Liffey Valley to City Centre

Core Bus Corridor Preferred Route. Third Round of Public Consultation November 2020.

1. Introduction

1.1 What is BusConnects

BusConnects is the National Transport Authority’s (NTA) programme to greatly improve bus and sustainable transport services. It is a key part of the Government’s policies to improve public transport and address climate change in Dublin and other cities. Dublin is growing and needs a bus network that works for a developing city. The aim of BusConnects is to deliver an enhanced bus system that is better for the city, its people and the environment.

BusConnects is included in the Programme for Government "Our Shared Future" 2020, as well as within the following Government strategies:

BusConnects Dublin is a programme of 9 elements

1.2 What are the aims and objectives of BusConnects Core Bus Corridors?


The aim of BusConnects Core Bus Corridors is to provide enhanced walking, cycling and bus infrastructure on key access corridors in the Dublin region, which will enable and deliver efficient, safe, and integrated sustainable transport movement along these corridors.


1.3 What has happened so far?

Between November 2018 and May 2019 the National Transport Authority (NTA) carried out the first round of public consultation regarding proposals for the Emerging Preferred Routes of 16 Core Bus Corridors (CBC) across Dublin. During this first round of consultation we received 13,000 submissions in total. These submissions were reviewed and considered as part of the design process for the Preferred Route option for each corridor.

A second round of public consultation on the Preferred Route options commenced in March 2020 and continued until mid-April 2020. Notwithstanding the Covid-19 pandemic and subsequent Government restrictions the consultation continued due to the level of interest. The focus of public queries and submissions came through emails, post, phone conversations and online submissions as all the information was available on the BusConnects website for review.

It was decided in March that an additional third round of public consultation would take place in the latter part of this year to provide further opportunities for the public to review and submit feedback to the latest set of designs.

1.4 What is in this brochure?

This document is one of 16, each dedicated to a single core bus corridor. The document provides a written description of the Preferred Route from start to finish with supporting maps. It includes all revisions made, if any, since the last round of public consultation. It also includes a revised timeline for the progress of the programme due to Covid-19 implications.

The brochures detailing the Emerging Preferred Route and the brochures from the second round of consultation earlier this year are available to view and download on our website

Definitions of the terminology used in the document can be found in chapter 4 of this this brochure.

1.5 A map of all 16 core bus corridors

Preferred Routes

  1. Clongriffin to City Centre
  2. Swords to City Centre
  3. Ballymun to City Centre
  4. Finglas to Phibsborough
  5. Blanchardstown to City Centre
  6. Lucan to City Centre
  7. Liffey Valley to City Centre
  8. Clondalkin to Drimnagh
  9. Greenhills to City Centre
  10. Tallaght to Terenure
  11. Kimmage to City Centre
  12. Rathfarnham to City Centre
  13. Bray to City Centre
  14. UCD Ballsbridge to City Centre
  15. Blackrock to Merrion
  16. Ringsend to City Centre

2. What has been happening over the last number of months?

Considerable design work has been continuing since the last round of consultation. This work includes the following:

2.1 Technical Design

Designs have progressed with further refinements being made to elements of each corridor such as junctions, alignments, bus stops, cycling and walking facilities, and urban realm features. Engagement with stakeholders is continuing including engagement with individual householders directly impacted. The developing design has been, and continues to be, informed by stakeholder engagement and further detailed surveys. These include the identification of underground services and detailed assessment of trees along the routes.

Draft Preferred Route Option Reports have been prepared for each CBC detailing the development of each corridor from the Emerging Preferred Route through to the draft Preferred Route Option. These draft “Preferred Route Option Reports” are being published as part of the public consultation and will be finalised following this third round of public consultation and the inclusion of feedback received. These draft reports are available to view and download on the website

2.2 Environmental Impact Assessment

As part of the intended planning application for each corridor, the NTA will be preparing an Environmental Impact Assessment Report (EIAR) in accordance with current Irish and European legislation. This document will identify the anticipated environmental effects of the scheme during both the construction and operational stages. This assessment is being undertaken by environmental specialists on behalf of the NTA. As part of this assessment, these specialists are undertaking studies of the current condition of the receiving environment within the identified corridor extents. This involves a combination of on-site surveys and desktop study of existing records. At the time of this public consultation, various surveys and studies are underway. The information collected will also be shared with the technical designers for consideration in the design decision making process for the infrastructure works.

