undeniably the cornerstone of the public transport system. Therefore, the best and most timely option to tackle congestion in the Dublin Region in the short to medium term is to radically improve the bus system. Fundamentally we need to deliver faster, and more reliable journey times and the capacity to move greater numbers of people. The BusConnects initiative will radically overhaul the bus system so that it represents a modern, reliable, punctual, convenient and affordable transport option for users. 50 what kind of measures are we talking about here, and what makes this bus initiative so transformative? Well, Anne Graham will go into more detail about the various measures involved but radically improving the bus system will involve things like: A complete redesign of the bus network; A network of "next generation? bus corridors with segregated cycling facilities; Three Bus Rapid Transit Routes; New bus branding; Use of low emission vehicles; and A simpler fare structure and a state of the art ticketing system. It will get people out of their cars, reduce emissions and make cycling more attractive for all. I really welcome the fact that there will be public consultation processes involved as part of the initiative and I am urging members of the public to get involved. After all, public transport is about the people who use it. This is our public transport system and the needs of the travelling people must be at the heart of what we do. I look forward to the rollout of this exciting initiative which I believe will transform the bus system in Dublin and will impact in a very positive way on people?s daily lives. Thank You Table of Contents Structural Overview ..4 Operating Environment and Challenges ..7 Overview of Departmental Budget and Priorities ..17 AVIATION SECTOR ..21 Airports Division ..22 Aviation Safety and Security Division ..43 Aviation Services Division ..47 Air Accident Investigation Unit (AAIU) ..56 MARITIME SECTOR ..59 Irish Maritime Administration ..60 Maritime Services Division ..60 Maritime Transport ..61 Marine Survey Office ..66 Irish Coast Guard ..69 Maritime Safety Policy Division ..71 RUELEC SECTOR ..76 Public Transport Division ..77 Public Transport Investment Division ..86 Public Transport Regulation Division ..93 Road Transport Operator and Freight Policy Division ..105 Roads Division ..111 Driver and Vehicle Computer Services Division ..122 Road Safety Division ..127 Sustainable Transport Division ..143 SPORT SECTOR ..153 Sports Capital Programmes Division ..153 Sports Policy and Campus Division ..158 TOURISM SECTOR ..175 Tourism ..176 CORPORATE SERVICES SECTOR ..207 Finance Division ..208 Human Resources Division ..209 Internal Audit Unit ..211 2 Public Transport Investment Division 93:: 038 m3 3: co 0? BusConnects: BusConnects, a suite of initiatives to radically transform public transport in the Dublin - Next generation bus corridors 0 Bus Rapid Transit 0 Redesigning the network of bus routes 0 State of the art ticketing system 0 Cashless fa re payment system 0 Simpler fare structure 0 Refreshing the bus livery 0 Rolling out new bus stops with better signage and information 0 Cleaner technology Delivering the full project will take a number of years with the exact time period depending on the level of funding each year. lhe bus network design is already underway and the rollout of the revised network can commence in 2018. Other elements of the overall BusConnects project can also be progressed quickly subject to the availability of the necessary funding. (detailed note KEY ISSUES AD Roim . Torn?imd)?? ages Sp?in Depam'oeqt oleanspon. Tourismaod Spout Contents Maritime Transport ..3 Maritime Safety Policy ..4 Irish Coast Guard ..5 Marine Survey Of?ce ..6 Public Transport Division ..7 Public Transport Regulation Division ..12 Public Transport Investment Division ..17 Roads Division ..22 Road Transport Operator Division and Freight Policy ..35 Sustainable Transport ..37 Climate Change Unit ..38 Airports Division ..39 Aviation ..42 Tourism ..49 Sports Policy and Campus ..54 Human Resources ..59 Commercial Non-Commercial State Bodies - Key Issues ..60 State Agencies ..60 CEO Remuneration ..60 APPENDIX ..62 List of Department of Transport State Agencies ..62 EU and International Commitments ..63 Driver and Vehicle Computer Services Division ..65 2 . Ao Moo Tamar's-clot: .qua Sp?irt Ii pep-warm Public; Division - Key_l_s_sues Assistant Secretary: Deirdre Hanlon Principal Officer: Ethna Brogan 17 . An Roim) lompair Tums?ireadzta agus Sp?irt mm of Transpon. and Sport 3. BusConnects On 29 May 2017, the Minister and the NTA launched BusConnects, a major new suite of initiatives which aims to transform bus services in the Dublin region and tackle the growing problem of congestion in the GDA. BusConnects involves a blend of infrastructure and system improvement measures alongside a reconfigured bus network. The initiative aims to transform the current bus system in the Dublin Region by: 0 Building a network of "next generation? bus corridors on the busiest bus routes to make journeys faster, predictable and reliable? 0 Introducing Bus Rapid Transit, a higher quality of bus routes to make journeys faster, predictable and reliable; A complete redesign of the bus network to connect more places and carry more people; A state of the art ticketing system and a cashless payment system; A revamped fare system to provide a simpler fare structure; Implementing new bus branding; Rolling out new bus stops; and Transitioning to new bus fleet using low emission vehicles technologies. The NTA estimate that delivering all of the elements of BusConnects will cost over ?1 billion. However, the exact cost will be finalised when the designs of the various components of the initiative have been advanced. Delivering BusConnects will take a number of years, but the advantage of a bus-based solution is that implementation can start quickly and can ramp up depending on the level of funding available each year. With sufficient investment and subject to planning approvals, the benefits of BusConnects can start coming on stream from 2019. There is ?800 million allocated in the Capital Plan for bus measures, and this will go some way in providing additional capacity to meet existing and future commuter needs in the Dublin Region. Notwithstanding the Capital Plan funding provision, a step change in funding is required to deliver the full suite of measures contained in BusConnects. The Department has sought additional funding for public transport investment in the mid-term review of the Capital Plan to support this initiative. Tms?ireachta ago: Sp?irt . An Roim) Iompair Departinem of Transport. Tourism and Sport BusConnects material 1 June 2018 1. Why do we