Cork Business Association
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Submission to Cork City Council by
Cork Business Association
to Phase 1 and 2 of the
Cork City Movement Strategy
[Part 8 Planning Notice/ Section 179 of the Planning and Development Regulations]
June 2015
Prepared for Cork Business Associationby BUTLER O’NEILL TOTAL PLANNING SOLUTIONS
CONTENTS
1.0 Executive Summary
2.0 Introduction
3.0 Phase 1: Saint Patrick’s Street Area
4.0 Planning Policy Context
5.0 Precedents/Case Studies
6.0 Phase 2: Grattan Street
7.0 Queries relating to Phase 1 and 2
8.0 Concluding Remarks
C B A| C o r k B u s i n e s s A s s o c i a t i o n 1 |P a g e
1.0 Executive Summary 1.1 This submission is presented to Cork City Council by the Cork Business Association [hereinafter referred to as the CBA] and represents the collective views of its members in response to the proposed Phase One and Phase Two measures of the Cork City Centre Movement Strategy [CCMS] (Saint Patrick’s Street and the Marsh areas) under Part VIII of the Planning and Development Act 2000 [PDA 2000] and Section 179 of the Planning and Development Regulations 2001. 1.2 The CBA welcomes the opportunity to make a submission to the proposed scheme and as a key stakeholder representing over 200 businesses, considers active engagement between the Local Authority and businesses as an imperative component of successfully implementing any proposed scheme. In keeping with the core mission and objectives of the CBA, the CBA strongly advocates any new initiatives which will create a better business environment for traders, employers, customers and tourists. With this in mind, the CBA places a high level of importance on scrutinising any proposed initiatives against these key indicators. 1.3 In this case, the CBA and its members are concerned about the implications of the implementation measures of Phase 1 and 2 of the Cork CCMS. It has been indicated [Arup/MVA on behalf of Cork City Council, 2012: p.21] that the main benefits of carrying out Phase 1 will be ‘decreased journey times for public transport’ and the creation of ‘a better pedestrian environment’. However, whilst in principle the CBA advocates these benefits, it would appear that no corresponding improvements are being made to the public transport system [e.g. more routes, introduction of BRT etc.] to support the implementation of what is being proposed. 1.4 In the absence of any written supporting statements, it is difficult to ascertain the overall ‘vision’ of this Part VIII scheme as a component of the City Centre Movement Strategy. It would appear that the qualitative and quantitative costs and benefits of the proposed measures have not been assessed. The CBA is therefore reluctant to wholeheartedly support a scheme which will directly affect the principal retail street in the entire region [and consequently, many other streets] without examining a robust case or evidence-base underpinning the decisions. C B A| C o r k B u s i n e s s A s s o c i a t i o n 2 |P a g e
1.5 The CBA firmly believes that the negative implications of the proposed works will negate any positives. It is considered that by eliminating private vehicles from Saint Patrick’s Street between 12.30 and 18.30 the street is effectively being transformed into a large bus lane artery with bus stops throughout. Saint Patrick’s Street is the prime retail street for the entire region and second only in retail policy terms to Grafton Street in Dublin [given Cork’s National Gateway Status]. Therefore, it is considered that any proposals for its redevelopment should be considered in an extremely comprehensive, detailed, transparent and meaningful way. 1.6 The CBA is of the view that these proposals are not predicated on the wide ranging set of principles and objectives that should be afforded to a nationally important street and instead represent a rather shallow attempt to increase the importance of the pedestrian on Saint Patrick’s Street. The CBA cautions strongly against the implementation of the proposed scheme in its current form and feels that, instead of increasing the importance of the pedestrian, that the result of the proposal is potentially damaging insofar as it will result in a more unsatisfactory pedestrian environment by speeding up the artery of traffic running through the centre of the street out of peak times and, in times of traffic, effectively act as a 4 and a half metre barrier to both sides of the street. 1.5 After a period of stagnation and at best modest expansion, the physical, economic and social landscape in Cork City is positively changing. Specifically, a number of new office, retail and recreational developments [either commenced or are expected to commence in the near future] signal that positive change will occur in the city over the coming years leading to much needed population growth and economic growth. The CBA considers that achieving future growth aspirations and employment targets needs to be the key focus for the City Council in the short to medium term. Ensuring there are enough jobs in the city to keep the businesses viable is a crucial component to a vital city and, importantly, ensuring that these people have adequate access to public transport to get them there is a key element of this. It is felt that facilitating the relative ease of buses to travel through the principal shopping street does little to improve a public transport system that badly needs investment elsewhere. It is considered that investing in the proposed Bus Rapid Transit [BRT] system which pre-dated the CCMS would be far more beneficial and better placed to achieve the objectives of this proposal. C B A| C o r k B u s i n e s s A s s o c i a t i o n 3 |P a g e