Further details of the environmental assessment approach for each scheme are outlined in an individual corridor document called“Information on the Proposed Approach to Environmental Assessment”. This document gives a more in-depth description of the determination of the extents of anticipated impacts and how the cumulative impacts of adjacent core bus corridors and other construction projects will be assessed. These draft reports are available to view and download on the website

2.3 Transport Impact

The transport assessment of the core bus corridor proposals is focussed on the “movement of people” rather than, solely, the “movement of vehicles”. In order to adequately determine the impact on public transport, active modes (walking and cycling), and general traffic, a comprehensive suite of transport models have been developed.

An extensive set of traffic counts were undertaken in late 2019 and early 2020 and this data, along with other sources, has been used to calibrate and validate the models to assist in the evaluation of the core bus corridors. On a strategic level, the Eastern Regional Model has been used to forecast the modal split for future years. At a more refined level, a Local Area Model has been developed to examine the potential displacement of traffic. In addition, detailed modelling is ongoing in terms of junction and corridor analysis tests and to quantify the effect on the movement of people through each junction and along the corridor itself.

Each EIAR will contain a section on the potential traffic and transport impacts associated with the construction and operational phases of the core bus corridors. This assessment will be informed by the following reports:

A draft, work-in-progress version of the “Transport Modelling Reports” for each core bus corridor, together with a summary of the work-in-progress strategic modelling results to-date, are being published as part of the public consultation and will be finalised following this third round of public consultation and the inclusion of feedback received. These draft reports are available to view and download on the website

2.4 Urban Realm

In tandem with the technical design work on finalising the road alignment in the urban cross sections across the core bus corridors, planning has also progressed for refining the Urban Realm design proposals. These designs are being developed in consultation with the local authorities to ensure tie-in to existing schemes and initiatives. The NTA is focusing on finishing the layout of spaces, considering desire lines (how people want to move through spaces) and the placement of urban furniture (trees, bins, bollards, benches, bike stands, railings, etc.)

Urban Realm improvement opportunities along the routes present themselves through the civil/physical works needed to reach the BusConnects objective to provide bus priority, along with improved cycling and pedestrian facilities. All put together, the core bus corridors provide an opportunity for lots of continuous interventions that, together, can give a general citywide lift.

The Urban Realm improvement opportunities are spread out along the core bus corridors and need to respond to and reflect specific locality and context. In the design of the urban spaces we will be using appropriate materials and urban furniture that comply with standards for use, durability and maintenance as well as carbon footprint considerations.

Further details of the urban realm design approach can be found in a document called “BusConnects Urban Realm Concept Design” published as part of the public consultation. This document is available to view and download on the website

2.5 Compulsory Purchase Maps & Schedules

In tandem with the technical design work the designers will be starting the work of preparing the various maps and schedules of areas that are proposed to be acquired under the statutory compulsory purchase order process (CPO). The attached Maps in this brochure indicate Proposed New Boundaries (Possible Land Acquisition) represented by broken red lines. These boundaries are indicative of potential areas for permanent CPO, and are not yet finalised. As detailed plots are finalised the designers will be continuing to seek to meet those with an interest in the impacted areas.

In some cases there may also be a need to realign driveways and/or redo the landscaping of property front gardens, or reorganise business accesses and/or loading areas. Some of these works may be outside the permanent CPO area, and consequently there may be a need to put in place temporary arrangements to ensure access during construction to carry out necessary accommodation works. Similar to the permanent CPO development, the designers will be continuing to seek to meet those with an interest in the impacted areas.