need this new bus initiative? After a period of reduced transport usage and suppressed transport growth, transport activity and demand is now growing again and is expected to expand further in future years in line with forecast economic growth rates. Traffic congestion is an increasing issue now particularly in the Greater Dublin Area (GDA) region and Dublin city centre where it is predicted that the population for the Dublin region will grow by 25% by 2040, bringing the population to almost 1.5 million in the region. Journey times are longer, peak times have expanded over longer periods, while time spent commuting each day is growing. Increased traffic means slower speeds and longer journeys across the region with consequential impacts on the health, well-being and quality of life of our citizens. Traffic congestion impacts businesses through longer delivery times and additional costs. If unaddressed, congestion will undoubtedly affect the competitiveness of the Dublin Region, adversely impacting its economy. The Department estimates the economic cost of congestion to be in the range of ?350m currently annually. if current trends continue without any intervention, then this cost is projected to rise to over ?2 billion annually by 2033. We must therefore tackle congestion before it significantly impacts on the benefits of economic recovery. 2. Why is the bus system so important? The bus system is important because, simply put, it is the main component of the solution to address our current congestion problem and to meet our future transport needs. As Dublin is a low density city there are few areas with the size and concentration of population for rail-based public transport. This means that for most corridors in Dublin, bus travel represents the optimum form of public transport. Dublin Bus carried 137 million passengers in 2017. When combined with Bus Eireann commuter services in the Dublin region, 143 million passengers were carried on State operated bus services in the Dublin area, compared with 38 million on Luas and 33 million passengers on the DART and rail commuter services. In percentage terms, the bus system accounts for over 67% of public transport passenger journeys in the Greater Dublin Area. That means that whilst the bus carries two thirds of all public transport passengers, the Luas carries 18% and DART and commuter rail services deliver the remaining 15%. In terms of geographical reach and coverage, bus operations extend across every corridor in the Dublin region. Luas operates only two fixed lines Red and Green and rail services are limited to four railway services Kildare, Maynooth, Northern and South-eastern lines. Because of its regional coverage and its flexibility, the bus system is, and will continue to be, the main form of public transport for most people across the Dublin region. It is the backbone of public transport services and carries multiples of the numbers of passengers carried by Luas and DART/Commuter Rail. As such the bus system is the foundation for the future of Dublin?s public transport service. It is vital that we invest now in ensuring that it can properly perform this role into the future. 3. Is this plan ambitious enough to deal with congestion in Dublin? We need to tackle congestion now. This means rolling out measures in a few years, not a few decades. This initiative can deliver real change on the ground that will make a tangible difference to people?s lives in the very near future. BusConnects can deliver network wide benefits across the Dublin Region quickly. It is the appropriate scale of approach for the level of congestion we face in our capital city. 4. Where do MetroLink and the DART Expansion Programme fit into all of this? Congestion isn?t confined to a single corridor in the Dublin Region and it cannot be solved by focusing on just one or two corridors. It needs an approach that addresses the whole region. Given the dispersed, low density nature of development in Dublin, the bus network is the cornerstone of the public transport system. While a small number of corridors have enough patronage to justify development of light rail, metro or heavy rail lines, the bus system has to serve the majority of the Dublin area. Large scale infrastructure projects such as MetroLink and the DART Expansion Programme have long term merit in their own right, particularly for corridors with higher population density and both projects are key components of the long?term Transport Strategy for the GDA which covers the period 2016?2035 and of the recently launched National Development Plan (NDP). However, in the short to medium term a bus-based approach provides the flexibility required to respond to congestion across numerous corridors in the Dublin Region. 5. What are the measures involved? BusConnects involves a blend of infrastructure and system improvement measures alongside a reconfigured bus network. The initiative aims to transform the current bus system in the Dublin Region by: - Redesigning the network of bus routes to provide a more efficient network, connecting more places and carrying more passengers; 0 Developing radial core bus corridors on main bus routes 0 Developing orbital bus corridors to support the radial core bus corridors - Developing a state-of?the-art ticketing system using credit and debit cards or mobile phones to link with payment accounts and making payment much more convenient; 0 Implementing a cashless payment system to vastly speed up passenger boarding times; 0 Revamping the fare system to provide a simpler fare structure, allowing seamless movement between different transport services without financial penalty; 0 Implementing a new bus livery providing a modern look and feel to the new bus system; 0 Rolling out new bus stops with better signage and information and increasing the provision of additional bus shelters; 0 Park and Ride facilities; and - Transitioning to a new bus fleet using low emission vehicle technologies. 6. How the needs of cyclists be catered for in this initiative? While the core elements of the solution lie in the bus system, the needs of cyclists and the promotion of other sustainable forms of transport are also delivered through this initiative. The implementation of BusConnects will see the delivery of a network of key cycle routes, which form the foundation of the overall cycle network that has been planned for the Greater Dublin Area. BusConnects Dublin will see safe cycling facilities provided along each corridor, segregated as far as practicable from other traffic. The cycling infrastructure delivered under this programme will form the core of the region?s cycling network and deliver a radical step- change in cycling facilities in Dublin. 