City 10. Transport

10    Transport

Strategic aim:  to co-ordinate transport and land use planning, reducing the demand for travel and the reliance on the private car in favour of public transport, cycling and walking.   

10.1  Sustainable Transport/Smarter Travel

In 2009 the Government published Smarter Travel-A Sustainable Transport Future- A New Transport Policy for Ireland 2009-2020[1].  The main objectives of this are:

1)      To encourage smarter travel, i.e. to reduce overall travel demand,

2)      To maximise the efficiency of the transport network,

3)      To reduce reliance on fossil fuels and therefore to reduce transport emissions, and

4)      To improve accessibility to transport.  

10.1.1  Kilkenny’s Mobility Management Plan

In 2009, a Mobility Management Plan[2] was adopted for Kilkenny city.  The purpose of this Plan was to establish a formal mobility and traffic management plan dealing with transport modal shift[3] and accessibility.  A number of proposals were included in this Plan covering cycling, parking, traffic management and bus services.  The Mobility Management Plan will be reviewed in 2013, and a new Plan will be put in place for 2015-2020. 

A Smarter Travel Group was set up in the City in 2010 to monitor this Mobility Management Plan. This group comprises representatives of the local authorities, the HSE, the Sports Partnership and Waterford Institute of Technology.  This group developed the Smarter Travel Programme for Kilkenny, which was based around the principle of Kilkenny being a ten-minute city, and concentrates on four key areas:

—  Improvements to Infrastructure

—  Raising Awareness

—  Behavioural Change

—  Monitoring and evaluation


The ten minute city concept is based the concept of access all local facilities with a 10 minute cycle or walk from your home.  For example Kilkenny is approximately 3km wide and 4.5km long.  Few journeys undertaken within the city are more than 2.5 km in length; and assuming an average cycle speed of 15 km per hour, that equates to 10 minutes.  Similarly the city’s commercial centre is approximately 0.5 km wide by 0.5 km long, it is therefore possible to walk its extent, assuming a walk speed of 4km per hour, in approximately 10 minutes.


The Council will promote walking, cycling, public transport and other more sustainable forms of transport as an alternative to the private car, together with the development of the necessary infrastructure and promotion of the initiatives contained within ‘Smarter Travel, A Sustainable Transport Future 2009 – 2020’.


Sustainable Transport Objective

·         To review the Mobility Management Plan (2009) and adopt a new MMP for the period 2015-2020. 


10.1.2  Cycling and Walking

Creating a pleasant pedestrian environment in the city brings enormous benefits, in terms of tourism, the economy, and to quality of life.  In line with Smarter Travel, the Plan will promote cycling and walking as efficient, fast and relatively inexpensive forms of transport.  Providing a network of safe, well-lit and convenient footpaths and cycleways within new residential areas with links to schools, local neighbourhood centres, public transport stops and workplaces will encourage walking and cycling. 


For the purposes of mobility management, three areas have been designated in the city:


·         Central city area

·         City centre

·         Suburban


The central city area is demarcated by ‘Pedestrian Portal’ features - pedestrianisation or shared priority surface (See Figure 10.1). 

The City Centre is marked by ‘Gateways’ within which a 30kph speed restriction applies (See Figure 10.1).  These Gateways define the entry points into the city centre street and laneway network.  Within this area there is traffic calming such as raised pedestrian crossings, road narrowings and ‘special’ surfacing – shared vehicle and cycle space with dedicated pedestrian footways.


Suburban areas are defined by the ring road and 50kph speed restriction.   Within this there are separated vehicle and cycle space (i.e. cycle lanes or cycle tracks as appropriate) with dedicated pedestrian footways (or occasionally shared footway/cycleway). 


