The initial steps of the Dublin City Centre Transport Plan have been implemented, courtesy of the city council’s chief executive, Richard Shakespeare. This move enjoys the backing of the Minister of Transport, all council political parties, environmental, health and commuter organisations, Dublin Bus and over 80% of respondents from the previous year’s public consultation regarding the plan.
Shakespeare’s directive is also reinforced by the law, with the Road Traffic Act endowing local authority management with powers to impose restrictions on vehicular access to certain roads in the interest of promoting public bus services or facilitating the safety of road users like pedestrians and cyclists. This kind of road access limitations will come into force on August 25th.
The outcome of these measures will be such that north quays will remain open to private vehicles whilst a short 50-metre part of the south quays, extending to three buildings on Aston Quay, will not be accessible by car directly. Existing river crossings and car parks available to cars will persist uninterrupted and the restrictions will be enforced from 7am to 7pm only.
Despite these provisions, the persistent disagreement from some business factions, particularly those controlled by car park proprietors and sellers, is puzzling. The residual restrictions are expected to inconvenience commuters more than motorists coming to shop in the city. The plan is stoutly backed by the Dublin Chamber of Commerce.
Upon agreeing to move forward with the plan, Shakespeare informed councillors that he had reviewed the economic analysis solicited by the Dublin City Centre Traders Alliance, a group in opposition of the plan and had met them several times. However, he deemed it necessary to proceed with the plan as it was the appropriate path for the city.
With comprehensive support for the proposal, strengthened by legislative powers that permit local councils to enact these kind of traffic control measures, it was always evident that Shakespeare was in a strong position to confront those opposing any limits on automobile use in the city. His stance was justified.
Further decisions will emerge, as other steps are being orchestrated for the following several years. Successful execution of the current blueprint and effective delivery of the pledged enhancements to the city centre’s public spaces would significantly contribute to rallying support for the approach.
The proposal is expected to alleviate traffic buildup and diminish transportation emissions. These interrelated objectives are critical, and their subsequent benefits were overlooked in the economic plan formed by the merchants. Reduced traffic congestion benefits public transportation by speeding it up, and this in turn, encourages people to utilise it more frequently and abandon their cars. More of such actions will be required, and it’s necessary to remain optimistic that a favourable result from the most recent efforts will support an argument to forge ahead.