7. What makes this initiative different to the ?Network Direct? project in 2010? The redesign of the network proposed under BusConnects will be the first major review of the network since Dublin Bus announced its Network Direct programme in 2010. Unlike the new review, Network Direct was a cost-reduction programme designed to save the company money. In contrast, the objective of this review will be to increase patronage and improve the efficiency of the overall bus network across the Dublin area, as well as ensuring appropriate integration with other imminent transport developments. 8. How much will BusConnects cost and where will the funding come from? The National Development Plan provides for billion of investment in Dublin BusConnects with an estimated completion date of 2027. The exact costs will be finalised when the designs of the various components of the initiative have been advanced. Over ?750 million was allocated in the 4 year Capital Plan from 2018 to 2021 to progress elements of the programme. Delivering BusConnects will take a number of years, but the advantage of a bus-based solution is that implementation can start quickly and can ramp up depending on the level of funding available each year. With sufficient investment and subject to planning approvals, the benefits of BusConnects can start coming on stream from 2019. 9. isn?t this just another Dublin centric initiative, what about congestion in other cities? Undoubtedly the growth in travel demand is becoming an increasing problem in our other cities. We must start in Dublin where the issue of congestion is most acute. There is of course potential to then adopt a similar approach in other cities. The NDP provides for approximately ?200 million each for BusConnects programmes in Cork and Galway. Galway BusConnects will deliver a rationalised network of five high-performing cross-city routes. All routes will serve major city centre attractions as well as linking all major destinations across the city. Galway BusConnects will comprise next generation bus lanes, enhanced services, cashless fares and account?based ticketing. As part of this programme delivery, a network of park and ride sites, serviced by the more efficient bus network, will be put in place. Galway BusConnects will also encompass a variety of city centre public realm enhancements, will enhance the overall transport experience and improve the attractiveness of the city centre. A revised bus network for Cork City is being developed as part of the Cork Transport Strategy. Cork BusConnects will comprise the delivery of crucial bus corridors, enhanced services, cashless fares and account-based ticketing. As part of this programme delivery, a network of park and ride sites, serviced by the more efficient bus network, will be put in place. Cork BusConnects has enormous potential to radically transform the bus system in Cork, making it much more efficient, reliable and attractive to new passengers. 10. What will the impacts be in terms of disruption to the city and CPOs of property? There is a significant infrastructure component to the BusConnects project and the construction phase of these components will lead to disruption on the ground of varying degrees dependent on the scale of work required. Some locations will be impacted by property acquisition, the removal of trees and the removal of parking. The precise scale of impacts will become clearer when the designs of the various components of the project are at a more advanced stage. The key challenge is to balance the need to keep our capital city moving with individual concerns at specific locations. The NTA intends to publish a discussion document on 12th June focussed on the infrastructural aspects of the 16 'Radial Core Bus Corridors' proposed under the BusConnects Dublin project. At this stage the document is being published for information purposes only, and not as part of a formal consultation process that will follow later in the yeah Later this year, in the autumn, a full public consultation process will be carried out by the NTA. Fuller details of the various corridors will be developed and made available as part of this consultation process and there will be ample opportunity at that stage for feedback and submissions. BusConnects Briefing Note Context Traffic levels have grown steadily since the economy began to recover and congestion is now one of the most significant challenges facing the Dublin region. On the busiest bus routes, bus lanes are only in place for less than one third of the corridor. This means that for most of the journey, buses are competing for space with general traffic and so are also affected by the increasing levels of congestion. Approximately 70% of people travelling into the city each morning do so by sustainable transport? walking, cycling, bus, rail or luas. Cars only account for 30% of travel. The bus system is important because of these numbers entering Dublin City each day, the majority (57% of all public transport trips) use the bus for this journey. It is the main component of the solution to address our current congestion problem and to meet our future transport needs. As those numbers grow, and as congestion worsens, it is becoming increasingly difficult to operate a reliable bus system with sufficient capacity to cater for the needs of the region. Introduction The National Development Plan (NDP) 2018-2027 outlines the major investment programmes that are needed to respond appropriately to real and forecast growth in demand for public transport services, and to address congestion and capacity constraints on the existing public transport network. Major flagship investments to be delivered within Project Ireland 2040 and the 10-year National Development Plan horizon such as Bus Connects for Ireland?s cities and projects like the Metro Link, DART Expansion, expanded Luas services and cycling and walking infrastructure will ease congestion, lower carbon output and add greatly to the quality and standard of our transport system. The National Transport Authority (NTA), together with local authorities, transport operators other key stakeholders, are continuing to pursue strategies for alleviation of congestion in the Dublin region including BusConnects. BusConnects The recently published National Development Plan (NDP), which was launched earlier this year by Government as part of Project Ireland 2040, confirms BusConnects as one of a number of key investment priorities over the next decade which will address growing congestion and capacity constraints on the existing public transport network. Initially rolled-out in the Greater Dublin Area (GDA), BusConnects is a plan to fundamentally transform Dublin?s bus system, so that journeys by bus