1.6 The CBA are of the view that if Cork City Council is to achieve its ambitious employment and population growth targets it needs to make it easier to get to the city, not through the city. It is our view that whether in a car, bus or on foot, people on the principal shopping street should be encouraged to move slowly in recognition of the streets purpose as serving a ‘Place’ function rather than a ‘Link’ function. It is the destination rather than the means for which to get to a destination, as such, planning for the future and ensuring more people can get to Saint Patrick’s Street should be the focus. The CBA considers the current Part VIII [Phase 1 and 2 of the CCMS] to be premature and the focus should be on improving routes and services as opposed to concerns over increasing the ability of buses to access Saint Patrick’s Street. The CBA are concerned that eliminating private vehicles from Saint Patrick’s Street at a time when the city is undergoing some of the most positive growth and biggest redevelopment in recent years is unnecessary and will only serve to cause undue upheaval and displaced congestion in the city over the coming years. 1.7 A number of positive and broadly welcomed developments, namely, the redevelopment of the Capitol Cinema site, Albert One office complex, the events centre at the Beamish & Crawford site, the Former tax office site on Sullivan’s Quay and the Former Brooks Houghton site on South Terrace, will bring their own challenges, pressures and added complexities to the movement of traffic in the city over the next few years. This will be coupled with the OPW’s planned works on the Cork Flood Defence System which is due to commence in 2016. Therefore, it is strongly felt that the proposed works are unnecessary and at best, premature and piecemeal. C B A| C o r k B u s i n e s s A s s o c i a t i o n 4 |P a g e
2.0 Introduction
“Good street planning and design needs to mediate between these competing
activities and afford them an appropriate share of space, time and investment;
otherwise, there is a danger that some of them will overly dominate and so
disadvantage or deter other street users”
- Link and Place: A Guide to Good Street Planning and Design
2.1 The CBA has been representing the business sector in Cork City since 1957. Our extensive
membership covers a wide range of businesses encompassing Retail, Hospitality, Financial,
Property & Service companies. Our members currently provide a significant proportion of
employment in Cork City and the association consists of ratepayers- which constitute 40% of
Cork City Council’s annual budget. The Association works closely with specific bodies to improve
the infrastructure, development, cleanliness and up-keep of the City Centre. In addition, the
Association works with other interested bodies for the general improvement and promotion of
the City. One of the key objectives of the Cork Business Association is the promotion of Cork City
to ensure it remains the key driver for the region and the prime retail location in the south of
the country.
2.2 The undertaking of a movement strategy for the city is welcomed and the CBA fully endorse
the focussed approach by Cork City Council to developing a comprehensive movement strategy
for the city centre. Accordingly, this submission is primarily concerned with the the viability and
vitality of Cork City and the development of key transport, movement, accessibility and
connectivity measures that will support the city’s economy and environment.
2.3 This submission is directed in support of an integrated movement strategy that, in reference
to strategic and local planning policy aspirations, promotes Cork City as Ireland’s second city of
International importance and advocates provisions in the CCMS which support this role. In
principle, the CBA is largely supportive of the emerging CCMS, however has a number of
concerns pertaining to Phase 1 and 2 which are presented in this submission.
C B A| C o r k B u s i n e s s A s s o c i a t i o n 5 |P a g e
3.0 Phase 1: Saint Patrick’s Street Area
The CCMS outlines the main objectives for Phase 1 are:
- To improve journey times for public transport users on the busiest street for buses in
the city
- To provide an environment which can accommodate the future introduction of a BRT
- To enhance the shopping environment for pedestrians
- To provide an improved environment for cyclists within the centre of the city without
the need for dedicated cycling facilities.