Within the retail core and city centre, pedestrian and cyclist movements shall take precedence over vehicular traffic.  Cycling

A National Cycle Policy Framework[4] (NCPF) was published in 2009.  This sets out a series of interventions and instruments to reverse the decline in cycling numbers, which includes planning and infrastructural measures.  The approach recommended is a hierarchy of measures, including:


·         reducing volumes of through-traffic, especially HGVs, in city and town centres and especially in the vicinity of schools and colleges;

·         calming traffic / enforcing low traffic speeds in urban areas;

·         making junctions safe for cyclists and removing the cyclist-unfriendly multi-lane one-way street systems.


Other interventions include the following:

·         Schools will be a strong focus of the NCPF.

·         Support for the provision of dedicated signed rural cycling networks building on Fáilte Ireland’s Strategy to Develop Irish Cycling Tourism.  This will cater for recreational cyclists as well as visitors.

·         Ensuring that all surfaces used by cyclists are maintained to a high standard and are well lit.

·         Ensuring that all cycling networks – both urban and rural – are sign-posted to a high standard.

·         Supporting the provision of secure cycling parking at all destinations of importance to the cyclist.


In Kilkenny, a Pedestrian and Cycle Network Study was first published in 2002[5].  The Mobility Management Plan built on this Study.  The cycle network in Kilkenny incorporates a series of main radial routes and one orbital route along the ring road, with smaller isolated routes recommended to complement the overall cycle network.  The status of all routes is as set out in Table 10.1 below (see Figure 10.1).


Table 10.1: Status of Cycle Routes

Cycle Route


Kilkenny College/Castlecomer Road Cycle Route


Ballybought Street/Johnswell Road/Golf Links Road Cycle route


Hebron Road Cycle Route


Dublin Road Cycle Route

Substantially complete, to Maudlin Street

Bennettsbridge Road Cycle Route


Waterford Road Cycle Route


College Road Cycle Route


Granges Road Cycle Route


Freshford Road Cycle Route

Substantially complete

Kilkenny Ring Road

Due for completion in 2013

River Nore Linear Way

Boardwalk complete to Ossory Bridge



As described above, the Gateways demarcate the city centre within which pedestrians and cyclists should have priority.  Gateways are defined by a variety of urban design and traffic management schemes.  During the period of this Plan the definition of gateways will be completed.  


Key to the delivery of a successful cycle network is the provision of supporting infrastructure.  Secure bike parking facilities have been provided at central destinations such as The Parade, John’s Green, Bateman Quay, Kieran Street and High Street.   Bicycle parking will continue to be required as part of any relevant development proposal.  Pedestrian Movement

In general terms, new and upgraded main pedestrian links should be provided based on the following principles:


·         Connected: Linking the places where people want to go.

·         Convenient: Direct routes should follow desire lines, with easy to use crossings.

·         Comfortable: Good quality footways with adequate widths and free of obstructions.

·         Convivial: Attractive, well lit and safe, with a variety of landscaping and views along the route.

·         Conspicuous: Easy to follow routes with helpful signage.  Pedestrian Priority

A key element of the Mobility Management Plan is the prioritisation of pedestrians and cyclists over vehicular traffic, within the gateways.  This priority could take a variety of forms, including pedestrianisation, shared surfaces and the concept of shared space.   Following completion of the Central Access Scheme, methods of achieving this prioritisation should be reviewed.  Proposed River crossings

A number of new linkages are proposed over the River Nore, connecting the existing pedestrian and cycle links, see Figure 10.1.  The Quay Link will connect Bateman Quay to John’s Quay, and the Greensbridge Way will provide a pedestrian/cycle crossing upstream of Greensbridge.  An additional link is proposed at Ossory Bridge, to connect the Boardwalk on the north side of the river to the Linear Park on the south and in the longer term a link in the vicinity of Talbotsinch.


Various initiatives can contribute to an increase in walking and cycling.  An example of this is the Walking bus, which consists of adults walking groups of pupils to and from school along set routes, with children joining the walking bus at various pick-up points along the route.  This programme encourages children to walk, and so get used to this means of travel.  Laneways

Kilkenny city contains a network of back lanes, connecting residential areas to the city centre.  The Council is undertaking the improvements of these back lanes, through lighting and surfacing improvements.  Cootes Lane and Stephen St. Sconce were recently completed.  The next lane to undergo improvements is from Fr. Murphy Square to Robertshill. 