will be fast, reliable, punctual, convenient and affordable in addition to radically enhancing cycling infrastructure. The main elements of the programme are: 0 Redesigning the network of bus routes to provide a more efficient network, connecting more places and carrying more passengers; 0 Developing radial core bus corridors on main bus routes Developing orbital bus corridors to support the radial core bus corridors 0 Developing a state-of?the?art ticketing system using credit and debit cards or mobile phones to link with payment accounts and making payment much more convenient; 0 Implementing a cashless payment system to vastly speed up passenger boarding times; 0 Revamping the fare system to provide a simpler fare structure, allowing seamless movement between different transport services without financial penalty; 0 Implementing a new bus livery providing a modern look and feel to the new bus system; 0 Rolling out new bus stops with better signage and information and increasing the provision of additional bus shelters; 0 Park and Ride facilities; and Transitioning to a new bus fleet using low emission vehicle technologies. BusConnects Dublin is a programme of integrated actions which, together, will deliver a bus system that will enable more people to travel by bus than ever before, and allow bus commuting to become a viable and attractive choice for employees, students, shoppers and visitors. But it is not just the bus system that will be transformed under BusConnects Dublin. BusConnects Dublin will address the needs of current and future cyclists as well as pedestrians and bus users. NTA have calculated that, as part of the BusConnects investment, over 200kms of cycle tracks/lanes will be either built or current lanes improved. The cycling infrastructure delivered under this programme will deliver a radical step-change in cycling facilities in Dublin. Current Status 0 Work is ongoing, by the National Transport Authority (NTA), on the redesign of the bus services network in the GDA and also on infrastructure proposals for the Core Bus Corridors which will be an integral part of the programme. 0 The (NTA) intends to publish a discussion document on 12th June focussed on the 230 km of bus lanes comprising 16 core bus routes pathways and over of cycle tracks/lanes that are emerging as the likely core bus corridors in and out of Dublin city under this new investment Programme. 0 At this stage the document is being published for information purposes only, and not as part of a formal consultation process that will follow later in the year. 0 In summary, the purpose of the document is to commence a discussion around the many benefits that BusConnects will bring; bus prioritisation measures, journey time improvements, pedestrian and cycling, climate action, the development of a sustainable, living city for families and communities and support for economic growth and jobs. a The discussion document acknowledges that the choices required to deliver this step-change in the performance of the bus system will be difficult. Not all the impacts will be felt equally and some locations will require more changes than others. 0 It also takes into consideration the current congestion situation and the challenges and opportunities that Dublin will face over the coming decades. The discussion document highlights, in advance of the formal public consultation, some of the key impacts, issues and challenges that relate to the corridors; Traffic movement, Acquisition of parts of gardens, Reduction of on?street parking, Removal of trees, Road works and construction sites. 0 The document also sets out mitigations to these challenges including compensation as appropriate. 0 For each of the 16 corridors, the discussion document identifies potential impacts and additional specific challenges for each route. It should be noted that all of the routes and options are indicative only at this stage. The NTA intend to carry out a major public consultation in relation to the emerging proposals on these corridors in September/October with ample opportunity at that stage for feedback and submissions. Next Steps Over the coming weeks and months there will be number of informative stages involving the public, starting with today?s information report about the 16 core bus routes pathways and over 200km of cycle tracks/lanes that are emerging as the likely core bus corridors in and out of Dublin city under this new investment Programme. Following the publication of the discussion document on 12th June, the NTA will undertake the following two major public consultations in relation to BusConnects Dublin: - July 2018 Public consultation on the redesigned network of bus services. A report setting out proposals for the revised system of bus routes will be published and feedback sought. - Sept/Oct 2018 Public consultation on the bus infrastructure proposals the 16 radial core bus corridors. It is intended that fuller details of the various corridors will be developed and made available as part of this consultation process. BusConnects - Dublin Area Network Redesign Proposals Speaking points Background Context to Proposals 0 Traf?c levels have grown steadily since the economy began to recover and congestion is now one of the most signi?cant challenges facing the Dublin region. 0 Approximately 70% of people travelling into the city each morning do so by sustainable transport-n walking, cycling, bus, rail or luas. Cars only account for 30% of travel. 0 The bus system is important because of these numbers entering Dublin City each day, the majority (57% of all public transport trips) use the bus for this journey. 0 Bus is therefore the main component of the solution to address our current congestion problem and to meet our future transport needs. 0 The existing bus network in Dublin is very complex and is designed primarily around radial routes taking people into the city centre, but with very few orbital routes. Many routes overlap for long distances leading to inef?ciencies in the service. 0 As numbers grow, it is becoming increasingly dif?cult to operate a reliable bus system with suf?cient capacity to cater for the needs of the region. What are our plans in Bus investment to combat congestion? 0 One of the ?agship investments to be delivered within Project Ireland 2040 and the 10-year NDP horizon is Bus Connects for Ireland?s cities. 0 The NTA recently published a discussion document focussed on the 16 core bus routes pathways and cycle tracks/lanes that are emerging as the likely core bus corridors in and out of Dublin city. Why do we need a Network Redesign? 0 A second document ?Dublin Area Bus Network Redesign Public Consultation Report? was published by NTA today. 