2.6 Timeline for the Core Bus Corridor Process


Before 2020: Confirmation of Preferred Route Option
In 2020: Preparation of Statutory Application

Statutory Process

2021: An Bord Pleánala Application


2022 to 2027: Construction Commences on a Phased Basis

Each corridor upgrade will take approximately 2 years to complete.

3. How to take part in the public consultation

This brochure provides details of the proposed Preferred Route Option for this core bus corridor. These proposals are subject to a second non-statutory round of public consultation, and subsequent design refinement and environmental impact assessment, before a formal statutory application will be made by the NTA to An Bord Pleanála for approval

3.1 General queries

The project website has a dedicated section for the Core Bus Corridor project. All previous emerging preferred route brochures are available on the website. Users can access the site to find out more about the project and download copies of the key documents.

3.2 How to engage

We are inviting submissions in relation to the Preferred Route Options set out in this document. The closing date for submissions is stated on the website.

Written submissions and observations may be made by:

3.3 What happens next?

Following the third round of public consultation the NTA will finalise the Preferred Route Options for all sixteen corridors. The scheme designs will be finalised, transport and environmental impact assessments will be completed. This will culminate in the preparation of an Environmental Impact Assessment Report (EIAR) for the scheme together with details of land to be acquired. This will be submitted to An Bord Pleanála in 2021 for its consideration and determination. A formal statutory consultation process will be undertaken as part of that process.

4. Preferred Route Description

4.1 Overview

The Liffey Valley Core Bus Corridor (CBC) commences at a new terminus adjacent to the Liffey Valley Shopping Centre and is routed along the distributor roads to the west and south of the Shopping Centre to the junction with the Coldcut Road. It is then routed along Coldcut Road and Ballyfermot Road to the junction with Sarsfield Road. From here, the CBC is routed via Sarsfield Road, the R839 along Grattan Crescent, along Emmett Road, Old Kilmainham, Mount Brown, James’s Street, Thomas Street, Cornmarket and along High Street to the junction with Nicholas Street and Winetavern Street where it will join the existing traffic management regime in the City Centre. Priority for buses is provided along the entire route, consisting primarily of dedicated bus lanes in both directions with alternative measures proposed at particularly constrained locations.

The following paragraphs will describe each section of the CBC in more detail, identifying the key design revisions which have been incorporated into the design since the publication of the Preferred Route Option in March 2020.

4.2 Liffey Valley Shopping Centre to Coldcut Road - Liffey Valley Road Network

It is proposed to commence this CBC at a new bus interchange facility on the northern boundary of the Liffey Valley Shopping Centre. Between the interchange facility and the junction with Coldcut Road, it is proposed to provide a continuous bus lane in each direction. A segregated cycle track is also being accommodated in each direction. These proposals can be provided by widening into the central median, modifying the existing junctions and utilising the existing green space adjacent to the road. Two of the roundabouts on the Fonthill Road, have been redesigned to signalised junctions to provide improved bus priority, walking and cycling facilities.

4.3 Coldcut Road to Le Fanu Road - Coldcut Road, Ballyfermot Road

It is proposed to modify the Coldcut Road/Liffey Valley Entrance Road to accommodate the following lanes:

As Coldcut Road crosses over the M50, the carriageway width is restricted. To overcome this restriction and maintain bus priority over this section, it is proposed to provide Signal Controlled Priority on both sides of the bridge crossing. To accommodate these changes, it is proposed to utilise limited land take along the green space to the east of the existing structure.

Between this bridge crossing and the junction with Ballyfermot Road, it is intended to maintain one bus lane and general traffic lane in each direction. To accommodate these changes, it is intended to utilise limited land take along the green space adjacent to Palmers Walk, Palmers Court and Palmers Drive area.