3.1 The CBA have five main concerns with the Phase 1 works:
- PREMATURE/timing/relative unimportance in the context of improving public
transport delivery
- EFFECT ON TRADING for city centre retailers/businesses
- INCREASED PRESSURE ON ALTERNATIVE ROUTES causing congestion
- RESTRICTED ACCESS TO OUTLETS for both traders [loading] and customers
[collections]
- INCREASED TRAFFIC SPEEDS on Saint Patrick’s Street [less safe pedestrian
environment]
3.2 Generally speaking, it appears that implementing the proposed works of Phase 1 and Phase
2 of the movement strategy will, in effect, create a ring road within the city centre. As Parnell
Place is a one way street, the proposed measures will effectively create a roundabout within the
city centre island.
3.3 The proposed time restriction on Saint Patrick’s Street will be in place between 12.30 and
18.30 from Monday to Friday. It is felt that traffic on Saint Patrick’s Street is currently not an
issue during these times and the benefits of implementing this would not be significant enough
to warrant the negative impacts – increased pressure on alternative route, loss of trading,
restricted access for elderly etc.
C B A| C o r k B u s i n e s s A s s o c i a t i o n 6 |P a g e
3.4 The time restrictions for private vehicles on Saint Patrick’s Street is between 12.30 and 18.30 whereas on Oliver Plunkett Street the time restriction is in place between 11.00 and 17.00, this inconsistency will cause confusion amongst traders and visitors. 3.5 South Mall currently suffers from heavy volumes of traffic throughout the day and it is felt that the Phase 1 works will increase the level of vehicles using South Mall and it will become more difficult for vehicles to exit the city using this route. 3.6 Cork City centre has undergone a substantial amount of physical and environmental enhancements in recent years following a sustained period of public and private sector investment and development. The central retail and commercial core in particular, have been subject to major improvements which have strengthened the city’s position as the key urban centre in the region. Saint Patrick’s Street in particular has benefitted from a major regeneration which transformed it into a high quality pedestrian friendly urban quarter and consolidated its status as the prime retail street. 3.7 There is currently a good balance of users on Saint Patrick’s Street and the pedestrian is clearly at the top of the hierarchy of users due to the wide foothpaths, shared surfaces, predominance of street crossings and high quality street furniture with numerous seating areas. This clearly highlights the fact that the street serves a ‘Place’ function rather than a ‘Link’ function. A highly regarded manual ‘Link and Place: A guide to Street Planning and Design’ endorsed by Transport for London and The Institution of Highways and Transportation, highlights that streets serve two primary functions: A ‘link’ function - seeks to enable users to pass through the street as quickly and conveniently as possible and a ‘place’ function – which seeks to encourage users to stay as long as possible on a street and enjoy the street’s surroundings. Saint Patrick’s Street serves a ‘place’ function and whatever the mode [foot/bike/car/bus] it is not considered to be inefficient to travel through it slowly. C B A| C o r k B u s i n e s s A s s o c i a t i o n 7 |P a g e
Lavitt’s Quay
Merchant’s Quay
Saint Patrick’s Street
Fig.1 Streets serve both ‘Link’ and ‘Place’ functions [adapted from Link and Place: 2007]
3.8 It is considered that removing private cars will actually be more negative than positive.
Essentially, it is considered that the increased speed [which is intended] and the dominance of
buses will act as a barrier to both sides of the street. This is perhaps best illustrated when other
parts of the city are examined. For example, the bus lane on MacCurtain Street is widely
regarded as being a barrier to both sides of the street in spite of there being a further two lanes
of traffic. The height and scale of buses [up to 4.38 metres in the case of double decker busses]
is quite dominant particularly when travelling at speed. Therefore, whether or not the proposed
measure would create a more pedestrian friendly environment, through traffic restrictions, is
questioned. The implementation of the new traffic system will enable buses and taxis to travel
at higher speeds, in effect, a bus station/taxi rank.