Walking and Cycling Objectives

·         Complete the demarcation of the Gateways as depicted on the map and prioritise pedestrian and cyclist movement within the Gateways.

·         To re-examine options for pedestrian prioritisation in the city centre following implementation of the Central Access Scheme. 

·         Complete the improvements to the back lanes, including the lane from Fr. Murphy Square to Robertshill.

·         Provide the Quay Link bridge over the River Nore at the Carnegie Library.

·         Plan for the provision of the Greensbridge Way and the Ossory Bridge connection. 


Development Management Standard

Require planning applications to demonstrate the development proposal’s accessibility for pedestrians and cyclists.  Planning applications for residential/commercial or mixed use developments need to:


                  i.            Demonstrate detailed layouts and design which reflect the importance of walking and cycling by providing safe and direct access to local services and public transport nodes.

                 ii.            Demonstrate how walking and cycling is integrated with open space provision.

               iii.            Demonstrate that the proposal is easily accessible to pedestrians and cyclists alike with the layouts displaying high internal pedestrian and cyclist permeability.

               iv.            Show a high quality of internal routes which are safe, secure and convenient for users.

                v.            Require that adequate covered facilities for the secure parking of bicycles are provided at convenient locations close to building entrances in order to encourage cycling. The number of bicycle parking spaces required will be in accordance with Table T1 below. 

               vi.            Require a full range of facilities for cyclists and pedestrians such as showers and lockers in new retail/employment developments, where the cycle parking requirements exceed 5 spaces.



Table 10.2: Bicycle parking requirements


Land Use

Bicycle Parking Requirement

GFA = gross floor area


Apartment, Townhouse

1 space per unit

Student Accommodation/Residential schools, colleges or training centre

1 space per bedroom and 1 visitor space per 5 bed spaces

Guest Houses and Hotels

1 space per 10 bedrooms and 1 space for every 5 members of staff

Nursing Homes

1 visitor space for every 10 residents and 1 space for every 5 members of staff

Retirement Homes/Sheltered Accommodation

1 visitor space for every 6 residents and 1 space for every 5 members of staff


1 space per 5 beds


To be determined by Planning Authority



1 space per 150sq m GFA

Shopping Centre

1 space per 300sq m GFA

Non food Retail

1 space per 300sq m GFA

Retail Warehouse

1 space per 250sq m GFA

Retail Offices

1 space per 200sq m GFA

Food and Drink

1 space per 50sq m of dining/drinking area


General Offices

1 space per 50sq m GFA

Light Industry, Business and Technology

1 space per 100sq m GFA

Warehouses and Distribution

1 space per 200sq m GFA

Financial and Professional Services

1 space per 50sq m GFA

Culture, Leisure and Sports Use


1 space for every 5 members of staff and 1 space per 30 seats

Museums, Exhibition Venues

1 space for every 5 members of staff. Visitors spaces to be determined by Planning Authority

Sports/Fitness Centre including Swimming Baths

1 space for every 50sq m net floor area or 1 space for every 30sq m of pool area and 1 space for every 30 seats provided for spectators

Non-Residential Institutions

Place of Worship, public halls and community centres

1 space per 20 persons

Primary schools

Cycle spaces to be provided for 20% of children and 1 space for every 5 members of staff

Post primary schools

Cycle spaces to be provided for 33% of children and 1 space for every 5 members of staff

Further and Higher Education

1 space per 5 members of staff and 1 space for every 4 students


1 space for every 5 members of staff and 1 space for 20 children


1 space for every 5 members of staff and 0.5 spaces per consulting room


In the case of any use not specified above, the Council will determine the bicycle parking requirements, having regard to the likely trip generation of the development.  Where a number of uses are contained within one development, and the applicant can demonstrate that parking spaces will be utilised throughout the day by a number of different users, the Council may take this into account when assessing the spaces required.  