0 This report notes that the existing bus network in Dublin is very complex and is designed primarily around overlapping and long radial routes taking people into the city centre, but with very few orbital routes. 0 Recent improvements to the rail and tram networks require changes to the bus services to exploit the full potential of the rail investment. 0 Finally the city is growing and changing as are the bus journeys people are taking. As numbers grow, it is becoming increasingly dif?cult to operate a reliable bus system with suf?cient capacity to cater for the needs of the region. What strategies and benefits will this network design bring? 0 The report identi?es 4 key strategies to address the issues with the current network: standardise service categories; simplify radial services; build frequent orbitals and grow suburban feeder networks. 0 While there will be concerns with any change, these strategies will deliver many customer bene?ts such as much simpler city services; much simpler fare structure; provide more frequent all day services through new and frequent strong orbital services interchanging with local services and high frequency radial spines. 0 This means an increase of over 25% increase of bus services across the GDA and making it easier to link more people with more places. What are the Next Steps? 0 The next steps include an initial public launch press event on the 2nd July followed by local and national representative?s brie?ngs and publication of proposals. Full public consultation involving local brochures, local face to face events, digital imaging of the network, on?line surveys and consultation with user groups will commence from the 16th July to September and will also involve Dublin Bus. Conclusion 0 To conclude, there is a clear need to expand attractive public transport alternatives to car transport to reduce congestion and emissions and enable the transport sector to cater for the demands associated with longer?term population and employment growth in a sustainable manner. 0 BusConnects addresses, in part, this need. Speech by the Minister for Transport, Tourism Sport, Mr. Shane Ross T.D., at the press event to launch Transport Policy on Monday 02 July 2018. Good morning, ladies and gentlemen. I am delighted to be here today at this press event that marks the launch of public consultation on the proposed bus network redesign for the Dublin area. As we are all too aware, traf?c levels have grown steadily since the economy began to recover and congestion is now one of the most signi?cant challenges to the sustainability of Ireland?s growth performance. Recent studies con?rm that approximately 70% of people travelling into the city each morning do so by sustainable transport? walking, cycling, bus, rail or luas. Cars only account for 30% of travel. The bus system is important because of these numbers entering Dublin City each day, the majority (57% of all public transport trips) use the bus for this journey. It?s no surprise then that Bus has to be the main component of the solution to address our current congestion problem and to meet our future transport needs. The existing bus network in Dublin is very complex and is designed primarily around radial routes taking people into the city centre, but with very few orbital routes. Many routes overlap for long distances leading to inefficiencies in the service. As those numbers grow, and as congestion worsens, it is becoming increasingly dif?cult to operate a reliable bus system with suf?cient capacity to cater for the needs of the region. One of the ?agship investments to be delivered within Project Ireland 2040 and the 10?year National Development Plan horizon is the exciting and ambitious BusConnects for Ireland?s cities designed to truly get ahead of the burgeoning problem of congestion. Last month the NTA published a discussion document outlining the proposed 230 km of continuous bus lanes across 16 core bus routes and the 200km of cycle tracks/lanes and pedestrian facilities under the BusConnects investment Programme. Today is about the ?Dublin Area Bus Network Redesign Public Consultation Report? that NTA are publishing. It put?s forward 4 key strategies to address the issues with the current network. The proposals that NTA are publishing today are radical but I believe that they have the potential to make Dublin?s public transport system in general, and its bus system in particular, work much better for the people who use it. Under these proposals we will see an overall increase in services of 27% which as far as customers are concerned, can only be a good thing. Of course I understand while that there will be concerns with any change, these strategies will deliver many bene?ts to our customer such as much simpler city services; much simpler fare structure; provide more frequent all day services through new and frequent strong orbital services interchanging with local services and high frequency radial spines. Anne and Tim will brief you more on these. I welcome the fact that the NTA and Dublin Bus are now embarking on a process of public consultation. I know that they are both in listening mode, and if people have suggestions as to how these plans can be made even better, I?m sure they will be looked at closely. From that point of View, I would certame encourage members of the public to fully engage in the consultation process so that we hear what we are doing well, what we need to improve and how we can sustainably organise and provide bus transport services for our customers and our communities into the future. Thank You. GREENE Caroline From: HUNT Carol Sent: 16 August 2018 10:52 To: GREENE Caroline; LEAHY Jack Cc: .DUNNE Aisling Subject: FW: New bus routes - Caroline/Jack, See below from Dermot re routes ?yes, a change at Carol Hunt Press/Media Advisor to Minister Shane Ross T. D. mRoinn lompair, Turas?ireachta agus Spoirt Department of Transport, Tourism and Sport A Lana Liosain. Baile Atha Cliath, ooz TR60 Leeson Lane, Dublin, 002 TR60 From: Dermot o'eara Imam:? Sent: 16 August 2018 10:45 . To: HUNT Cami Subject: RE: New bus routes - Carol, This went from Hugh Creegan for Ministers attention August I think it gives a bit of clarity. So the speci?c journey from Stepaside to St Vincent's and St Michael?s will require a transfer at UCD under the proposals, but there will be better frequency, particularly in the morning peak. If people have specific local concerns, we are encouraging them to let us know via the survey. If you need further info, don?t hesitate to give us a shout. Minister Shane Ross, T.D., Department of TranSport, Tourism and Sport, Leeson Lane, Dubin 2. 