On Ballyfermot Road, it is proposed to maintain one bus lane, one general traffic lane and a cycle track in each direction. To accommodate this improved infrastructure, it will be necessary to acquire limited land take at the following locations:

The indicative extents of this land take are included in the Appendix of this brochure.

It is also proposed to amalgamate the main Ballyfermot Road and the access road serving no. 430 - no. 512 Ballyfermot Road by removing the existing boundary fence and landscaping. This would provide sufficient space to improve the existing public transport infrastructure. Urban Realm works along with additional tree planting and provisions for parallel parking are proposed where the access road will be modified. It is also proposed to modify the area outside of the Ballyfermot Community Civic Centre to accommodate the improved infrastructure.

4.4 Le Fanu Road to Inchicore Road Junction - Ballyfermot Road, Sarsfield Road

At the Le Fanu Road junction, it is proposed to divert city bound traffic on to Le Fanu Road. The section of the Ballyfermot Road between Le Fanu Road and Kylemore junction will be restricted to one bus lane in each direction and one outbound general traffic lane. Local access on Ballyfermot Road between La Fanu Road and Colepark Road has been maintained. City bound traffic will be redirected up Le Fanu Road and down Kylemore Road, with a cycle track in each direction on this section. Eastbound local access will still be permitted on Ballyfermot road up to the junction with Colepark Avenue.

It is proposed to upgrade the existing roundabout junction on Kylemore Road/Ballyfermot Road to a signalised junction and provide improved infrastructure for cyclists and pedestrians. Between Kylemore Road and Markiewicz Park, it is proposed to maintain one bus lane, one general traffic lane and one cycle track in each direction. To accommodate this modified cross section it is anticipated to utilise limited land take at the following locations:

To reduce the impact on Markiewicz Park and the adjacent residential properties, it is proposed to provide Signal Controlled Priority for inbound buses. The inbound bus lane would then be reintroduced at St. Laurence’s Road. To accommodate the revised arrangements, it is intended to close the junction of O’Hogan Road and Ballyfermot Road as part of the implementation of the bus priority signals on Ballyfermot Road. Feedback received as part of the public consultation, as well as topographical survey information have identified this section as a significant pinch-point and has thus driven this proposed design. O’Hogan Road can still be accessed via Garryowen Road and Decies Road. The proposals will require land take at the following locations:

The indicative extents of this land take are included in the Appendix of this brochure.

Between Sarsfield Road and Chapelizod Bypass it is proposed to extend the proposed cycle tracks to tie into the proposed cycle track infrastructure that forms part of the Lucan to City Centre CBC.

4.5 Inchicore Road Junction to South Circular Road Junction - Grattan Crescent, Emmet Road

It is proposed to change Memorial Road from one way to two way for general traffic. Traffic will also be able to turn right from the Chapelizod Bypass to Memorial Road which is being implemented as part of the Lucan CBC. It is intended to provide cycle track in each direction on Memorial Road. On Inchicore Road between Memorial Road and Grattan Crescent, it is proposed to retain the existing road layout.

On Grattan Crescent it is proposed to provide a bus lane in each direction and one general traffic lane in the southbound direction. Northbound traffic will be permitted up to the junction with the CIE Works to maintain local access. It is anticipated that the existing footpath will be widened, and a new pedestrian or Toucan Crossing will be provided between Grattan Crescent Park and Inchicore National School. Several of the car parking spaces adjacent to the entrance to Grattan Park will be retained.

In order to facilitate local access onto Grattan Crescent as far as the Inchicore Works, general traffic will be permitted to turn right from Emmet Road onto Grattan Crescent at the Junction of Emmet Road and Tyrconnell Road.

Between St. Vincent’s Street West and South Circular Road, Emmet Road is proposed to be reconfigured to provide a bus lane and general traffic lane in each direction. To facilitate this wider road configuration some local on-street parking will need to be removed. It is proposed to provide some alternative off-street parking near the junction with South Circular Road.