10.2  Public Transport

The development of public transport is critical in achieving more sustainable travel patterns and a reduced reliance on the car.  The local authority does not provide any public transport services but can facilitate their provision through infrastructural works. 


The Council will co-operate with the various public and private agencies responsible for transport services within the County in the provision of new services and supporting infrastructure. 


10.2.1  Rail

Kilkenny City connects to the Dublin-Waterford main passenger line by a spur from Lavistown/Maddockstown to MacDonagh Railway Station on the Dublin Road. 


The Regional Planning Guidelines set out priority rail improvements for the South East Region. This included increased frequency of services and reduced journey times between Waterford, Kilkenny, Carlow and Dublin. 




Rail Freight

There is major potential for more innovative and additional carriage of freight via the rail network.  The Regional Planning Guidelines[6] identified that a rail cargo depot at Maddockstown (east of Kilkenny city) would facilitate the development of logistics businesses and would help to divert some heavy commercial traffic from the public road network.  There are enormous environmental benefits in carrying freight using rail.  The use of the rail network for freight services will be promoted through appropriate land use measures. 


10.2.2  Bus

There are four forms of services that operate in the City.   These are as follows:


1.       City and Environs services

2.       Hinterland & Inter city services

3.       Coach tours

4.       School bus services  City and Environs Services

At present the city and environs has a City Service, operated by a private bus operator.  Bus stops are provided at Bateman Quay and St. Luke’s Hospital.  A shelter is proposed for Bateman Quay and a stop is proposed for the Loughboy shopping centre.  Hinterland and Inter-city Services

The City is presently served by a number of bus connections to various towns within the county and by a number of inter-city services. In the main, these services set down and pick up passengers at the bus stop on Ormonde Road and at MacDonagh Junction.  Bus Éireann operates from MacDonagh Railway station and at the bus stop on Ormonde Road. 


Bus shelters are proposed for Ormonde Road and MacDonagh Junction.  Coach tours

Coach tour buses are generally facilitated at the larger hotels or in the vicinity of the main entrance to Kilkenny Castle, on the Castle Road.  The area of Irishtown and St. Canice’s would benefit from additional coach facilities.  A bus shelter is proposed for Castle Road and in the longer term, for Dean Street.  In general, Castle Road should only be used for set down and pick up, whilst stop-over facilities should be provided elsewhere.   

  School services

School services are generally well served in the city, either adjacent to individual schools or in bus bays such as the facility on Gaol Road.  These services provide a vital social need and should be accommodated for the convenience and safety of students. 


Bus Objectives

·         Facilitate the provision of approved bus stops and shelters within the City and Environs as the need arises.

·         To facilitate parking provision for tourist buses within the city.

·         To carry out a Traffic Management Scheme at Loughboy Shopping Centre to include a stop for the City bus service. 


10.2.3  Taxi Services

Taxis serve as an integral part of the City's transport network.  It is critical that the City is facilitated with adequate taxi services that are readily available at peak demand periods.  In this context the provision of taxi services is to be facilitated in terms of providing taxi ranks and 'pick up' and 'set down' facilities.  Furthermore transport objectives must be tailored to accommodate taxi services.


Taxi ranks (known as appointed stands) are designated at present on The Parade, John Street, Bateman Quay, Dean Street and John’s Green.  There are twenty-six 24-hour spaces, and more available at night-time, in the loading bays on High Street.  


10.3  Workplace Travel Plans

Developments which have a large potential impact on trip generation may be required to draw up and implement their own Workplace Travel Plans (also known as Mobility Management Plans).  Workplace Travel plans are a mechanism by which developments can manage the mobility needs of their users and work towards reduced car dependency. 


Development for which a Workplace Travel Plan could be applied includes the following:


•             Office

•             Office based industry

•             Other industry

•             Retail (large one-off stores and major town/district centre developments)

•             Retail warehousing

•             Warehousing and distribution

•             Places of education


A Workplace Travel plan may take the form of a formally published document, which outlines its measures and targets. Alternatively it may simply evolve over time as different initiatives are piloted.  