7?h August 2018 Re: BusConnects Network Redesign Dear Minister, I refer to a query received from your constituency of?ce in relation to Bus Route 47 and Bus Route 44 and the communities of Belarmine, Kilgobbln and Stepaside. Because the revised network is very different from the current system of bus routes, it is necessary to address each of these areas in turn. . Belarmine and Kilboggin: In terms of buses, Belarmine and Kilboggin are currently served by the 44 and the 47 services. The 44 service operates hourly and the 47 operates every 1 hour and 15 minutes off-peak and every 30 minutes for a short period in the peak. Under the bus network redesign proposals, these areas would be senriced by the following routes: 0 Route 12 (Parnell Square Belarmine), which is a direct bus service from Belarmine Into the city centre. It will travel via Dundrum, Milltown and Ranalagh before terminating in the city centre at Parnell Square. It will operate every 30 minutes all day, providing a much higher frequency of service than currently provided by the 47 and will provide a faster route into the city centre; . 0 Route 233 (Dundrum - Simon's Ridge - Belarmine) which is a local route serving Belarmine, Harolds Grange Road, areas of Ballinteer before terminating in Dundrum. It will operate an hourly service; 0 Route 213 (UCD - Sandyford - Enniskerry - Bray) is a local route operating hourly between Bray and UCD and serving Stepaside and Belarmine via Kilgobbin Road; and . 0 Route 313 (Kilternan UCD) is an additional peak hours only service between Kilternan and UCD, using the same routing as the 213 to achieve a combined peak frequency of 20 minutes. To access UCD from Belarmine, Route 213 provides direct access or Route 313 in the morning peak. In addition, Route 12 connects with Orbital Routes 56/57 in Dundrum which go to UCD every 15 minutes or better. For St. Vincent?s Hospital, Route 213 (and 313 in the peak hours) to UCD and change to the very frequent buses from UCD, which leave every 8 minutes all day and every 5 minUtes at peak times. It is worth noting that under the proposed system, there will be no extra charge for taking a second bus. Stepaside: . Stepaside is currently served by the 44 bus service operating hourly. Under the bus network redesign proposals the following routes would serve Stepaside: - 0 Route 213 (UCD - Sandyford - Enniskerry? Bray) is a local route operating hourly between Bray and UCD and serving Stepaside and Belarrnine via Kilgobbin Road; and 0 Route 313 (KI/ternan - UCD) is an additional peak hours only service between Kilternan and UCD, using the same routing as the 213 to achieve a combined peak frequency of 20 minutes. To access UCD from Stepaside, Route 213 provides direct access or Route 313 in the morning peak. For St. Vincent?s Hospital, Route 213 (and 313 in the peak hours) to UCD and change to the very frequent buses from UCD, which leave every 8 minutes all day and every 5 minutes at peak times. Our website provides substantial details on the bus network redesign proposals and has the relevant maps and brochures that people can browse. in addition, it has an online survey where people can give their feedback and provide detailed comments at the end of the survey. In case it is of assistance, attach two maps, the ?rst showing the proposed bus network In this area and the second showing a page from the redesign report which includes the details of the additional peak hour routes, with the relevant route being Route 313 in this case. I trust that the above information is of assistance. Yours sincerely, Hugh Creegan, Deputy Chief Executive. Dermot O'Gara Head of Public Affairs National Transport Authority anras Narsrunta lompair National transport Authorin Dun Sc?ine Iveagh Court Harcourt Lane Dublin 2 Tel. 353 (0)1 879 8346 Web: From: HUNT Carol Sent: 15 August 2018 13:10 To: Dermot O'Gara Subject: RE: New bus routes - Between Ecorr/Mins Office and Constituency yes Getting to St Vincents seems to be worrying a lot of TA. Carol Hunt Press/Media Advisor to Minister Shane Ross T.D. mRoinn lompair, Turasolreachta agus Spoirt Department of,Transport, Tourism and Sport L?na Liosaln, Baile Atha Cliath, 002 TR60 Leeson Lane, Dublin, 002 TR60 From: Dermot O'Gara Sent: 15 August 2018 12:29 To: HUNT Carol Subject: RE: New bus routes - Thanks. A hundred queries relating to that particular stretch? Dermot O?Gara Head of Public Affairs National Transport Authority - Udaras N?isiunta lompair Notionalth Authority - Dun Sc?ine Iveagh Court Harcourt Lane Dublln 2 Tel. 353 (0)1 879 8346 Web: From: HUNT Carol Sent: 15 August 2018 12:11 To: Dermot O'Gara Subject: RE: New bus routes - Thanks a Dermot so far I think we're of?cially over the hundred mark re enquiries. Carol Hunt Pross?Viedia Advisor to Minister Shane Ross T. D. ?Rolnn lompalr, Turas?ireachta agus Sp?lrt Department of Tourism and Sport Lana Liosain, Baile A'tha Cliath, Doz TR60 Leeson Lane, Dublin, 002 TR60 From: Dermot O'Gara Sent: 15 August 2018 11:50 To: HUNT Carol Subject: RE: New bus routes Let me look into thisfor you. How many people have sent in queries? Dermot O'Gara Head of Public Affairs National Transport Authority N?isiunta lompair Nollonol Transport Authority Dun Sc?ine lveagh Court Harcourt Lane Dublin 2 Tel. 353 (0)1 879 8346 Web: .. - From: HUNT Carol Sent: 15 August 2018 11:33 To: Dermot O'Gara Subject: New bus routes - Hi Dermot, Apologies another Could you point me to where I might get any info on new bus routes for Stillorgan and Kilmacud. We?re specifically getting a lot of queries on the route to St Vincent?s Hospital and St Michaels College from Sandyford and Stepaside (current 47 route) - will people need to change buses? Thanks a mil, Carol Carol Hunt Press/Media Adviser to Minister Shane Ross TD. 3 Roinn lompair Turasoireachta agus Spoirt Department of Transport, Tourism and Sport L?na Llosaln, Balie Atha Cliath, Doz TR60 Leeson Lane, Dublin, 002 TR60 Ta eolas sa teachtaireacht leictreonach seo a d'?i?adfadh bheith priobh?ideach n6 faoi run agus b'ih?idir go mbeadh abhar runda n6 pribhl?ideach ann. Isle h?aghaidh an duine/na ndaoine no le h?aghaidh an aonain at? ainmnithe thuas agus le haghaidh an duine/na ndaoine sin amh?in ata an t-eolas. Ta cosc ar rochtain don teachtaireacht leictreonach seo do aon duine eile. Murab ionann tusa agus an t? a bhfuil an teachtaireacht ceaptha d6 biodh a ?lios agat nach gceadaitear nochtadh, coipeail, scaipeadh n6 usaid an eolais agus/n6 an chomhaid seo agus b'fh?idir d'fh?adfadh bheith midhleathach. Ta ?r R?iteas Priobh?ideachta 1e fail ar The information in this email is con?dential and may be legally privileged. It is intended solely for the addressee. Access to this email by anyone else is unauthorised. If you are not the intended recipient, any disclosure, copying, distribution or any action taken or omitted to be taken in reliance on it is prohibited and may be unlawful. Our Privacy Statement is available on This email was virus checked by Edge\Guard. Managed by Trilogy Technologies. GREENE Caroline 1 From: HUNT Carol Sent: 17 August 2018 12:21 To: LEAHY Jack; GREENE Caroline Subject: bus connects Great thanks a mil. I?ll send on now. Carol Hunt Press/Media Advisor to MinisterShane Ross T.D. Roinn lom pair TuraSOireachta agus Sp?irt Department of Transport, Tourism and Sport Lana Llosain, Baile Atha Cliath, D02 TR60 Leeson Lane, Dublin, D02 TR60 .From: LEAHY Jack Sent: 17 August 2018 12:20 To: HUNT Carol; GREENE Caroline Subject: RE: bus connects 1. How will journey times be faster? SpeCi?cally on route 213 between Belarrnine and UCD, which will be the effective ?rst leg of a Bela rmine-St. Vincent?s journey 2. How would someone travel from Kilternan to Dundrum under the new plans? 