Fig.2 Buses travelling at speed will act as a barrier to both sides of the street
C B A| C o r k B u s i n e s s A s s o c i a t i o n 8 |P a g e
3.9 It is considered that the measures proposed will have negative impacts for traders and be to the detriment of other parts of the city due to the additional pressure that will be put on the traffic system. It is felt that the pedestrian environment in the other areas where the traffic will be displaced will also be negatively affected. Worryingly, there is minimal indication of the type of public realm improvements intended for the Marsh area [the area which Phase 2 relates] such as improved lighting, increased footpath widths, urban trees etc. 3.10 Issues of ground floor vacancy on Grand Parade and the South Mall, [albeit improving in recent months] will most likely be exacerbated by removing cars and activity from Saint Patrick’s Street and place added pressure and congestion on Grand Parade and South Mall. 3.11 It is unclear as to whether or not loading restrictions will be in place between 12.30 and 18.30 on Saint Patricks Street and the CBA seeks clarification in relation to same. Additional loading bays are proposed on Academy Street [see Fig. 3] and this is a welcomed measure as it provides more loading areas for the new businesses in the city centre and also the future occupiers of the large vacant units on Saint Patrick’s Street. 3.12 It is proposed to provide more disabled parking bays in lieu of the current motorcycle parking on Emmet Place [see Fig. 3]. It is unclear as to whether or not disabled vehicles will have access to Saint Patrick’s Street during the restricted times. The CBA believes that it is crucial that disabled/elderly people have convenient access to the city centre at all times. Fig.3 Proposed Loading Bays, Academy Street and Disabled Bays, Emmet Place C B A| C o r k B u s i n e s s A s s o c i a t i o n 9 |P a g e
3.13 Recently works were carried out on Barrack Street and this had an exceptional impact on trading on the street. If works are to be carried out traders should be well informed, in advance as to the time span for starting and completing the works. The hours that works are carried out should be carefully considered to minimise the effect on traders. 3.14 The CBA are concerned that the proposed access restriction to Saint Patrick’s Street will cause a build-up on traffic on Washington Street as traffic will no longer be able to turn left onto Grand Parade. Similarly, on Grand Parade traffic will no longer be able to continue straight onto Saint Patrick’s Street and will be forced to use Washington Street, which, once again, is adding more traffic to this already congested route. 3.15 One of the objectives of the CCMS is ‘To provide an improved environment for cyclists within the centre of the city without the need for dedicated cycling facilities’. The CBA are concerned that the removal of private vehicles from Saint Patrick’s Street will enable public transport to travel at higher speeds which will make it a less safe environment for both pedestrians and cyclists. 3.16 The presentation of the city centre movement strategy to key stakeholders by ARUP and MVA highlighted the improved bus journey times which would be experienced as a result of its implementation of this measure. The journey time improvements range from -6% for bus route 208 to 18% for bus route 203. However, the average improvement in journey times for the city is proposed to be 7% overall [see Fig. 4]. It is considered that this is not a significant enough figure to justify the elimination of private vehicles from Saint Patrick’s Street and the CBA are of the strong opinion that the implementation of Phase 1 and Phase 2 of the CCMS could have a negative impact on the city centre. C B A| C o r k B u s i n e s s A s s o c i a t i o n 10 |P a g e
Fig.4 Projected Improvements in Bus Journey Times [CCMS] 3.17 The CBA welcomes the suggested improvements to the traffic management along Drawbridge Street and Perry Street to include enhanced pedestrian facilities. This will make the area more pedestrian friendly as it is currently dominated by taxis, parking and loading. However, very little indication of the works to be carried out have been highlighted on the Part VIII drawings [See Fig.5]. Fig.5 Proposed Enhanced Pedestrian Facilities on Drawbridge Street and Perry Street C B A| C o r k B u s i n e s s A s s o c i a t i o n 11 |P a g e