Development Management Standard

To require Workplace Travel Plans for proposed trip-intensive developments.


10.4  Roads

A road and street hierarchy is essential in order to classify the function, shape and use of all roads and streets in the city.  The Kilkenny City Centre Local Area Plan (2005) established a road and street hierarchy for the city centre which defines the function, shape and use of all roads, streets, lanes and slips.  This hierarchy will form the basis for determining appropriate forms of traffic management, see Figure 10.2


The classification is based on criteria such as the available road and footpath space, the desirable and necessary volume of traffic, the potential pedestrian and cycle volumes, the surrounding environment and urban form and the destination of traffic on the route.  In broad terms the classification in Kilkenny City can be described as follows:



Table 10.3: Classification of Streets within Kilkenny City








Key routes generally providing both vehicular and pedestrian access to the City Centre or providing linkages around the City Centre

Primary Streets


Routes providing access to main car parks and main delivery routes and also carrying high pedestrian volumes



Predominantly providing local access for vehicles and potentially carrying relatively high pedestrian volumes



Links with high levels of pedestrian activity that are not serving as key vehicular routes



Limited vehicular access routes serving as secondary pedestrian routes



Pedestrian only routes usually characterised by stepped formation


10.4.1  Road Achievements

During the period of the last plan, the Councils:

—  Completed the eastern by-pass from the Dublin Road to the Castlecomer Road

—  Completed the N10 Ring Road Improvement Scheme from the Dublin Road Roundabout to the Waterford Road Roundabout, with capacity improvements.

—  Provided a link road from the roundabout at Springhill on the N10 to the Outrath Road

—  Completed the Golf Links Road,  New Orchard Road and Lovers Lane Improvement Schemes

—  Completed the pedestrianisation of  Kieran St. (from  Parliament Street to Rose Inn Street);

—  Implemented a traffic management scheme for Upper New Street, Jacob Street and Upper Patrick Street.

—  Completed a traffic calming scheme for the Castlecomer Road.

—  Provided appropriately designed pedestrian crossing points for all schools in the City & Environs.

—  Completed the John’s Bridge Rehabilitation Scheme

—  Completed the Ballybought Street Improvement Scheme

—  Completed the Glendine Road Improvement Scheme

—  Completed the Newpark Drive Improvement Scheme


10.4.2  Road Proposals

There are currently four strategic roads proposed in the city, see Figure 10.2  The Central Access Scheme 

The original inner relief road for the City (proposed first in 1978) was intended to connect the Callan Road (N76) to the Freshford Road (R693).   In 2004, the scheme was enlarged to include a connection from the Waterbarrack through to the Castlecomer Road (N77) incorporating a river crossing.  This scheme then became known as the Central Access Scheme. 


In 2008 Kilkenny Local Authorities applied to An Bord Pleanála for permission for the Central Access Scheme.  The scheme comprised three phases:


·         Phase 1: From Castlecomer Road to Dean Street, including the River Nore crossing

·         Phase 2: The east-west link connecting the western environs road system to the existing road network at Waterbarrack roundabout

·         Phase 3: from the proposed Kenny’s Well Roundabout to the Freshford Road Roundabout (the Loughmacask Road).


Phase 1 of the proposal was granted by An Bord Pleanála in 2011.  Phase 1 consists of an urban street extending for 700 metres from St. Canice’s Place on the west of the city to the Castlecomer Road on the east, incorporating a bridge over the River Nore.  The new bridge will provide for public transport, cyclists and pedestrians. 

To facilitate turning movements from the Castlecomer road onto the CAS the widening of the Casltecomer is required from the junction with the CAS to the junction with New Road.

This will allow for a two lane south bound and one lane north bound carriageway.


Western Environs Road (Phase 2)

The Western Environs Road scheme will service the designated Western Environs area of the city. 


