Dublin City Centre Transport Plan: What is it, who’s against it and how will it impact drivers? (2024)

However, the plan has become increasingly divisive, with calls for changes, delays to implementation and greater consultation. Here’s what the transport plan will mean for the city.

What is the Transport Plan?

A strategy developed by Dublin City Council and the National Transport Authority (NTA) for a “low traffic city centre”, with more space given to public transport, cycling, and walking.

Who came up with it and why?

The plan was developed as a means of reducing the amount of “through traffic” in Dublin city centre.

Studies conducted by the NTA show almost two out of every three drivers in the city “core” – an area roughly defined as Smithfield to the Custom House, and St Stephen’s Green to Mountjoy Square – do not have the city centre as their destination.

They are, as one Fine Gael councillor put it, using the city centre “as a vast rat run”.

What will it cost the city?

Dublin City Council have yet to reveal an estimated cost for implementing the transport plan. However, the potential cost to retail and other businesses has become a point of contention around the plans.

'The biggest risk to jobs is that our buses don't get through the traffic quick enough' – Eamon Ryan addresses criticism of Dublin city traffic management system

A full economic assessment report has been commissioned following calls from business lobby groups.

Those backing the plan say motorists driving through the city are of no benefit to the businesses or the life of the city. All they do is contribute to gridlock.

Removing them will free up the streets in the central shopping and business district for public transport and for drivers who want to shop or work in the city centre.

What are the significant changes?

The two elements getting the most attention are changes impacting traffic on the north and south quays. “Bus gates” will be introduced on Bachelors Walk and Aston Quay, restricting passage to public transport only.

Private cars will not be permitted to travel through, only buses, taxis, cyclists and pedestrians. Though it is being framed by some as a car ban in the city centre, there are lots of other options to cross the city centre outside these two particular points.

Private cars will also be banned from turning left from Westland Row onto Pearse Street, with a new right turn for general traffic instead. This would make the section of Pearse Street between the junction at Westland Row and Sandwith Street, two-way.

The council said Westland Row is important under the BusConnects plan, and that although it will no longer be a through road to access Pearse Street, it will remain an option for motorists intending to travel towards Samuel Beckett Bridge.

The council expects this change would facilitate better cycling and pedestrian infrastructure in both the Pearse and Tara Street areas, as well as the creation of a new opportunity at Lincoln Place, which could become a more recreational space.

Who is for the transport plan and who is against?

Minister of State for Enterprise and Fine Gael TD Emer Higgins has called for the plan to be delayed until at least 2025.

She requested the delay after speaking to “concerned” retailers in Dublin’s city centre who have “very valid concerns” around protecting jobs. Green Party councillors have criticized Deputy Higgins for a “major overreach”.

Transport Minister Eamon Ryan has also called for the changes to go ahead as planned next month, saying: “Emer is entitled to her view, but I don’t agree and I don’t think the city council agrees.”

Most Dublin city councillors are in support of the plan, having approved it last November following public consultations. Councillors also rejected later calls to reopen the process for further consultation this year.

Business groups including Ibec, have also come out and said that not enough consideration has been given to the “possible negative impacts” of the plan.

The Dublin City Centre Traders Alliance, comprising well-known city businesses such as Arnotts, Brown Thomas, and Louis Copeland, said it believes the measures will lead to job losses, business closures and impacts on retail sales.

The group has sent a letter to Dublin City Council, asking for the project to go under embargo and for a full Environmental Impact Assessment to be carried out by An Bord Pleanála.

When will the changes begin?

The plan’s first measures – including the “bus gates” and changes to Pearse Street – were due to be implemented in early August. However, a number of last-minute changes are now being sought following consultation with disability groups.

The proposed changes would see the bus gates in operation from 7am to 7pm only, rather than 24 hours. The left turn from Bachelors Walk to O’Connell Street would also be retained, but private traffic would not be permitted to drive straight ahead to Eden Quay.

Richard Shakespeare, Chief Executive of Dublin City Council, told councillors he would wait to see the results of an economic impact study, commissioned by city centre retailers, before making a decision on changing implementation dates.

What other changes are on the horizon for the city centre and when?

Construction of the new Liffey Street Plaza in Dublin city centre is well under way, after delays caused by ongoing hotel construction on the same street.

The project will extend the pedestrian area on Liffey Street Upper to Abbey Street and create a new pedestrian plaza on Liffey Street Lower between Strand Street and the Quays.

Improvements include widened and repaved granite footpaths, increased greening, new plantings, and upgraded public amenities such as lighting, benches, bicycle stands, and bins.

Liffey Street Lower will remain open to one-way southbound traffic, though temporary road closures and traffic management measures will be necessary to ensure pedestrian and road user safety during construction.

What other streets are Dublin City Council proposing changes to?

In Beresford Place and Gardiner Street, two options are being considered. Beresford Place could switch from one-way to two-way, while Gardiner Street might see its lanes reduced from four to two, to enhance safety for pedestrians and cyclists.

Option two would maintain Beresford Place as one-way, but introduce a contra-flow for buses and cyclists, while also reducing lanes from Liberty Hall to Custom House. Both options could potentially create new public spaces from Liberty Hall to Custom House.

College Green and Dame Street are slated for transformation into fully pedestrianised areas from Trinity College to George’s Street, although deliveries and limited access will still be permitted.

This will be phased in coordination with the BusConnects program to accommodate changes in bus routes. The council also plans to monitor bus journey times and consider reconfiguring the bus network from Dame Street to Christchurch to potentially widen footpaths and improve cycling lanes.

On Parliament Street, the council intends to replicate a similar scheme to Capel Street, allowing only pedestrians and cyclists, with delivery access managed. There is also a proposal to introduce a two-way cycle link across Grattan Bridge.