4.6 Old Kilmainham to High Street - Old Kilmainham, Mount Brown, James’s Street, Thomas Street, High Street

Currently Old Kilmainham/Mount Brown has significant width restrictions that will not permit any substantial road widening or bus lane provision. To maintain bus priority on this section of the route, it is proposed to provide a Bus Gate directly east of the proposed entrance to St. James Children’s Hospital (across from 10 Faulkners Terrace, Mount Brown). This Bus Gate would prevent general through-traffic using Old Kilmainham/Mount Brown. However, it will not impact access to the Children’s Hospital from Mount Brown or Old Kilmainham. Exiting traffic from the hospital will only be permitted to turn left towards Old Kilmainham. This access strategy is currently in development with the St. James Children’s Hospital delivery team and Dublin City Council.

Local access to residences and business along Mount Brown and surrounding streets will be maintained through Bow Lane West and James’ Street. Access to St. James Adult Hospital will be maintained at the James’ Street entrance. Access to St. James Adult Hospital through the Children’s Hospital is currently being explored.

Access to Brookfield Road is currently prohibited from Old Kilmainham, and it is proposed that the existing one way system will remain unchanged. The previously proposed reversal of the existing one way system on Brookfield Road will not be progressed.

Eastbound general through-traffic along the Old Kilmainham Road may divert to the South Circular Road and St. Johns Road. Westbound general traffic through Old Kilmainham Road may divert via Bow Lane and Military Road.

The proposed design on James’s Street, Thomas Street and High Street has been refined to provide continuous cycle tracks on both sides of the road. An offline cycle route which avoids the Luas tracks via Echlin Street is also proposed to connect James’s Hospital with James’s Street.

At the Cornmarket junction the priority has been changed from High Street/Thomas Street to High Street/Bridge Street Upper. The CBC will join the existing City Centre traffic management regime at the junction with Nicholas Street and Winetavern Street.

4.7 Key Changes from the Preferred Route Published in March 2020

4.8 Key Facts

5. Understanding the terminology

5.1 Core Bus Corridor (CBC):

Part of the overall BusConnects Programme is to create 16 radial core bus corridors (CBC). A CBC is an existing road with bus priority so that buses can operate efficiently, reliably and punctually. This generally means full length dedicated bus lanes on both sides of the road from start to finish of each corridor or other measures to ensure that buses are not delayed in general traffic congestion. The bus lanes will be alongside segregated cycle lanes/tracks where feasible and general traffic.

5.2 Segregated Cycle Tracks:

A segregated cycle track is a separate section of the road dedicated for cycling only. This space will generally be isolated from other vehicular traffic by a physical kerb. Where is it not physically possible to have segregated cycle tracks there will be the option of quiet roads and shared cycling on reduced speed roads for cyclists.

5.3 Emerging Preferred Route (EPR):

The NTA published outline plans for each of the 16 CBCs in a non-statutory public consultation process in 2018/2019. The options were called Emerging Preferred Routes (EPR), in some cases with multiple sub-options, to inform the public of the likely layout of the roadway with the necessary CBC infrastructure in place. They included possible impacts on front gardens, and likely changes to how traffic will operate to facilitate bus priority.

5.4 Preferred Route Option (PRO):

Following consideration of the public submissions about the 16 EPR’s, the core bus corridor proposals have been reviewed and amended. They are now being presented as the Preferred Route Option (PRO) and are subject to a further round of non-statutory public consultation. They are not final proposals as they are subject to further consideration from this round of public consultation and also subsequent examination in the context of environmental impact assessment.

5.5 Bus Gate

A Bus Gate is a sign-posted short length of stand-alone bus lane. This short length of road is restricted exclusively to buses, taxis and cyclists plus emergency vehicles. It facilitates bus priority by removing general through traffic along the overall road where the bus gate is located. General traffic will be directed by signage to divert away to other roads before they arrive at the bus gate. To see an animation of a how a Bus Gate will work, please visit our website