North Link Road/Loughmacask Road (Phase 3)

Phase 3 of the Central Access Scheme is now known as the North Link or Loughmacask Road.  This link will connect the Circular Road/Western Environs through the Loughmacask area, and onwards to the Freshford Road.  Western Bypass

The Western Bypass would complete the ring road of Kilkenny city, from the existing roundabout at the Castlecomer Road (N78) to the Callan Road (N76) and connect onwards to the Waterford Road roundabout.  A line has been reserved for this.



Figure 10.2 illustrates the hierarchy of the road network in the City and Environs both in terms of the existing road network and strategic road proposals. 


10.4.3  National Road Network

The national road network caters for the efficient and safe movement of long distance traffic.  The network also provides strategic links for the towns within the county and within the South-East region as a whole.  In order to protect the investment in these roads and to maintain their primary function, it will be necessary to restrict access and junctions to the network to a minimum.


There are 3 national roads within the development boundary of the city as follows:


Table 10.4: National roads within the development boundary of the city

Road name






Waterford Road



Callan Road



Castlecomer Road


National policy in relation to access to national roads is set out in the Spatial Planning and National Roads Guidelines[7] and followed here. The Guidelines state that “The policy of the Planning Authority will be to avoid the creation of any additional access point from new development or the generation of increased traffic from existing accesses to national roads to which speed limits greater than 60kmh apply.[8]


The only location in the City where zoned land is located outside the 60 kph speed limit is on the Waterford Road at the Outrath Road roundabout.  This land is located within the 80 kph speed limit.  Any further development here will be dependent on access from an alternative to the National route. 



10.4.4  Traffic Assessments

Development proposals may generate significant trips/travel, including road traffic, with potentially significant implications for national and non-national roads.  Traffic and Transport Assessment is a methodology used to assess the transport impacts of a proposed development, incorporating any subsequent measures necessary to ensure roads and junctions and other transport infrastructure in the vicinity of the development remain fit for purpose and encourage a shift towards sustainable travel modes.

10.4.5  Road Safety Audit

A road safety audit can aid in the identification of any appropriate measures required to maintain safety standards.  Guidance on the preparation of road safety audits is included in the NRA Design Manual for Roads and Bridges[9]


10.4.6  Road Objectives

·         To preserve free from development proposed road realignment/improvement lines and associated corridors where such development would prejudice the implementation of National Roads Authority or Council plans (See Figure 10.2 Road hierarchy).

·         Reserve the line of Phase 2 and Phase 3 of proposed Central Access Scheme free from development and to complete Phase 1 of the Central Access Scheme within the plan period. (See Figure 3.3, R1).

·         To widen the Castlecomer Road to provide for two lanes south bound and one lane north bound carriageway (See Figure 3.3, R2).

·         Reserve the proposed line of the western by-pass for the city from the Castlecomer Road to the Callan Road free from development, including for a river crossing (See Figure 3.3, R3).

·         Reserve the proposed line of a new road link from the Callan Road to the Waterford Road roundabout free from development (See Figure 3.3, R4).

·         Provide a second entrance to the Hebron Industrial Estate from the Hebron Road (See Figure 3.3, R5).

·         Complete the R697 Kells Road Improvement Scheme from Upper Patrick St. to the Kells Road Roundabout  (R6)

·         Complete the N10 Road Improvement Scheme from the Dublin Road Roundabout to the Leggettsrath Roundabout (R7)

·         The development of the lands located on the Waterford Road (known as the Murphy machinery lands, see Figure 3.3, R8) to be dependent on an alternative access to the national route

·         Prepare and implement traffic management and calming schemes for the City & Environs in line with the 3 year Roads Programmes. 


10.4.7  Roads Development Management Guidance

·         To ensure that future development affecting national primary or secondary roads shall be assessed in accordance with the guidance given in Spatial Planning and National Roads - Guidelines for Planning Authorities.

·         All significant development proposals will be required to have transport and traffic assessments carried out in accordance with the publication Traffic Management Guidelines[10] and the Traffic and Transport Assessment Guidelines[11] (where the development affects a national road).     

·         Planning applications involving a new access to a national road or significant changes to an existing access, are required to include a Road Safety Audit. 