3.18 A great emphasis has been placed on the introduction of CCTV to parts of the City Centre as part of the proposed works. The CBA welcomes the introduction of additional CCTV which will help create a safer city centre environment for traders, residents, customers and tourists. CCTV improvements at the junction of Grand Parade/ Saint Patrick’s Street, junction of Saint Patrick’s Street/Merchant’s Quay and at existing pedestrian crossings on Saint Patrick’s Street is broadly welcomed. 3.19 The CBA welcomes the provision of an additional pedestrian crossing on Saint Patrick’s Street between Cook Street and Opera Lane. 4.0 Planning Policy Context 4.1 Saint Patrick’s Street is outlined in the Cork City Development Plan 2015-2021 as the prime street within the City Centre Retail Area, where it is an objective ‘To provide for the protection, upgrading and expansion of retailing, in particular higher order comparison retailing, as well as a range of other supporting uses in the City Centre retail area’ [CCDP, 2015:226]. 4.2 ‘The upgrades of St. Patrick’s Street, Oliver Plunkett Street, Grand Parade and Cornmarket Street by the City Council and the development of Opera Lane and the boardwalk on Lapp's Quay by the private sector have helped to enhance the appearance of the city’s core and reduce through traffic on some of the centre's main streets’ [CCDP, 2015:195]. 4.3 ‘It is an objective of the Cork City Council to develop a pedestrian priority core on the City Centre Island between North Main Street/South Main Street and Custom House Quay. This will not preclude the use of streets like St. Patrick's Street by vehicles in principle but where possible will limit vehicular movement to public transport and taxis during normal trading hours and upgrade public transport provision into and out of the City Centre. In some cases total pedestrianisation will be considered (e.g. on smaller City Centre lanes) but the intention would be to develop a traffic management system that could provide for the needs of City Centre users throughout the day. The presence of vehicles in the evening can be desirable as they contribute towards actual safety and the perception of safety due to the additional surveillance and activity provided by vehicles and drivers’ [CCDP, 2015:198]. C B A| C o r k B u s i n e s s A s s o c i a t i o n 12 |P a g e
4.4 The planning policies outlined in the current development plan indicates that, where possible, vehicular movement will be limited to public transport but that this would and should occur in tandem with the upgrade of public transport provision into and out of the city centre. It appears that only one component of this is being carried out in Phase 1 of the CCMS and the CBA are very concerned about the timing of its implementation. The CBA is of the view that all efforts should be concentrated on bringing more people into the city as opposed to eliminating private vehicles from Saint Patrick’s Street. 4.5 ‘The desired outcome for the city centre is for it to be easily accessible for work, business, shopping, and leisure. Accessibility can be provided by means other than private car but will require a transition, particularly when the City Centre is competing with suburban areas that provide free parking. The provision of alternative transport options will be considered in combination with the reduction in the demand for parking’ [CCDP 2015:66]. This statement suggests that more consideration should be given to increasing the standard of public transport provision in Cork City with a view to making it a more vibrant and active city centre. 4.6 It is a strategic transport objective of the CCDP 2015-2021 ‘To develop a Bus Rapid Transit system from Ballincollig to Mahon via the City Centre and Docklands’[CCDP 2015:54]. This is key to the vitality and prosperity of the city and the CBA firmly believe that this should be progressed before any changes/restricted access is implemented on Saint Patrick’s Street. C B A| C o r k B u s i n e s s A s s o c i a t i o n 13 |P a g e
5.0 Precedents/Case Studies 5.1 The Headrow, Leeds Fig.6 Before [left] & after June 2014 [right] changes to the traffic management system, Leeds The Headrow is one of the main streets in Leeds city centre and one of Leeds' principal shopping streets. The Headrow forms a spine across the city centre between Westgate and Eastgate and is approximately 700m long. A similar traffic management system to the one proposed was implemented on this street in so far as it was reserved for buses and taxis and private cars/motorcycles are not permitted to use it between 5am and 10pm.The Loop was created in 1990s to take motor traffic off the main shopping streets in the very centre of town. One of the negative implications of the traffic management changes was that by eliminating the private vehicle it gave more space to buses and taxis which enabled them to travel at higher speeds, in time, this made the area more dangerous for pedestrians. Traffic calming measures [Fig.7] has to be implemented recently to address these problems and reduce the speed of buses and a speed limit of 15mph is in place. As a consequence of trying to create a more pedestrian friendly environment, in turn the opposite occurred. This is a major concern in relation to the proposed works on Saint Patrick’s Street. The Design Manual for Urban Roads and Streets [DMURS, 2013] an award winning manual intended to guide local authorities in street planning and design clearly outlines that within the city centre pedestrians should be on top of the hierarchy of users and the main priority within the city centre. C B A| C o r k B u s i n e s s A s s o c i a t i o n 14 |P a g e