3. Is there a replacement service for the 16? If not, what services are closest to Kingston (current start point of .16) 4. How does someone from Dundrum access Beaumont Hospital under the new plans? 5. How does someone from Stepaside access St. Vincent?s Hospital under the new plans? 6. Could you provide a constituency-specific map of existing bus routes and their proposed replacements? (11, 14, 16, 17, 44(b), 46a, 47, 63, 114, 145) And then Caroline had that question about people who get the 75 towards Dun Laoghaire for school how do peOple get from Ballinteer to Oatlands Raphaela?s? Jack Leahy Minister Of?ce Tut-Roinn lompair, Turas?ireachta ague Spbirt Department of Transport, Tourism and Sport Lana Liosaln, Balle Atha Cliath, D02 TRso Leeson Lane, Dublin. 002 TRGO From: HUNT Carol Sent: 17 August 2018 12: 15 To: GREENE Caroline; LEAHY Jack Subject: bus connects Hi guys, Do you have any queries for local bus connects I can send onto Dermot at the Ta, Carol Hunt Press/Media Adviser to Minister Shane Ross T.D. 'A_n Roinn lompair Turas?ireachta agus Spoirt Department of Transport, Tourism and Sport L?na Liosaln, Balle Atha Cliath, DOZ TRGO Leeson Lane, Dublin, 002 TR60 GREENE Caroline From: HUNT Carol . Sent: 06 September 2018 17:29 To: Grainne Mackin Cc: Dermot O'Gara Subject: Bus Connects queries Grainne, Thanks 3 mil for info on 185. That?s really useful as Shane is meeting an Enniskerry group tomorrow. Would you have anything else on the 14, 44, 44b, 47, 61 and 114. Shane has had loads of queries on these and we?re trying to put a brief together for when he gets asked pretty much every time he ventures into the constituency so all information gratefully received! Apologies for so many individual queries, but there?s a lot of folk managing to stir up lot of anxiety about the future of routes for political purposes. When people get accurate information it really helps. Thanks 3 mil, Ca rol Carol Hunt Press/Media Advisor to Minister Shane Ross T.D. Rolnn Iompair Turas?ireachta agus Spoirt Department of Transport, Tourism and Sport L?na Liosain, Baile Atha Cliath, 002 TR60 Leeson Lane, Dublin, 002 TR60 GREENE Caroline From: HUNT Carol Sent: 07 September 2018 06:13 To: GREENE Caroline Subject: FW: Information Note on Belarmine Kilgobbin and Stepaside v2 Attachments: Information Note on Belarmine Kilgobbin and Stepaside v2.dooc, ATT00001.htm Sent from my Windows Phone From: Grainne Mackin Sent: 06/09/2018 18:19 To: HUNT Carol Subject: Fwd: Information Note on Belarmine Kilgobbin and Stepaside v2 From: Hugh Creegan Date: 6 September 2018 at 11:24:19 IST To: Grainne Mackin Subject: Information Note on Belarmine Kilgobbin and Stepaside v2 r1 cl .png v4 ortforire .trans ortfo a d.ie/ ill' a s?J/twitterc m/l" Flu dates> eolas sa teachtaireacht leictreonach seo a d'?1?adfadh bheith pr?obh?ideach n? faoi r?n agus b'?i?idir go mbeadh ?bhar r?nda n? pribbl?ideach am. Is lc b-aghaidh an duine/na ndaoine 11? 1c h-aghaidh an aon?in at? ainmnitbe thuas agus le haghaidh an duine/na ndaoine sin amh?in at? an t-eolas. cosc ar rochtain don teachtaireacht leictreonach seo do aon duine eile.~ Murab ionann tusa agus an t? a bhfuil an teachtaireacht eeaptha d? b?odh a fhios agat nach gceada?tear nochtadh, c?ipe?il, scaipeadh n? 7s?id an eolais agus/n? an chomhaid seo agus b'th?idir d'th?adfadh bheith m7dh1eathach. The information in this email is con?dential and may be legally privileged. It is intended solely for the addressee. Access to this email by anyone else is unauthorised. If you are not the intended recipient, any disclosure, copying, distribution or any action taken or omitted to be taken in reliance on it is prohibited and may be unlawful. The processes personal data provided to it in accordance with its privacy notice, available at This email was virus checked by Edge\Guard. Managed by Trilogy Technologies. Information Note on Belarmine, Kilgobbin and Stepaside Belarmine and Kilboggin: In terms of buses, Belarmine and Kilboggin are currently served by the 44 and the 47 services. The 44 service operates hourly and the 47 operates every 1 hour and 15 minutes off?peak and every 30 minutes for a short period in the peak. Under the bus network redesign proposals, these areas would be serviced by the following routes: 0 Route 12 (Parnell Square Bellarmine), which is a direct bus service from Belarmine into the city centre. it will travel via Dundrum, Milltown and Ranalagh before terminating in the city centre at Parnell Square. it will operate every 30 minutes all day, providing a much higher frequency of service than currently provided by the 47 and will provide a faster route into the city centre; - Route 233 (Dundrum - Simon '5 Ridge - Bellarmine) which is a local route serving Belarmine, Harolds Grange Road, areas of Ballinteer before terminating in Dundrum. It will operate an hourly service; 0 Route 213 (UCD - Sandyford - Enniskerry Bray) is a local route operating hourly between Bray and UCD and serving Stepaside and Belarmine via Kilgobbin Road; and 0 Route 313 {Kilternan UCD) is an additional peak hours only service between Kilternan and UCD, using the same routing as the 213 to achieve a combined peak frequency of 20 minutes. To access UCD from Belarmine, Route 213 provides direct access or Route 313 in the morning peak. In addition, Route 12 connects with Orbital Routes 56/57 in Dundrum which go to UCD every 15 minutes or better. For St. Vincent?s Hospital, Route 213 (and 313 in the peak hours) to UCD and change to the very frequent buses from UCD, which leave every 8 minutes all day and every 5 minutes at peak times. It is worth noting that under the proposed system, there will be no extra charge for taking a second bus. Stepaside: Stepaside is currently served by the 44 bus service operating hourly. Under the bus network redesign proposals the following routes would serve Stepaside: - Route 