10.4.8  Car parking

During the period of the last Plan, on-street parking charges were introduced in an effort to reduce congestion, control commuter parking, improve access and ensure parking spaces for people who wish to do business in the city.  There are two parking zones; a zone of limited stay parking in the city centre and an all-day charged parking zone within the outer boundary.  To reduce the number of unnecessary trips, during the period of the last plan, signs were installed on the edge of the city which provide motorists with real time information on the availability of car parking spaces before they reach the city centre. 


In assessing development proposals the Planning Authority will use the standards set out in the Table below.  Such facilities shall cater for the immediate and anticipated future demands of the development, and where car parking provision on site is not possible, or desirable for other valid reasons, the Council may consider the payment of a financial contribution in lieu. 


Where car parking is provided on site, spaces shall generally be provided behind established building lines in each development and shall be screened.  The dimension of car parking bays shall be 4.8m by 2.4m.  Disabled parking bay (including transfer hatching to side and rear) shall be 6.0m x 3.7m. Developers should consult Building for Everyone: A Universal Design Approach.  Car parking areas shall be constructed having regard to drainage, surfacing and ancillary matters.  They should be provided with proper public lighting facilities and shall be clearly demarcated.  All car parking areas should be properly landscaped by the provision of trees, shrubs and grassed areas in order to ensure that damage to the visual amenities is avoided.  In residential schemes parking should be secure and attractive and should be provided as close as possible to the dwellings served.


In all developments of an industrial or commercial nature, developers will be required to provide loading or unloading facilities sufficient to meet the demand of such development.  Off-street loading facilities shall conform to the following requirements:


Each required space shall not be less than 3.75m in width, 6.0m in length and 4.25m in height, exclusive of drives and manoeuvring space and located entirely on the site being served. 

There shall be appropriate means of access to a street or road as well as adequate manoeuvring space. 

The maximum width of the driveway opening onto the street boundary will be 6m and the minimum width shall be 3.75m. 


The Planning Authority may modify the requirements of loading and unloading facilities in any particular case where it considers it would be in the interests of proper planning and sustainable development of the area to do so.  On greenfield sites, parking and service spaces must be located on site so as to prevent street obstruction and should be located where possible to the rear and side of the buildings and in such a manner to ensure minimal impact on the amenity of adjoining properties.


In the case of any use not specified in the Table, the Planning Authority will determine the parking requirements, having regard to the traffic levels likely to be generated as a result of the development. 


Where a number of uses are contained within one development, the various uses shall be separated and the overall parking requirements for the development shall be assessed relative to each separate use in order to compute the overall parking requirement for the development (e.g. in a hotel the function rooms, bars etc. shall be assessed as separate from the bedroom provision).


However, where a developer can demonstrate to the satisfaction of the Planning Authority that parking spaces will be utilised throughout the day by a number of different users, availing of different facilities within a proposed development, the Planning Authority may, in the interest of sustainability, take this multi use into account when assessing parking needs.  In addition to the above requirements, developers will be required to provide and maintain loading and circulation facilities sufficient to meet the likely demand of each development. 


In cases where complete on-site provision of parking is not possible, the Planning Authority will insist on a Mobility Management Plan submitted as part of the application in weighing up the total requirements and possible financial contribution.  




Table 10.5: Car Parking Standards


Land Use                                            

Parking Spaces per Unit

Dwelling House


2 car parking spaces per unit

0.25 spaces per unit for visitor parking


1.25 spaces per unit       

0.25 spaces per unit for visitor parking


1 space for every classroom plus 4 additional spaces

Churches, theatres,  public halls

1 car space per 10 seats

Hotels, hostels and guesthouses

1 car space per bedroom


Public houses, inc hotel bar

1 car space per 10 m2 of bar and lounge floor area

Hotel function rooms                                                               

1 space per 10 m2


Shopping centres, supermarkets, Department stores

1 space per 25 m2 gross floor area



1 space per 20 m2 gross floor area

Restaurants, cafes                               

1 car space per 20 m2 gross floor area

Banks and offices                                               

1 car space per 15 m2 of gross floor area and additional space to be determined by the Planning Authority



1 car space for every 60m2 of gross industrial floor area and operational space to be determined by the
Planning Authority.