Fig.7 Traffic calming measures introduced in Leeds to decrease speed of buses [Source: Googlemaps] 5.2 O’Connell Street, Dublin City Centre O’Connell Street in Dublin, is comparable to Saint Patrick’s Street in Cork, as it is one of the primary streets within the city centre. As one of the most vibrant streets in Dublin City Centre, O’Connell Street has a mix of uses including commercial, retail, entertainment, office and residential. It also has a mix of vehicle users [bus/car/cyclists] the private car has not been eliminated as a user of the street and it functions effectively as a primarily pedestrian street which serves a less important function as a road. Therefore, Cork City Centre should not be looking to eliminate the private vehicle from Saint Patrick’s Street when it does not cause any major issues at present. The restriction of private vehicles will have a negative impact on local businesses and importantly put increased pressure on alternate traffic routes. Fig.8: Mix of Users on O’Connell Street, Dublin [Source: Googlemaps] June 2014 C B A| C o r k B u s i n e s s A s s o c i a t i o n 15 |P a g e
5.3 The Mall, Tralee Town Centre, Co. Kerry In 1999 the main street in Tralee Town Centre was reduced from a two lane two way traffic system to a one lane one way traffic system. The aim was to increase pedestrian priority and increase the width of footpaths. However this was to the detriment of local businesses and saw many retailers move to the outskirts of the town [26/01/1999, The Irish Times]. Fig.8: The Mall, Tralee Town Centre, Kerry [Source: Googlemaps] June 2014 5.4 Eglington Street to Williamsgate Street, Galway City Centre In 2010 there was a proposal to provide a ‘shared surface’ along Eglington Street to Williamsgate Street, which would also exclude private cars from the street, which would in effect be pedestrianised but will allow buses and public transport to ‘share’ the street. This proposal was not looked upon favourably by the business community and has yet to be implemented [Connacht Tribune21/05/2013]. In essence, Saint Patrick’s Street will become a large bus station if the proposed Phase 1 works are implemented. In the case of Galway City Centre, private vehicles still have access to Eglington Street to Williamsgate Street. The area is an active and vibrant part of Galway City with a good balance of users. C B A| C o r k B u s i n e s s A s s o c i a t i o n 16 |P a g e
Fig.9: Proposed Works not carried out at Williamsgate Street, Galway [Source: Googlemaps] June 2014 6.5 State Street, Chicago In 1979 State Street was closed to traffic, except for buses, similar to the measures proposed for Saint Patrick’s Street. However the project was deemed a failure and turned State Street into a quiet and deserted area. Several large retailers relocated from the street following its pedestrianisation including many prominent retailers such as Sears and Goldblatt’s. In 1996, the street was reverted to a street with footpaths and a two way traffic system. The re-introduction of two-way private traffic is significant in this case. ‘More than 200 cities have created pedestrian malls [streets where private cars are banned] in the last 20 years, according to the American Planning Association. But many cities have reversed course and turned malls back into streets, including Eugene, Ore.; Little Rock, Ark.; Norfolk, Va.; Rockford, Ill., and Oak Park, Ill. Officials in Baltimore are considering doing the same’ [as reported in The New York Times – 01/02/1996]. Fig. 10 View of State Street, Chicago [Source: Googlemaps] June 2014 C B A| C o r k B u s i n e s s A s s o c i a t i o n 17 |P a g e
A research paper by Cole E. Judge published in November 2013 entitled ‘The Experiment of
American Pedestrian Malls: Trends Analysis, Necessary Indicators for Success and
Recommendations for Fresno’s Fulton Mall’ highlights the failure of the implementation of
pedestrian malls in many cities in America. His findings include the following:
Pedestrian malls in the United States have an 89% rate of failure. Most have been
removed or repurposed. Only 11% have been successful.
Of the 11% successful pedestrian malls, 80% are in areas with populations under
100,000.
Certain indicators need to be present for a pedestrian mall to be successful in the
United States: near or attached to a major anchor such as a university, situated in
closeproximity to a beach, designed to be a short length in terms of blocks, in a
town/city with a population under 100,000, and/or located in a major tourist location
such as Las Vegas or New Orleans.