213 (UCD - Sandyford - Enniskerry Bray) is a local route operating hourly between Bray and UCD and serving Stepaside and Belarmine via Kilgobbin Road; and 0 Route 313 (Kilternan- UCD) is an additional peak hours only service between Kilternan and UCD, using the same routing as the 213 to achieve a combined peak frequency of 20 minutes. To access UCD from Stepaside, Route 213 provides direct access or Route 313 in the morning peak. For St. Vincent?s Hospital, Route 213 (and 2313 in the peak hours) to UCD and change to the very frequent buses from UCD, which leave every 8 minutes all day and every 5 minutes at peak times. GREENE Caroline From: DUNNE Aisling Sent: 11 September 2018 14:48 To: . hugh.creegan tim.gasto_ Grainne Ccz. HUNT Carol; GREENE Caroline Subject: FW: BusConnects info for the 16.14.75 Attachments: Bus Connects Ballinteer.pdf, Stonemason's Dear Grainne, Hugh Tim, Hope all is going well with the ongoing public consultation. I?m so sorry to bother you with this but as you can imagine, Shane is continuing to come under considerable pressure locally on certain routes affected by BusConnects. As you I'm sure you have found, the more information that local residents are provided with, the more likely they are to understand the benefits of the new routes. Therefore Shane has commenced providing letters to every household in certain affected areas (please see attached pdf) explaining the changes to their local buses, which has really helped. Thank you for all your assistance to date in providing us with that information. One new area of general concern has emerged and there is a public meeting planned for this weekend to discuss the changes. The area is as follows; "At the moment the section of Stonemason?s Way highlighted on the map is serviced (please see attached) by the 14 and the 75. The residents in Hillview, Llewellyn, Meadow Mount, Dargle View, Marley Court and Broadford are hugely upset that they are losing the service to their three bus stops (on each side of the road) along this route. These estates have an older population and as it stands in the proposed plans for this 1km section of Stonemason?s Way will only be served by the 235 which is noted as being ?less than hourly?. Is there could link in with this road? There is a roundabout at either end of this road.? I am not sure if this is an area which has been brought to your attention, but from our read of it, the current plans would seem to have a detrimental effect on a largely elderly community. Is there anything positive that we might be able to say to residents to assure them that the situation will not be as negatiVe as they fear? We were hoping to get a letter out to them in the next day or so, if possible. I am sorry to bother you with this and appreciate any information you might be able to send our way. Many thanks, Aisling - From: GREENE Caroline Sent: 10 September 2018 19:05 To: DUNNE Aisling Cc: HUNT Carol Subject: BusConnects Info for the 16,14,75 Hi Aisling, As discussed please see the letter I put together to inform residents of Ballinteer to the changes for the 16, 14 and 75 bus routes. Info re the lack of buses on Stonernason?s Way, please see attached photo of Map P13. At the moment the section of Stonemason?s Way highlighted on the'map is serviced by the 14 and the 75. The residents in Hiliview, Llewellyn, Meadow Mount, Dargle View, Marley and Broadford are hugely upset that they are losing the service to their three bus stops (on each side of the road) along this route. These estates have an older population and as it stands in the proposed plans for this 1km section of Stonemason?s Way will only be served by the 235 which is noted as being 'less than hourly?. Is there could link in With this road. There is a roundabout at either end of this road. Let me know if any qs! Thanks, Caroline Caroline Greene Parliamentary Assistant to:- Shane Ross independent TD Dublin Rathdown Minister for Transport, Tourism and Sport Brie?ng on NDP Proiects for Minister before Seanad Eireann Brie?ng hereunder on the following: BusConnects; DART Expansion Programme; Metrolink; National Train Control Centre; Sustainable Transport and Western Rail Corridor Review. BusConnects BusConnects is one of the ?agship investments to be delivered under Project Ireland 2040 and the 10-year National Development Plan Recent reports show that approximately 70% of people travelling into Dublin city each morning do so by sustainable transport. Each day the majority, 57% of all public transport trips or 136 million passenger journeys, use the bus for this journey. Because of these numbers, it?s no surprise then that Bus has to be the main component of the solution to address our current congestion problem and to meet our future transport needs. The National Transport Authority (NTA), together with local authorities, transport operators and other key stakeholders, is continuing to pursue strategies for alleviation of congestion in the Dublin region including BusConnects. BusConnects Dublin Core Bus Corridor Proiect 0 In June the NTA published a discussion document that focusses on the 230 km of continuous bus lanes across 16 core bus routes, expected to achieve up to 40%-50% on current journey time savings, that are emerging as the likely core bus corridors in and out of Dublin city, and the 200km plus of cycle tracks/lanes and pedestrian facilities under this new investment Programme. 0 It should be noted that all of the routes and options are indicative only at this stage and that the NTA intend to carry out a major public consultation in relation to the emerging proposals on these corridors in September/October with ample opportunity at that stage for feedback and submissions. Dublin Area Bus Network Redegsign Public Consultation Report 0 In July the NTA published the ?Dublin Area Bus Network Redesign Public Consultation Report? which sets out proposals for much simpler city services; much simpler fare structure; provide more frequent all day services through new and frequent orbital services interchanging with local services and high frequency radial spines. Under these proposals, an overall increase in services of 27% is expected. 0 The NTA and Dublin Bus have embarked on a process of full public consultation on the Network Redesign proposals, involving local and national representatives? brie?ngs; local brochures; local face to face events organised at various locations around the city; digital imaging of the network; on?line surveys and consultation with user groups. The public consultation process was launched on 16th July and will run until 28th September. 0 Publication of public consultation ?ndings are expected before the year end. Dublin Bus will support this consultation process.