Each application will be determined by the Planning Authority

Retail Warehousing

1 car space for every 35 m2 of net retail floor space.



4 car spaces per hole


Par 3 golf courses or Pitch and Putt courses

2 spaces per hole

Sports grounds and  sports clubs

I space per 15m2

Golf driving ranges,  Shooting ranges

1 space per bay/ trap plus 3 spaces

Clinics and Medical Practices

3 car spaces per consulting room plus staff



1.50 spaces per bed

Nursing Home

1 space per 4 bedrooms plus staff


1 space per 4 children plus 1 space per

employee                Multi-storey Car Parks

All applications for multi-storey car parks must be accompanied by a report consisting of recent quantitative data, which illustrates the need for parking spaces in the area proposed. The report should contain an assessment of this data by a competent consultant on the likely impact of the car park on the city.  Each application for a multi-storey car park will be considered on its own merits.  The height and design of multi-storey car parks should be sensitive to the receiving environment. It is preferable that the street edges of the multi-storey car park be wrapped in active commercial uses, such as retail, office etc. wherever feasible.


10.4.9  Electric vehicles

As outlined in the National Renewable Energy Action Plan[12], the Government has a target for 10% of Ireland’s vehicles to be electric by 2020.  Developing the infrastructure for alternatively fuelled vehicles will be a vital step in encouraging consumers to make more environmentally friendly transport choices.  ESB is responsible for the roll out of electric car charge points in Ireland.  There are three charging points in the city at the moment; at Butt’s Green, County Hall and at the Nissan Garage on the Dublin Road.  An additional point is proposed for the Market Yard. 


The Councils will support the Government’s target on Electric vehicles by facilitating the roll out of charging infrastructure for electric vehicles. 





10.5  Signage

During the period of the last plan a comprehensive Directional and Explanatory Signage Scheme was prepared, in line with the recommendations of the City Centre Local Area Plan (2005).   This consists of two elements, signage for vehicular traffic and signage for pedestrians. 


The overall aim of the Signage Strategy for vehicular traffic is to direct traffic to the main public car parks and to direct exiting traffic to key routes and external destinations from the point of exit from these car parks.  Signs were installed on the edges of the city which provide motorists with real time information on the availability of car parking spaces before they reach the city centre. 


The Pedestrian Signage Scheme is based on directing pedestrians within the City Centre area to the main tourist attractions, amenity walking routes, public buildings, main retail areas and main public car parks.


[2] The Councils of the City and County of Kilkenny, Mobility Management Plan 2009-2014, 2009

[3] Modal shift is a change in the use of a transport mode, e.g. from a car to walking

[4] Department of Transport, Ireland's First National Cycle Policy Framework, 2009

[5] Arup Consulting Engineers, Kilkenny City and Environs, Pedestrian and Cycle Network Study, 2002

[6] SERA, Regional Planning Guidelines for the South East Region, 2010 p.88

[7] Department of Environment, Community and Local Government, Spatial Planning and National Roads Guidelines, 2012

[9] National Roads Authority, Design Manual for Roads and Bridges

[10] Department of Environment & Local Government, Department of Transport, Dublin Transportation Office, Traffic Management Guidelines (2003)

[11] National Roads Authority, Traffic and Transport Assessment Guidelines, 2007

[12] Department of Communications, Energy and Natural Resources, National Renewable Energy Action Plan, 2010



Please note that Figure 10 .2 in the plan appears to contravene BP order ref 10.HA0014, which makes a condition of approval for CAS phase 1 that the ring road connection from the Castlecomer road to the freshford road must be completed before phases 2 and 3 of the CAS. Figure 10.2 appears to reverse these priorities, giving the CAS priority. Is it the councils intention to contravene the order or is this an error in the map?
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