Like the approximate 170other U.S. cities that havechanged or removed theirpedestrian
malls,Downtown Buffalo iscurrently in the process ofremoving its failedpedestrian mall.
In 2008, The Memphis Centre City Commission found that when a downtown street gets closed
to traffic:
Vacancy rates along the mall increase and retail mix deteriorates.
The retail focus shifts from “comparison and destination goods/services,” such as
department stores and high-end retail, to convenience stores.
The mall becomes an “uncomfortable and threatening environment” attracting
“loiterers and transients.”
[Judge, 2013, p5]
Once cities and downtowns removed their pedestrian mall and restored it to a main
street, there is almost always immediate success. Even the very first pedestrian mall to
be installed in the United States realized it needed to be removed to restore vibrancy to
the community (Kalamazoo in 1998).
C B A| C o r k B u s i n e s s A s s o c i a t i o n 18 |P a g e The City of Buffalo and the Niagara Frontier Transportation Authority report that, “90%
of cities see significant improvements in occupancy rates, retail sales, property values,
and private sector investment in the downtown area when streets are restored. [Judge,
2013, p8]
Burlington, Iowa’s Jefferson Street’s ground-floor vacancies dropped from 80% to 20%
once the two blocks were reopened to cars in 1990 and continued to drop to 0% within
2 years of opening.
Burbank, California’s Golden Mall went from having very high vacancies to 0-1% vacancy
with a mix of local and national restaurants and shops.
Richmond, Indiana’s Promenade has experienced 22 new businesses, 4 business
expansions, 71 new downtown jobs, 17 façade rehabs, and 4 downtown second-story
rehabs. The vacancy rate dropped from 28% to less than 3% within 18 months of
opening
Pittsburg, Pennsylvania’s East Liberty Mall’s vacancy rates dropped from 60% to having
200 new businesses on that stretch with $80 million in investment in the first 10 years of
opening.
Waco, Texas’ Austin Avenue’s ground floor vacancy dropped from 80% to 40% after
reopening to a street. [Judge, 2013, p9]
C B A| C o r k B u s i n e s s A s s o c i a t i o n 19 |P a g e6.0 Phase 2 Prospect Row/Grenville Place/Bachelor’s Quay/Grattan Street/Sheares Street Area 6.1 On the southern end of Grattan Street it is proposed to have two lanes going south as opposed to the one lane currently going south. This will bring higher volumes of traffic onto Washington Street at a faster rate which will add to the tail backs on Washington Street approaching Grand Parade. The CBA are concerned that the Phase 2 works will add more congestion to the Washington Street and North Main Street Areas. 7.0 Queries Relating to Phase 1 and 2 7.1 If Phase 1 of the CCMS is implemented the CBA are concerned about the enforcement of the restrictions. Will it be self-enforced or will An Garda Siochana be involved in enforcing the restrictions? 7.2 The CBA firmly believe that the city centre should be accessible to all and require clarification in relation to disabled access to Saint Patrick’s Street. As more disabled parking bays are proposed for Emmet Place and there is no indication of disabled parking on Saint Patrick’s Street the association are concerned that people with disabilities will be restricted from accessing Saint Patrick’s Street along with private vehicles. 7.3 From an assessment of the Part VIII drawings it appears that loading will not be allowed on Patrick’s Street during the restriction hours. However, as the CBA is unclear of the status of this - clarification in relation to Loading access on Saint Patrick’s Street is needed. 7.4 It is stated in the CCMS document [presentation by Arup and MVA] that the proposed restrictions on Saint Patrick’s Street will be implemented in a phased manner, leading to restrictions being put in place for a period to be determined. However, this is very unclear at present and no details or information has been provided in relation to a phased approach or trial period. The CBA seeks clarification in relation to this. C B A| C o r k B u s i n e s s A s s o c i a t i o n 20 |P a g e
