The plan, which will start taking effect in August, has been put in place to reduce the amount of “through traffic” in the city centre, and will see cars banned from Bachelor’s Walk and Aston Quay.
This plan will also see the introduction of “bus gates” on the quays from August, which will restrict passage to public transport only. This also means private cars will no longer be able to turn left on Westland Row to Pearse Street.
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 ABP. If this was approved, they would not seek a judicial review.
The group added that it believes the plan will act as a “deterrent to shoppers and visitors” who choose to use their cars, and could have a serious impact on popular shopping streets such as Henry Street and Grafton Street.
Back in April, a bid to reopen the consultation process on the transport plan was rejected by DCC officials.
DublinTown also called for discussions to address these “genuine concerns” before implementing proposals to enhance space for pedestrians, public transport and cyclists in Dublin.
Its CEO, Richard Guiney, said businesses have “very real worries” around access, deliveries, waste collection and potential anti-social behaviour in areas with little or no vehicular traffic.
“These concerns can only be resolved through in-depth discussion and planning with the business community,” he said.
“If these proposals are not properly implemented, the social and economic outcomes could be extremely detrimental. It is essential where lesser-used streets are made traffic-free, plans to enhance vibrancy are also promoted.
“If not implemented correctly, we envisage the current plan may lead to increases in anti-social behaviour, decreases in perceptions of personal safety, and, in effect, create no-go areas.
“To avoid this, we must see direct interventions to create and sustain quality repeat footfall and engagement,” he added.