8.0 Conclusions 8.1 The CBA are tasked with advocating and lobbying for the creation of a better business environment for traders, employers, customers and tourists within Cork City. The CBA firmly believes that the implementation of the proposed works will cause problems for Saint Patrick’s Street, the entire retail area, and issues for the Marsh area. 8.2 The CBA are concerned about the timing [and questions the necessity] of Phase 1 and considers that the negative implications of the proposed works will outweigh any potential benefits. It is considered that by eliminating private vehicles from Saint Patrick’s Street between 12.30 and 18.30 the street is effectively becoming a large bus lane with bus stops travelling at higher speeds and forming a central barrier to both sides of the street. 8.3 Vibrant and active high streets are key to the prosperity of city centres and the case studies highlighted in this submission demonstrate that piecemeal development proposals achieve little by way of improvements to the pedestrian environment. If proposals to increase the importance of the pedestrian are to be meaningfully considered then a detailed feasibility study considering a range of options including full pedestrianisation should be conducted. It is widely regarded that what needs to be done in relation to public transport provision is to increase the provision in order to ensure more people can get to the prime retail and employment area rather than through it. 8.4 A number of positive and broadly welcomed developments, namely, the redevelopment of the Capitol Cinema site, Albert One office complex, the events centre at the Beamish & Crawford site, the Former tax office site on Sullivan’s Quay and the Former Brooks Houghton site on South Terrace,will bring their own challenges, pressures and added complexities to the movement of traffic in the city over the next few years. This will be coupled with the OPWs planned works on the Cork Flood Defence System which is due to commence in 2016. Therefore, it is strongly felt that the proposed works are premature and at best unnecessary and piecemeal. C B A| C o r k B u s i n e s s A s s o c i a t i o n 21 |P a g e
8.5 The CBA is of the view that these proposals are not predicated on the wide ranging set of principles and objectives that should be afforded to a nationally important street and instead represent a rather shallow attempt to increase the importance of the pedestrian on Saint Patrick’s Street. The CBA cautions strongly against the implementation of the proposed scheme in its current form and feels that, instead of increasing the importance of the pedestrian, that the result of the proposal is potentially damaging insofar as it will result in a more unsatisfactory pedestrian environment by speeding up the artery of traffic running through the centre of the street out of peak times and, in times of traffic, effectively act as a 4 and a half metre barrier to both sides of the street. 8.6 The CBA is 100% committed to the prosperity and vibrancy of Cork City but firmly believes that, in this case, the works are simply not justified and, at best, the timing of their implementation need to be reconsidered. The CBA welcomes further discussions with Cork City Council in relation to Phase 1 and 2 of the CCMS and future discussions in relation to future phases. C B A| C o r k B u s i n e s s A s s o c i a t i o n 22 |P a g e
Key Documents Considered Arup-MVA (2012) City Centre Movement Strategy [Presentation to Stakeholders] Cork City Council 27 November 2012 Cork City Council (2015) Cork City Development Plan 2015-2021. April 2015 Cork County Council (2015) Cork County Development Plan2015-2021. March 2015 Design Manual for Urban Roads and Streets (2013) Department of Transport, Tourism and Sport and Department of Environment, Community and Local Government. March 2013 Johnson, D. (1996) ‘Chicago Gives a Pedestrian Mall the Boot’, The New York Times, 1 February 1996. Available at: http://www.nytimes.com/1996/02/01/us/chicago-gives-a- pedestrian-mall-the-boot.html. [5 May 2011]. Jones , P., Boujenko, N. and Marshall S. (2008) Link and Place: A Guide to Street Planning and Design.Landor Publishing. Judge, C.E (2013) ‘The Experiment of American Pedestrian Malls: Trends Analysis, Necessary Indicators for Success and Recommendations for Fresno’s Fulton Mall. Fresno Future Conference, 10 November 2013. Fresno State University, pp. 5, 8-9 NiFhlatharta, B. (2013) ‘Pedestrianisation plan receives cautious welcome’, Connacht Tribune, 21 May 2013. Available at: http://connachttribune.ie/pedestrianisation-plan- receives-cautious-welcome/. [04/06/2015]. Unknown. (1999) ‘Tralee traders want traffic back after pedestrianisation leaves them stranded’, The Irish Times, 26 January 1999. Available at: http://www.irishtimes.com/news/tralee-traders-want-traffic-back-after-pedestrianisation- leaves-them-stranded-1.1257820. [04/06/2015]. Prepared for Cork Business Association by BUTLER O’NEILL TOTAL PLANNING SOLUTIONS C B A| C o r k B u s i n e s s A s s o c i a t i o n 23 |P a g e
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